Increasing Travel Speed Research Articles

Critical response analysis of asphalt pavement on concrete curved ramp bridge deck considering tire-bridge interaction

ABSTRACT This study developed a full-scale concrete curved ramp bridge deck finite element (FE) model, which considered the effect of tire-bridge interaction. In this full-scale FE model, an inflated tire model was developed to simulate the rolling tire load. The tire-bridge interaction equations were established based on the different interaction modes of the driving and driven wheels with the deck pavement. The effects of travel speed, curvature radius and load position on the critical response of bridge deck pavement was analysed. The results indicated that the deck pavement above the mid-span and flange cantilever panel exhibited greater critical tensile stress and strain values; whereas the bearing end diaphragm and the flange longitudinal diaphragm contributed the maximum critical shear stress. In the vertical depth direction, the damage induced by the traffic load mainly initiated at the deck pavement surface, and shear damage was more prone to occur between the layers of different paving materials. The reduced curvature radius and increased travel speed both promoted the appearance of unbalanced damage in the inner and outer tire loading zones. Besides, the smaller curvature radii and higher travel speeds would result in more severe local damage of deck pavement.

Drive-by modal identification of railway bridges via on-board measurements from a single railroad vehicle

The global railway network spans over one million kilometers of tracks, and this extensive infrastructure is set to expand even further. The objective is to promote rail transportation as an environmentally sustainable solution to address the growing demands of mobility. A significant portion of these tracks spans across bridge structures, which must also accommodate the rising demands for mobility and increased travel speeds, placing additional demands in terms of imposed loads. At the same time, bridges worldwide suffer from aging, leading to the deterioration of their structural integrity. Such combined effects necessitate monitoring the structural health of bridges to ensure the quality and safety of railway networks by detecting possible alterations in their response characteristics. Traditional Structural Health Monitoring (SHM) techniques use stationary sensors affixed to the bridge structure, enabling the direct assessment of the collected data. While such approaches are reliable, they present limitations in the comprehensive inspection of multiple railway bridges within a network. As an alternative, mobile vibration-based sensing, utilizing sensors on passing trains, presents the potential to gather data from multiple railway bridges using only a few sensors installed on board trains. Furthermore, operating the sensor-equipped trains at frequent intervals allows for collecting continuous data, offering valuable insights into the ongoing deterioration of bridges. In light of this, our work proposes a model-based methodology for extracting the modal frequencies of bridges based on acceleration data collected from traversing trains. Our approach hinges on Kalman filtering for estimating the state and input of the train and employs a subspace identification method to ascertain the frequencies of the bridge. The ultimate goal is to develop a drive-by bridge monitoring scheme that accommodates the assessment of the remaining lifespan of bridges as well as timely repairs in the event of damage, ensuring the safety and reliability of rail transportation.

Wear and corrosion properties of laser treated Cr2O3 on stainless steel

In this study, a highly wear and corrosion resistance coating was fabricated on 304 stainless steel. Herein, air plasma spray coating of Cr2O3 was deposited on 304SS which was subsequently treated with laser at different travel speeds these were: 25 mm/min, 50 mm/min and 100 mm/min, respectively. The morphology of coatings was studied by using scanning electron microscopy. It revealed that ultrafine grain structure is found as travel speed is increased, the as-solidified microstructure got more and more refined. Wear test demonstrated that with increase in laser t speed, the wear rate increaased. Furthermore, wear rate of laser treated coating at travel speed of 25 mm/min exhibits very comparable result at 8 N and 16 N. The potentiodynamic polarization results described that pitting potential was increased and current density (Icorr) was decreased two orders of magnitude for laser treated coating at travel speed of 25 mm/min as compared to faster laser scan rate

Stuck in traffic: Measuring congestion externalities with negative supply shocks

Congestion is one of the most challenging issues of urban agglomeration. Congestion costs are higher than socially optimal levels, and more information is needed about the key parameters required to design optimal policies. This paper exploits an exogenous reduction in for-hire vehicle supply in New York City to estimate their effect on travel speed and document substitution patterns to other transportation modes. A 9.1 percent decrease in taxis is associated with increased travel speed by 0.45 min per mile, a 7.2 percent increase. Consumer surplus gains from increased speed fade as waiting times increase and people switch to other transportation modes.

Investigating the Forming Characteristics of 316 Stainless Steel Fabricated through Cold Metal Transfer (CMT) Wire and Arc Additive Manufacturing.

