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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7SHVsbCB3ZWxkaW5nJnF1b3Q7IiBvcmlnaW5hbF92YWx1ZT0iJnF1b3Q7SHVsbCB3ZWxkaW5nJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>HULL CONSTRUCTION TOLERANCE STANDARDS</title>
      <link>https://trid.trb.org/View/166012</link>
      <description><![CDATA[A project to develop a trial set of representative hull construction tolerance standards has been undertaken at Sun Ship.  The trial standards will serve as a strawman to test for possible industrywide concensus in this sensitive area.  The standards are being selected to include representative forming, distortion, alignment, fitup, plate fairness, and weld profile tolerances.  Source material for these standards includes foreign commercial shipbuilding industry standards, U.S. Navy and Maritime Administration standards, and standards from individual U.S. and foreign shipyards.  The project is jointly funded by the U.S. Maritime Administration and Sun Ship under the National Shipbuilding Standards Program administered by Bath Iron Works.  The trial standards will be reviewed by the SNAME SP-6 Panel and will be submitted to ASTM F 25.04 for consideration and possible adoption as an Industry standard, if a concensus proves possible.]]></description>
      <pubDate>Wed, 15 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166012</guid>
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    <item>
      <title>ASSESSING FRACTURE TOUGHNESS FOR SHIPBUILDING</title>
      <link>https://trid.trb.org/View/153408</link>
      <description><![CDATA[Fracture toughness of welded joints is an important factor in the design and fabrication of welded structures, and several criteria may be applied in its evaluation.  The Authors, of Mitsui's Chiba Laboratory, discuss stress intensity factor (K), crack opening displacement (delta), and the J-integral as fracture-toughness criteria, together with the correlation of the three in relation to hull structures.  It is found that the delta fracture criterion is more suitable than the other two for use in the design of welded hull structures.  This criterion has the merits of simplicity in testing, ease of adoption, and availability of a large store of experimental data.  Studies by the Shipbuilding Research Association of Japan have shown that welding-heat input and the welding process significantly influence the fracture toughness values of K5D steel, but their effect of KAS steel is negligible (both are C--Mn steels).  Welding residual stress and thermal strain have a significant influence on the fracture toughness of welded joints in hull structural steels.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153408</guid>
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      <title>PREVENTION OF END CRACKING IN ONE-SIDE AUTOMATIC WELDING</title>
      <link>https://trid.trb.org/View/148399</link>
      <description><![CDATA[Recently one-side automatic welding has widely prevailed in the assembly stage of Japanese shipyards.  As one of the problems of welding procedure, as well as any other welding technique, cracking which sometimes occurs near the end of weld has become an important problem.  As regards the prevention of end cracking in one-side automatic welding, a new preventing method is proposed.  In the process of welding hydraulic jack should be used to control the opening displacement of the plates at the end of weld and furthermore specimen should be used with no bead placed extended over 2000mm from the specimen end.  Experimentally it is comfirmed that end cracking could be prevented almost perfectly where the new preventing method is applied.  In order to analyze this preventing method the authors have proposed a new calculation technique in the seam welding.  The most significant feature of this technique differing from ordinary welding thermal stress analysis is that the conditions of calculation are simulated to be those of more realistic welding procedures.  The following assumptions are imposed in order to calculate stress and strain during welding.  1) Before welding, two plates are connected with only tack welds and welding groove is free edge.  2) Stresses are always assumed to be elastic except in metal beyond 700 deg C in which stiffness is taken as zero, so molten pool near the arc is free from stress. 3) When the arc reaches to a tack weld, the tack weld is melted away and redistribution of the forces takes place. 4) As the arc proceeds, the temperature of deposit metal decreases at a certain portion, then melted metal is solidified and the metal at the portion now becomes stiff, so the portion should be changed to supported edge from free grooved edge beforehand. This calculation method is carried out by using the finite element method and it proves to be very effective for a time-depending welding phenomena.  The following results are obtained.  1) End cracking in one-side automatic welding is greatly influenced by the displacement and its rate to which weld metal is subjected.  2) Cracking can be completely prevented by use of dynamical method whereby the end is externally restrained by a hydraulic jack and in addition by the method improving the bead shape and increasing hot ductibility of weld metal by using of multiple electrodes welding process. 3) To analyze transient phenomena in one layered butt joint welding, a new numerical calculation technique by using the finite element method is proposed.  This method proves to be very effective for such a time-depending welding phenomena.  4) It is comfirmed that the posibility of occurrence of end cracking in 20Y specimen seems to be seldom, according to the calculated results by using this numerical method.  5) When weld length is about 6,000mm, changes in groove opening caused by the welding heat source are almost the same as those for welding actually done in shops.]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148399</guid>
