<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Friction stir welded joints in aluminum highway bridge decks: a quality control framework</title>
      <link>https://trid.trb.org/View/2691677</link>
      <description><![CDATA[Friction stir welding (FSW) has shown considerable promise for highway aluminum bridge deck fabrication but lacks specific quality control guidelines for fit-up defects. This study conducts a performance-based (PB) quality control assessment of butt-lap FSW joints for highway bridge decks. Five FSW conditions were simulated, including a standard control welding condition, fit-up defects (gaps and tool offset), and a welding tool’s rotational direction inversion from the standard condition. A rigorous prequalification process established acceptable tolerance levels for fit-up defects: a 3 mm positive offset, a 1.5 mm negative offset, and a 1.5 mm gap. Subsequently, specimens from real aluminium deck extrusions, incorporating the various welding conditions were subjected to fatigue testing. Results showed that the fatigue strength and failure mode were primarily influenced by the weld root microstructure. The FSW tool’s rotational direction significantly influenced fatigue strength due to its impact on the nucleation of the hooking defect in the weld root area, while the impact of fit-up defects on fatigue strength was comparatively lesser. Furthermore, finite element analysis examined the impact of the geometrical features of the root microstructure and the direction of the initial crack propagation on the stress intensity factor range. These findings have practical implications for setting tolerance levels for fit-up defects in aluminum butt-lap FSW joints and optimizing of the quality and fatigue strength of butt-lap FSW joints.]]></description>
      <pubDate>Tue, 05 May 2026 13:15:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691677</guid>
    </item>
    <item>
      <title>Assessment of Development and Lap-Splice Lengths for New Generation GFRP Bars in Flexural Concrete Bridge and Structural Members</title>
      <link>https://trid.trb.org/View/2607860</link>
      <description><![CDATA[This study investigates the development and lap-splice length of high-modulus, high-tensile-strength new generation glass fiber–reinforced polymer (GFRP) bars under tension in concrete bridge and structural members. The bond strength is assessed using the splice beam test method on nine large-scale beams (300 mm × 450 mm cross section, 5,200 mm length) reinforced with spliced GFRP bars. The parameters included different staggering configurations, splicing percentages, and bar diameters. The splicing configurations involved center-to-center staggering distances of zero (not staggered), 1.0ld (partially staggered), and 1.3ld (fully staggered), with splicing percentages of 100%, 50%, and 33%, and bar diameters of 15.9 and 25.4 mm. Four-point bending tests examined load–deflection profiles, failure modes, crack widths, strain values, and bond strengths. Nonstaggered beams experienced very brittle failure due to splitting, while staggered beams exhibited less brittle failure due to multistage failure of the staggered spliced bars. Staggering increased load capacity and ductility, with fully staggered setups maintaining postfailure strength. Staggering also reduced crack width and enhanced bond and splice strength, particularly with lower splicing percentages and greater staggering distances. Although the splice length-to-bar diameter ratio was kept constant, beams containing three No. 5 spliced bars or two No. 8 bars exhibited notably lower average bond strength than those with two No. 5 bars, underscoring the critical role of bar diameter and clear spacing between splice bars in bond behavior. The development length equations in existing North American design codes often overestimate the bond strength of lap splices, particularly for larger bar diameters and smaller bar spacings. To address this anomaly, a new equation has been proposed for predicting the bond strength and splice length of GFRP bars in tension in flexural members, demonstrating improved accuracy compared with current codes. This advancement is essential for robust design practices in flexural GFRP-reinforced concrete bridges and structural members and may inform future revisions of design codes.]]></description>
      <pubDate>Wed, 19 Nov 2025 17:09:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2607860</guid>
    </item>
    <item>
      <title>Analysis of Residual Stress in Arc Welded Lap Joints of High Strength Steel Sheets and Welding Wire Using Material Properties during Heating and Cooling</title>
      <link>https://trid.trb.org/View/2558354</link>
      <description><![CDATA[An approach for the precise analysis of residual stress in arc welded lap joints of high strength steel sheets is proposed. This approach involves the development of a method for measuring material properties during both the heating and cooling processes. The measured material properties are then utilized in a thermal elastic-plastic finite element method (FEM) analysis of the welding residual stresses in the lap joints. Analysis accuracy is investigated by comparing the results using material properties measured during heating, cooling, or both. The maximum temperature distribution on the surface of the heat affected zone (HAZ) is measured and accurately predicted by a welding thermal conduction analysis. When the material properties measured only during heating, only during cooling, or during both heating and cooling were used in the thermal elastic-plastic FEM analysis, the results showed that the stress histories in arc welded joints of 780 MPa high strength steel sheets are different. The analyzed residual stress using the material properties measured during cooling is closer to that obtained using the properties measured during both heating and cooling. This result suggests that consideration of the cooling phase is crucial for accurately predicting the residual stress distribution in lap joints. When a narrow specimen for the tensile-shear strength test is cut from a specimen from the original welded joint, the analysis and measurement confirm that the maximum longitudinal tensile residual stress in the original arc welded lap joint is significantly reduced by approximately 44 %. Notable changes in the distribution characteristics of the transverse residual stress were also observed. These findings emphasize the importance of incorporating both heating and cooling material properties in analyses of welding residual stresses in arc welded lap joints.]]></description>