Wire and arc additive manufacturing (WAAM), recognized for its capability to fabricate large-scale, complex parts, stands out due to its significant deposition rates and cost-effectiveness, positioning it as a forward-looking manufacturing method. In this research, we employed two welding currents to produce samples of 316 austenitic stainless steel utilizing the Cold Metal Transfer wire arc additive manufacturing process (CMT-WAAM). This study initially evaluated the maximum allowable arc travel speed (MAWFS) and the formation characteristics of the deposition bead, considering deposition currents that vary between 100 A and175 A in both CMT and CMT pulse(CMT+P) modes. Thereafter, the effect of the CMT+P mode arc on the microstructure evolution was analyzed using the EBSD technique. The findings indicate that the arc travel speed and deposition current significantly affect the deposition bead's dimensions. Specifically, an increase in travel speed or a reduction in current results in reduced bead width and height. Moreover, the employment of the CMT+P arc mode led to a reduction in the average grain size in the mid-section of the sample fabricated by CMT arc and wire additive manufacturing, from 13.426 μm to 9.429 μm. Therefore, the components of 316 stainless steel produced through the CMT+P-WAAM method are considered fit for industrial applications.

Adfluvial migration and passage of Steelhead before and after dam removal at a major Great Lakes tributary

Despite the importance of Great Lakes fisheries and the increasing popularity of dam removal as a method to restore river connectivity and increase fish passage, the adfluvial migration of Steelhead (Oncorhynchus mykiss) has been drastically understudied and only relatively few published studies have examined the impacts of dam removal on fish movement and timing. To help fill these knowledge gaps, spawning migrations of Great Lakes adfluvial Steelhead tagged in spring and fall were monitored for two years before and three years after removal of a dam that partially blocked upstream movement for 100 years. Removal of the dam not only reduced downstream delay and increased passage at the site of the dam removal itself, but increased travel speeds and increased passage at remaining upstream dams for both spring and fall run fish, underscoring the cumulative impact of successive dam passage on fish migration. Fall fish were most impacted by the dam removal and were able to pass not only the dam footprint, but, for the first time, were also able to pass both remaining upstream dams, allowing them to overwinter at locations closer to known spawning areas. For these fish, delay at the footprint was reduced from the order of 100+ days to < 1 hour and the number of days passage occurred compared to the number of days fish were present and blocked increased from 2% to 82%. The benefits of dam removal should ultimately equate to increases in fish production, as more critical habitat becomes reconnected and more fish are able to pass dams and arrive at spawning beds. The observation that fish are likely able to remain in better condition and retain more energy for continued migration and reproduction warrants further study.

Research on the influence of traffic conditions on noise level in the passenger compartment of motor vehicles

The research investigates the noise levels measured in the passenger compartments of several automobiles. These vehicles are powered by various engines, travel on various highways, and function at differing speeds and acceleration. The results are visually processed using specialist software. The study investigates the effects of three major sources of automotive noise: engine operation, tire-road contact, and friction between the car body and the air. The immis noise in the passenger compartment is reported to be mostly impacted by the engine’s operational characteristics (load and speed) at lower speeds. In contrast, as travel speed increases, the noise produced by tire-road contact becomes more substantial, and at greater speeds, the noise produced by the interaction between the car body and the air becomes more significant. As a result, the engine type, tire and road characteristics, vehicle speed, and passenger compartment acoustic insulation are all important elements in influencing noise emission in the passenger compartment.

Effects of Friction Stir Processing on the Microstructure and Mechanical Properties of an Ultralight Mg-Li Alloy

Magnesium–lithium alloys are arguably the lightest metal structural materials but have low strength. In order to increase strength, friction stir processing (FSP) is applied to a hot-rolled Mg-10Li-3Al-3Zn (LA103Z) sheet to study the effects on the microstructure and mechanical properties. In this study, the strengthening mechanisms of various FSP regions of an Mg-Li alloy were clarified by a combination of numerical simulation and experimental method. Based on ANSYS APDL, a finite element model with a moving heat source is established. Rotational speeds of 800, 1000, and 1200 rpm and traverse speeds of 100, 110, and 120 mm/min were used in this research. The simulation results confirm that the influence of the rotation speed on the alloy temperature field is greater than that of the travel speed. The temperature of the processing area increases with an increase in rotation speed and decreases with an increase in travel speed. Then, hot-rolled LA103Z alloy plates are processed by FSP. The correspondence between the numerical simulation and experiment was verified by infrared thermography. The results indicate that FSP decreases the grain size significantly for the dynamic recrystallization and dramatic mechanical crushing of the stirring pin. The α-Mg and AlLi are solid soluted in the β-Li matrix. The tensile strength of the processing zone is 260.67 MPa (1000 rpm, 110 mm/min) versus the 170.47 MPa of the base metal. The SZ has the highest microhardness of 77.8 HV (800 rpm, 120 mm/min) and decreases gradually to the BM. The severe deformation, recrystallization, and solid solution of the α-Mg are important factors contributing to the improved mechanical properties.