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      <title>A COMPARISON OF FILLET WELD STRENGTH AND U.S. NAVY DESIGN SPECIFICATIONS FOR NON-COMBATANT SHIPS AND THE ECONOMIC IMPLICATIONS</title>
      <link>https://trid.trb.org/View/144039</link>
      <description><![CDATA[There is a great interest in the strength of fillet welds because the welding operation accounts for about 30% of the labor cost in planning and constructing ship hulls. One way to reduce welding cost is to reduce the required weld size. Background information is obtained by reviewing the major experimental and theoretical work in the areas of static strength, fatigue strength, and shear strength of fillet welds. In order to appreciate the conditions in the real world, design considerations, fabrication considerations, and corrosion considerations are discussed. Typical joints from existing U.S. Navy ships are employed to obtain detailed geometry and local loading information to be used as input for a computer model which was developed at Massachusetts Institute of Technology which uses the finite element method for determining the static strength for fillet welds. In one particular joint a reduction of 30% in the required weld size is justified. A future system for analyzing fillet weld strength is proposed and explained by the use of an example. The economics of intermittent and continuous welds are examined, and the economic impact that a reduction in the required fillet weld size would have on ship construction cost is estimated. (Author)]]></description>
      <pubDate>Wed, 27 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144039</guid>
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      <title>WELDING OF CU-NI CLAD STEEL FOR HULL PLATE</title>
      <link>https://trid.trb.org/View/146934</link>
      <description><![CDATA[Submerged arc welding can be done by making a partial penetrated weld with a normal low carbon electrode from the steel side and a tie-in pass from the Cu-Ni clad side using Monel 60 filler metal.  Shielded metal arc welds can similarly be made by the two-sided welding approach or can be done from the Cu-Ni clad side using carbon steel electrodes to within a short distance of the top of the weld groove and then switching to Monel 190 filler metal to finish the weld.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146934</guid>
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      <title>UNDERWATER NONDESTRUCTIVE TESTING OF SHIP HULL WELDS</title>
      <link>https://trid.trb.org/View/142435</link>
      <description><![CDATA[Techniques are presented whereby nondestructive testing of hull butt welds can be accomplished underwater. Radiography, ultrasonic inspection, and magnetic particle testing are discussed including the modifications necessary for underwater applications.  In all cases, trained divers are required.]]></description>
      <pubDate>Wed, 19 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/142435</guid>
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      <title>ROBOT WELDING OF HULL COMPONENTS</title>
      <link>https://trid.trb.org/View/74375</link>
      <description><![CDATA[Nippon Kokan KK has developed an improved robot welding system for primary welding in shipbuildng.  The design is sufficiently flexible to allow a wide range of application on both flat and curved surfaces with a high level of productivity and is easy to operate with a high level of level.  The sytem consists of a proprietary robot fitted to a gantry system capable of accommodating a wide range of shapes and sizes of components up to 5-m wide and virtually unlimited length.  The panels remain stationary during welding and the robot moves up, over, or along as dictated by a Nova-02 mini-computer memory system.  A number of combinations of welding patterns can be categorised and pre-fed into the memory system.  A sensor detects which welding pattern should be used and controls the two welding heads accordingly.  The welding equipment consists of a Matsushita Electric Co. Pana Auto IC 350 power source operating in conjunction with a Hobart linear wire feed system with an argon/CO2 shielding gas.  Order from: BSRA as No. 48,362.]]></description>
      <pubDate>Sat, 19 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74375</guid>
    </item>
    <item>
      <title>ASSEMBLY STANDS AND JIGS FOR THE PRODUCTION OF HULL SECTIONS--EXPERIENCES TO DATE IN THE SHIPBUILDING INDUSTRY</title>
      <link>https://trid.trb.org/View/72302</link>
      <description><![CDATA[Descriptions, with sketches, are given of some assembly stands, jigs, and associated equipment used in the production of hull sections in East German shipyards.  They include several types of this equipment used in the assembly and welding of double-bottom sections and flat and curved grillages.  Although it is difficult to draw general conclusions from experience with this equipment, several requirements and criteria are mentioned for its future development.  Order from: BSRA as No.  47,327.]]></description>
      <pubDate>Wed, 12 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72302</guid>
    </item>
    <item>
      <title>DETERMINATION OF THE HULL DEFORMATION DURING FINAL ASSEMBLY</title>
      <link>https://trid.trb.org/View/60373</link>
      <description><![CDATA[The deformation mechanism of a ship hull in the course of its final assembly is analyzed.  Based on the results of measurements conducted on the "Atlantic Supertrawler" hull, a model simulating hull deformations using the SHIBI computer program, with particular reference to welding shrinkage moments, is described.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60373</guid>