      <pubDate>Thu, 05 Jun 2025 11:59:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2558354</guid>
    </item>
    <item>
      <title>State-of-Practice and Design Examples for the Use of Noncontact Hooked Bar Lap Splices in Accelerated Bridge Construction</title>
      <link>https://trid.trb.org/View/2543399</link>
      <description><![CDATA[Hooked bar lap splices are used in accelerated bridge construction (ABC) operations even though this detail is not addressed in the AASHTO LRFD bridge design specifications. To address this knowledge gap, this paper synthesized the current state of practice of such splices in the US to provide practitioners knowledge of how to use, design, and construct hooked bar lap splices. To accomplish this objective, a survey was distributed to all state Departments of Transportation (DOTs) of the US. Thirty-one responses were received. After discovering that more than half of the survey respondents had some degree of experience using hooked bar lap splices, it was decided to conduct follow-up interviews with representatives from three state Departments of Transportation that had compelling experience with this detail. These efforts revealed that the predominant application of hooked bar lap splices was in the connections of precast deck elements. However, these splices also were reported to have been used within continuity diaphragms, to connect large precast elements (e.g., bent caps), and in cast-in-place construction to reduce required splice lengths. Most DOTs preferred the use of such splices in a noncontact configuration to avoid interference during alignment of precast elements. Furthermore, in the absence of dedicated design guidance and relevant test data, hooked bar lap splices typically have been designed using code provisions for lap splices of straight bars and the tension development length of hooked bars. Despite issues with constructability such as reinforcement congestion within closure joints and interference of hooked bars during splice alignment, practitioners believe that hooked bar lap splices offer a number of advantages in ABC operations. Design examples regarding the use of hooked bar lap splices to connect precast concrete decks and bent caps were developed to complement the survey results.]]></description>
      <pubDate>Mon, 19 May 2025 09:11:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2543399</guid>
    </item>
    <item>
      <title>Adhesively bonded single lap joints with GFRP and CFRP composites in maritime conditions: A comparative study</title>
      <link>https://trid.trb.org/View/2533797</link>
      <description><![CDATA[Composites consisting of two or more different macroscopic structures are becoming increasingly popular. This study investigates the long-term effects of single lap-joined GFRP and CFRP specimens on the material after exposure to seawater. Seven-ply GFRP and eight-ply CFRP composite materials were used under dry (without immersion in sea water) conditions and by hand lay-up method. Both GFRP and CFRP samples were 0/90 oriented twill braided. In September, sea water at 23.5°C temperature in Izmir province (Selçuk/Pamucak) region was kept in different containers for 1 month (30 days), 2 months (60 days), and 3 months (90 days) separately for GFRP and CFRP composites. They were cut for single lap joints according to ASTM D5868-01. Axial impact tests and moisture retention percentages were performed. Three-point bending tests were then performed in accordance with ASTM D790. Moisture retention rates (%), axial impact tests, and three point bending test specimens were kept in seawater with 3.3%–3.7% salinity for 1, 2, and 3 months. As a result of the three-point bending tests, it was observed that the Young modulus of the GFRP single lap joints decreased by 5.94%, 8.90%, and 12.98%, respectively, compared to the dry joints held for 1, 2, and 3 months. It was observed that the Young modulus of the CFRP single lap joints decreased by 1.28%, 3.39%, and 3.74%, respectively, compared to the dry joints held for 1, 2, and 3 months.]]></description>
      <pubDate>Wed, 23 Apr 2025 10:18:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2533797</guid>
    </item>
    <item>
      <title>Fatigue Strength Evaluation of Lap Fillet Welded Joints Using Infrared Thermoelastic Method</title>
      <link>https://trid.trb.org/View/2505968</link>
      <description><![CDATA[The authors investigated the effect of load frequency using thermoelastic finite element (FE) analysis on Lap fillet arc weld joint commonly used in automobile parts. To simulate the thermoelastic effect, they developed a stress field-temperature field thermoelastic FE analysis technique that calculates the heat transfer of heat generation and heat absorption according to compression and tensile stress. The calculated stress distribution showed a good agreement with thermoelastic stress distribution measured using an infrared ray method. Moreover, the authors verified the accuracy of estimating the fatigue limit obtained from the point of sudden increase in dissipated energy by infrared measurement.]]></description>
      <pubDate>Tue, 25 Mar 2025 16:57:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2505968</guid>
    </item>
    <item>
      <title>Measurement of Material Properties at Heating-Cooling for Residual Stress Analysis in Arc Welded Lap Joints of High Strength Steel Sheets</title>