Deposition of Steel over Steel by Friction Surfacing Technique and Investigation of its Physical Geometry

Friction surfacing (FS) is a coating technique inspired by friction stir welding. FS is a solid-state, thermo-mechanical process providing excellent wear and corrosion resistance properties. Frictional heating elevates the temperature of the consumable rotating tool (mechtrode) up to the softening of the material, the tool is traversed along the length of the plate, and the material gets deposited onto the substrate plate with good mechanical properties and excellent corrosion resistance properties, FS process may have wider application in the mining industry to provide an adequate coating on excavator's teeth, shovel teeth, and dragline teeth. This paper has an experimental approach to investigate the coating integrity during the FSed deposition of AISI4140 (consumable rod) over EN24 plate on a conventional milling machine. Various tests like wear test, XRD analysis, hardness, IR thermography, surface roughness, FESEM images have been analysed. Experiments have shown that at a low travel speed of 16mm/min, the coating is non-uniform and an excessive increase in travel speed will not give proper time for softening of the material, resulting in a discontinuous coating so the optimum travel speed must be chosen for better quality coating. Also, one more approach has been made to explore the effect of mechtrode shapes on the flash formation of the consumable tool while deposition of mild steel over mild steel on the milling machine where conical cylinder tool shape was more efficiently worked.

Comparative Evaluation of Road Pricing Schemes: A Simulation Approach (Australian Perspective)

Road network pricing and congestion charging continue to be debated as efficient instruments to address traffic congestion and emissions. For cities where the schemes have not been implemented yet, the impacts of these schemes are typically evaluated using transport simulation models to understand the impacts and design effective solutions before the schemes are deployed. This paper considers a simulation approach for the city of Melbourne in Australia to investigate the potential impacts of road network pricing on reducing private vehicle travel, road congestion, and vehicle emissions. The study uses a dynamic traffic simulation model developed for Melbourne using the AIMSUN modeling tool, which was extended for modeling road user pricing and congestion charging, including considerations and formulations of distance-based, delay-based, joint-distance-and-delay-based, and cordon-based schemes under low-cost, medium-cost, and high-cost regimes. The study’s contributions also include an extension of the modeling framework to include public transport options to allow for providing travelers with the option of choosing an alternative mode of transport if they do not wish to pay. A mesoscopic stochastic route choice modeling approach was adopted to examine the impact of road pricing inside a nominated charging zone within the network. The results showed it would be possible to achieve a reduction of 11% in vehicle count, a 20% reduction in travel time, a 13% reduction in emissions, and a 3% increase in travel speed within the proposed pricing zone under a high-cost pricing scenario. The results also showed a significant reduction in emissions resulting from shifting drivers who are not willing to pay the congestion charge to public transport. When 20% of car drivers shifted to public transport, carbon emissions were reduced by up to 30% and network performance improved by 45%, compared to the baseline scenario without pricing. The findings of this research provide important directions for policymakers in deciding on the type and scope of charging schemes to use and how these could reshape transportation taxation systems by moving away from taxes on vehicles through registration fees and towards user-pay taxations where travelers pay for the amount of travel they do or the pollution and emissions they are responsible for.