    </item>
    <item>
      <title>GUIDE FOR INTERPRETATION OF NONDESTRUCTIVE TESTS OF ORDINARY-, MEDIUM-, AND HIGH-STRENGTH, LOW-ALLOY STEEL BUTT-JOINT WELDMENTS IN SHIP HULL STRUCTURES</title>
      <link>https://trid.trb.org/View/50056</link>
      <description><![CDATA[A survey was made of various codes and standards applicable to the interpretation of nondestructive tests of welds in ordinary-, medium-, and high-strength low-alloy steels. This guide has been developed for application to steel welds in ship hull structures of the general cargo, tanker and passenger class as differentiated from naval ships.  The guide exhibits nondestructive test results of several classes of defects with suitable test to delineate the maximum size and/or  distribution that would be recommended as acceptable for ship hulls.]]></description>
      <pubDate>Thu, 04 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/50056</guid>
    </item>
    <item>
      <title>NDT: LOW COST ALTERNATIVES TO FILM RADIOGRAPHY</title>
      <link>https://trid.trb.org/View/29417</link>
      <description><![CDATA[The report is a comprehensive analysis of the current problem and cost related to NDT of weldments in ship hulls.]]></description>
      <pubDate>Wed, 03 Dec 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/29417</guid>
    </item>
    <item>
      <title>TANKER LAUNCHING AND JOINING</title>
      <link>https://trid.trb.org/View/1229</link>
      <description><![CDATA[The method of constructing large-tonnage vessels by parts, with their subsequent welding afloat, makes possible the use of existing sites and permits the modernization and re-equipping of ships.  Step-by-step description is given of the procedure involved in the construction of the 15,200-ton dwt. tanker of the Velikiy Oktyabr class. Mechanical, chemical and metallographic tests of weld samples confirmed the high quality of the welded hull, as shown from gammaray examination.  Emphasis is laid on particular aspect of the method, viz. that the joining is successfully accomplished without the use of caissons.]]></description>
      <pubDate>Sun, 30 Dec 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1229</guid>
    </item>
    <item>
      <title>WELDING IN SHIPBUILDING</title>
      <link>https://trid.trb.org/View/11919</link>
      <description><![CDATA[The two-part article discusses current aspects of the application of welding and oxycutting in shipbuilding and gives an outline of the organization for the welded fabrication of a ship hull.]]></description>
      <pubDate>Fri, 02 Mar 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11919</guid>
    </item>
    <item>
      <title>LASER BEAM USEFUL TOOL IN DRY-DOCK WORK</title>
      <link>https://trid.trb.org/View/5163</link>
      <description><![CDATA[Replacing a badly corroded tank on Sun Oil Co's 30,000-dwt tanker Western Sun meant a major cutting job for the Sun Shipbuilding and Dry Dock Co.  A critical procedure in cutting the ship into sections was establishing the cut lines.  To insure that the new section would fit perfectly into place, great care had to be taken in drawing cut lines on the hull that are parallel, in the same plane on both sides of the ship, and perpendicular to the centerline of the hull.  A Perkin-Elmer alignment laser, with a penta prism that divides the beam in two by reflecting half the light at an exact 90 deg, was used for this procedure.  The penta prism is in a rotating fixture that slides easily on and off the laser head.  Use of this fixture permits rotation of the beam around the axis of the laser at an exact 90 deg.  The laser beam appears on the target as a small red spot visible to everyone.  Special optical accessories can focus the laser beam for use at distances as far as 1,000 feet, or bend it at an exact 90-deg angle. Other accessories are available that find the center of the beam permitting alignments to an accuracy of 10 micro in./ft. of displacement.]]></description>
      <pubDate>Wed, 27 Sep 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5163</guid>
    </item>
    <item>
      <title>AUTOMATED WELDER MAKES MOST HULL T-FRAMES</title>
      <link>https://trid.trb.org/View/5181</link>
      <description><![CDATA[Designed and manufactured by the Ogden Engineering V Corp of Schererville, Ind., an 8-year old newcomer to the automatic welding field, the T-Beam Fabricator is readily adaptable to producing large and small T's with webs from 6-in. to 14-ft. and up to 1 1/2-in. wide up to 2-in. thick in any combination.  For example, Litton (formerly Ingalls Shipbuilding) is making special 4 by 6-in. T's from 3.4-in. plate for their graving dock.  And Erie Marine routinely fabricates T-section transverse frames with 60-in. scalloped webs.  Simple flame stripping of flat plate stock is all that is required to prepare the feed stock.  Where the thickness of the material dictates it, flame-bevelling of the weld-joint edge is sufficient-no mechanical cutting or grinding is needed.  In a typical installation flanges and web sections flame-stripped from flat plate feed directly from the cutting facilities by powered conveyor into a buffer storage area.  A flange then moves laterally to the input conveyor.  A web also moves laterally and automatically drops into vertical position atop the flange. The conveyor moves the mated pieces into the machine's end-alignment section, thence to the clamping and welding section where automatic submerged-arc welders join the parts.  The welds achieved are the highest quality obtainable with this method, says Ogden, far superior in penetration and appearance to stick welding or even MIG welding.]]></description>
      <pubDate>Wed, 27 Sep 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5181</guid>
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