Influence of welding conditions and flux composition on chemistry of welds using recycled steel slag in submerged arc welding

The slag generated by steel-making plant has been employed to manufacture flux essential for submerged arc welding process. The developed flux has been used for depositing beads on plates, and the weld metal chemistry has been evaluated. The effect of welding conditions and flux composition on element transfer behavior has been investigated. The experiments were carried out as dictated by the design matrix generated using CCRD in response surface methodology. The data generated during experimentation was used to develop mathematical models. The developed models were tested for their adequacy through the ANOVA technique in design expert software. It is interesting to note that the recycled slag provided the chemistry of weld metal which is accepted as per ASME specifications. The rise in welding current increases the amount of carbon in weld metal from 0.11 to 0.14 wt.%, whereas it decreases with increasing travel speed. Manganese content decreases (1.28 wt.% to 0.795 wt.%) with increasing welding current (250 A to 650 A). The increase in welding speed from 4.44 mm/s to 8.88 mm/s results in an increment in manganese content from 0.87 wt.% to 1.21 wt.%. Since increasing travel speed decreases heat input per unit length of the weld, evaporation of manganese is suppressed. Therefore, the highest manganese content was achieved at a lower current (250 A) and higher speed (8.88 mm/s). Smooth beads with evenly distributed ripples free from surface defects like undercuts, porosity, pockmarks, etc., were achieved.

Gasoline prices, traffic congestion, and carbon emissions

This paper explores the effect of gasoline prices on traffic congestion and carbon emissions. The international crude oil price is used as an instrumental variable for the gasoline price in Chinese cities. Empirical results show that a ten percent increase in gasoline prices significantly decreases traffic congestion in rush hours by 0.87%. In addition to reducing vehicle kilometers traveled, higher gasoline prices also decrease carbon emissions by increasing travel speed and fuel efficiency. A ten percent increase in gasoline prices is found to decrease CO2 emissions by 40.6 million metric tons, accounting for 2.3% of the total CO2 emissions in the transport sector of China in 2016. This paper's estimates offer guidance for gasoline pricing policies, fuel taxes, traffic congestion, and the Dual-Carbon Target.

Study on the Relationship between Process Parameters and theFormation of GTAW Additive Manufacturing of TC4 Titanium Alloy Using the Response Surface Method

The geometric parameters of the deposited layer include the width, height, and penetration depth of the deposited layer. The welding current, wire feeding speed, and torch travel speed during the additive manufacturing process of TC4 titanium alloy have the greatest impact on the geometric parameters of the deposited layer. In order to study how the deposition layer width, deposition layer height, and penetration depth are affected by the welding current, wire feeding speed, and torch travel speed, this article uses Design Expert 8.0.6 software for Box−Behnken design response surface experiments. During the experimental design, the welding current, wire feeding speed, and torch travel speed are used as input variables. The deposition layer width, deposition layer height, and penetration depth are selected as the responses. We designed 17 response surface experiments that were conducted using GTAW-AM. The results show that as the welding current increases, the penetration depth and width of deposition layer gradually increase, and the deposition layer height gradually decreases. As the wire feeding speed increases, the deposition layer height and penetration depth gradually increase, and the wire feeding speed has a minimal effect on the deposition layer width. As the torch travel speed increases, the penetration depth, width and height of deposition layer gradually decrease. The response surface method experimental design can also optimize the matching of three process parameters: welding current, wire feeding speed, and torch travel speed, thereby obtaining the optimal matching range of process parameters. Within the optimized matching range of process parameters, a welding current of 90 A, a wire feeding speed of 900 mm/min, and a torch travel speed of 200.18 mm/min were selected to prepare TC4 titanium alloy thin-walled part. The microstructure of the top, middle and bottom are all basketweave structure. The α phase gradually becomes coarse from the top to the bottom. The microhardness of the top, middle, and bottom of the thin-walled parts is 362.7 HV, 352.7 HV, and 340.5 HV, respectively. The horizontal tensile strength is 926.1 MPa, with an elongation of 12.22%, and the vertical tensile strength is 938.1 MPa, with an elongation of 14.41%.

Optimization of porosity and surface roughness of CMT-P wire arc additive manufacturing of AA2024 using response surface methodology and NSGA-Ⅱ

A novel cold metal transfer and pulse (CMT-P) hybrid arc technology was introduced for additive manufacturing of high-strength aluminum alloy 2024 (AA2024). The effects of process parameters, namely the wire-feed speed, travel speed, and CMT/P ratio (ratio of number of CMT stages to pulse stages in a cycle), on the porosity and surface roughness of AA2024 CMT-P additive manufacturing were systematically investigated using the response surface methodology and an improved non-dominated sorting genetic algorithm (NSGA). The results showed that the wire-feed speed had the greatest effect on the porosity and surface roughness. The porosity initially decreased and then increased with an increase in the wire-feed speed. However, the surface roughness decreased with an increase in the wire-feed speed. Moreover, the porosity was reduced with a decrease in the travel speed. With an increasing travel speed, the surface roughness initially decreased and then increased. Furthermore, for both porosity and surface roughness, the best results were obtained at a CMT/P ratio of 1/4. Thus, high porosity and surface roughness in the additive-manufactured parts were caused by high values of wire-feed speed, travel speed, and CMT/P ratio. In addition, using the optimized process parameters, additive parts with low porosity and low surface roughness could be produced.

An Overview of Possibilities of Increasing the Permissible Speed of Underground Suspended Monorails for Transporting People in the Conditions of Polish Underground Mining

The permissible speed of suspended monorails in underground mines is determined by the internal regulations of each country and depends on the type of transportation. In the case of passenger transportation, the maximal driving speed in Polish underground mining regulations is 2 ms−1. Regarding the higher permitted driving speed in other countries, it is reasonable to consider changes to these regulations that would raise the permitted speed limit. Increasing the permissible travel speed would improve the efficiency of mining operations because of the significant reduction in the inefficient working time of miners traveling on the monorail from the shaft to their place of work. However, at the same time, an increase in the permissible speed of travel results in higher values of forces and accelerations affecting both the crew riding the train and the underground working infrastructure (the suspended route, slings, and arches yielding support). The results of the series of works carried out at the KOMAG Institute of Mining Technology to assess the impact of increasing the speed on the safety of both the crew and the mine infrastructure are presented in this article. For this purpose, several numerical simulations were conducted, considering the emergency braking of the suspended monorail during which the overloads are the greatest. The result of the simulations was the analysis of the effects of driving and emergency braking of the suspended monorail with increased travel speed on the following: the overloads acting on the crew being transported and the forces acting on the suspended monorail route, including the forces in each sling. Next, a potential solution for improving safety was developed. The development of the algorithm for an innovative method of sequential emergency braking of the monorail in the case of passenger transportation was one of the important solutions.

Characterization of 5356 Aluminum Walls Produced by Wire Arc Additive Manufacturing (WAAM).

Wire arc additive manufacturing (WAAM) is renowned for its high deposition rate, enabling the production of large parts. However, the process has challenges such as porosity formation, residual stresses, and cracking when manufacturing aluminum parts. This study focuses on ana-lyzing the porosity of AA5356 walls manufactured using the WAAM process with the Fronius cold metal transfer system (Wels, Austria). The walls were machined to obtain specimens for tensile testing. The study used computed tomography and the tensile test to analyze the specimens' porosity and its potential relation to tensile strength. The process parameters analyzed were travel speed, cooling time, and path strategy. In conclusion, increasing travel speed and cooling time significantly affects pore diameter due to the lower heat input to the weld zone. Porosity can be reduced when diminishing heat accumulation. The results indicate that an increase in travel speed produces a slight decrease in porosity. Specifically, the total pore volume diminishes from 0.42 to 0.36 mm3 when increasing the travel speed from 700 to 950 mm/min. The ultimate tensile strength and maximum elongation of the 'back and forth' strategy are slightly higher than those of the 'go' strategy. After tensile testing, the ultimate tensile strength and yield strength did not show any relation to the porosity measured by computed tomography. The percentage of the pore total volume over the measured volume was lower than 0.12% for all the scanned specimens.

Multiscale Finite-Element Analysis of Damage Behavior of Curved Ramp Bridge Deck Pavement Considering Tire–Bridge Interaction Effect

The present study developed a three-dimensional (3D) multiscale modeling approach to investigate the mesoscale damage behavior of curved ramp bridge deck pavement subjected to tire loading. First, a full-scale tire–bridge interaction finite element (FE) model was established to solve the macroscopic response of deck pavement during vehicle turning. Subsequently, the 3D mesostructure of the asphalt concrete layer was reconstructed from X-ray computer tomography (CT) images through a digital image processing (DIP) technology. Finally, a homogenization method was adopted to link the mechanical properties of deck pavement at two different scales, and a mapping procedure was employed to transfer the boundary displacements from macroscale pavement target element to the mesoscale representative volume element (RVE) model. Also, the bilinear cohesive elements were applied to simulate damage initiation in the RVEs. The results showed that smaller curvature radius and higher travel speed can promote unbalanced stress and local damage of the outer loading zone. From the mesoscale viewpoint, reducing curvature radius or increasing travel speed could result in crack direction shifts and increase the irregularity of microcrack distribution. In addition, transverse microcracks are commonly found in the center of the tire load, while longitudinal microcracks are distributed on the deck pavement surface around the tire edges and the dual-tire clearance center.

Evaluation of a coach door under a frontal impact

PurposeThe vehicle´s body front pillar should absorb most of the striker kinetic energy, while only a fraction of that is absorbed by the door structure. This study aims to discuss the aforementioned issue. In this test the striker is a virtual entity. Six uniaxial strain gauges are installed throughout the door. Additionally, contactless 3D digital image correlation (DIC) allows to assess the major door panel’s continuous deformation and strain fields.Design/methodology/approachA coach is a large and heavy long-distance passenger transport vehicle. Their structural certification, classifies coaches as M3 Class III vehicles. New coach structures’ designs need analyses of each sub-system for critical pre-validation of the entire structure, aiming driver and passenger carrier safety. Also, a thorough examination due to increased travel speed is needed.FindingsExperimental pseudo-dynamic (PSD) results were compared and validated using finite element method (FEM) with two pieces of distinct FEM software (Abaqus® and PamCrash®). The time dependent solution was carried out by explicit techniques. Results by FEM and PSD test showed good agreement, evidencing the reliability of the tools selected. Results by PamCrash® were closer to the experimental data.Practical implicationsR-29 is truck-only regulation, however can be adapted to coaches in case of a frontal collision. The present work focuses on the impact behavior of the passenger front door subsystem.Originality/valueAs a first validation the entire structure, the behavior of a vehicle door, under in-plane impacts was studied. The corresponding deformation energy absorbed by the frontal passenger coach door under virtual impacts of a swinging striker was assessed using a PSD approach.

Impact assessment of new generation high-speed agricultural tractor aerodynamics on transportation fuel consumption and related phenomena.

New generation agricultural tractors contribute to transportation by increased travel speeds. There is not any available aerodynamic data on the authentic agricultural tractor form. On-road transportation by tractors is between 8 and 30% of their operational time. In this work, two agricultural tractors are modelled via computational fluid dynamics for nine different speeds to determine aerodynamic resistances. Constant speed travel scenarios are analyzed. Corresponding speeds are 5 and 10 to 80km/h with 10km/h increments. Reynolds number changes between 1.6 × 105 and 2.98 × 106. The characteristic lengths are taken as the square root of the streamwise projected area of the tractor geometries. Aerodynamic forces exerted on the tractors change between 3 and 746N. The calculated drag coefficients are found as independent from Reynolds number and are 0.6 and 0.78 for the two different types of driver compartments. The approximated aerodynamic related fuel consumptions for 1-h changes between 0.002 and 8.28 lt/s which correspond to 0.001 to 5.76kg/s carbon emission. A potential improvement in decreasing aerodynamic resistance about 20% is discussed by spatial data. Since the conducted work is being regarded as the first instance in the literature, it is estimated that several consecutive reports will be triggered.

The Influence of Tool Pin Geometry and Speed on the Mechanical Properties of the Bobbin Tool Friction Stir Processed AA1050.

AA1050 plates of 8 mm thickness were processed via bobbin-tool friction stir processing technique at a constant rotation speed of 600 rpm and different travel speeds ranging from 50 to 300 mm/min using three-pin geometries of triangle, square, and cylindrical. The temperatures of the processed zone, the advancing side, and the retreating side were measured; the machine torque during processing was also recorded. The processed materials were evaluated in terms of surface roughness, macrostructure, tensile properties, and hardness measurements. The fracture surfaces of the tensile fractured specimens were investigated using SEM. The results indicated that the pin geometry and processing speed significantly affect the generated heat input and the morphology of the processed zone. The peak temperature in the center of the processed zone decreases with increasing the travel speed from 50 to 300 mm/min at all applied pin geometries. The maximum temperature of ~400 °C was reached using the cylindrical pin geometry. The machine torque increases with increasing the travel speed at all applied pin geometries, and the highest torque value of 73 N.m is recorded using the square pin geometry at 300 mm/min travel speed. The top surface roughness of the processed area using the cylindrical pin is lower than that given by the other pin geometries. Under all applied conditions, the hardness of the processed area increases with increasing travel speed, and the cylindrical pin shows a higher hardness than the other pin geometries with 19% enhancement over the BM. The AA1050 processed using a cylindrical pin at 200 mm/min travel speed and a rotation speed of 600 rpm produces a sound processing zone with the highest ultimate tensile strength of 79 MPa.