      <link>https://trid.trb.org/View/2434024</link>
      <description><![CDATA[To precisely analyze residual stress in arc welded lap joints of high strength steel sheets, a method to measure material properties on both heating and cooling processes was developed. Then welding residual stresses in arc welded lap joints were analyzed by thermal elastic-plastic finite element method (FEM) using measured material properties on heating or cooling or both, respectively, for investigation of their effect on accuracy. The maximum temperature distribution on the surface of heat affected zone (HAZ) was measured and well predicted by welding thermal conduction analysis. When the material properties measured on heating only or cooling only or both were, respectively, used in thermal elastic-plastic FEM, the analyzed results showed that the distribution characteristics of welding residual stresses in arc welded joints of 780MPa high strength steel sheets are similar and their magnitude is different. The analyzed residual stress using material properties measured on cooling is closer to that using those measured on both heating and cooling. It was also confirmed by both analysis and measurement that the maximum longitudinal tensile residual stress in an arc welded original lap joint was released about 60% in the cut specimen for tensile-shear strength test and the transverse residual stress changed greatly in its distribution characteristics.]]></description>
      <pubDate>Tue, 22 Oct 2024 17:09:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2434024</guid>
    </item>
    <item>
      <title>Experimental and numerical study on cyclic behavior of precast segmental railway bridge columns with lap-spliced rebar connections using UHPC wet joints</title>
      <link>https://trid.trb.org/View/2421955</link>
      <description><![CDATA[A novel lap-spliced connection with ultra-high performance concrete (UHPC) was proposed to connect precast railway bridge column segments with footings or cap beams. Two 1:3 scaled specimens were tested under cyclic loads. Specimen PC-LS was a precast column with lap-spliced rebar connection and UHPC wet joints. Specimen CIP was a monolithic column as a reference specimen. The test results revealed that the plastic hinge region of the precast specimen shafted to the upper surface of the UHPC wet joint. The failure mode of the precast specimen was exhibited as the crushing of the core concrete and the buckling/fracture of the longitudinal rebars. Specimen PC-LS experienced larger lateral force, initial stiffness, comparable ductility, and energy dissipation compared to specimen CIP. Additionally, the validated finite-element (FE) models considering the bond-slip effect between concrete and reinforcements were developed. The parametric studies were carried out to further investigate the cyclic behavior of specimen PC-LS. Analytical results demonstrated that the variation of the compressive and tensile strength of UHPC showed little influence on the cyclic behavior of the precast segmental column, which indicated that UHPC with natural curing and lower volume content steel fibers could be used as the wet joint. The precast segmental column had similar lateral force and stiffness with the cast-in-place column when the lap splice length was 10 times of the rebar diameter.]]></description>
      <pubDate>Tue, 24 Sep 2024 09:52:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2421955</guid>
    </item>
    <item>
      <title>Analysis Tools for DaDTA on Riveted Lap Joints</title>
      <link>https://trid.trb.org/View/1784020</link>
      <description><![CDATA[Two specific concerns that could affect safety limits for aging aircraft are the effects of corrosion damage and widespread fatigue damage (WFD) on structural integrity. A common joint in fuselage structure is the riveted lap joint, which overlaps two fuselage skin panels. This design creates complex loading conditions that require various analysis methods for accomplishing a durability and damage tolerance (DaDT) analysis. Under an Air Force research project, Boeing evaluated the capabilities of several advanced analysis tools for assessing the effects of corrosion and WFD on the structural integrity of riveted lap joints. These existing structural analysis tools included: (1) element code, FRANC2D/L, for determining stress distributions and stress intensity factors of cracked structure; (2) growth analysis code, AFGROW, for estimating fatigue crack growth life; (3) element codes, FRANC2D/L and FRANC3D/ STAGS, for predicting residual strength; and (4) analysis code, PROF, for determining the probability of fracture. To evaluate the analysis tools, three case studies were conducted on structural items having features common to a typical lap joint. The first case study investigated flat, unstiffened panels with corrosion and open holes containing multiple cracks. The second case study investigated built-up lap joint coupon specimens with and without corrosion. The third case study investigated analysis methods for assessing corrosion damage and WFD on a full-scale fuselage skin panel with a lap joint. The tools demonstrated the capabilities to perform DaDT analyses on (1) structural components with multiple cracks, (2) thin structural components with multiple layers of material, and (3) large structural shell components such as fuselage panels. Analysis results of the first two case studies showed good agreement between predicted and experimental test results. The analysis tools could account for material thinning and multiple cracks, but limitations in some of the tools prevented a complete evaluation to account for corrosion pillowing.]]></description>
      <pubDate>Thu, 29 Aug 2024 15:03:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1784020</guid>
    </item>
    <item>
      <title>Analysis of Widespread Fatigue Damage in Lap Joints</title>
      <link>https://trid.trb.org/View/1784044</link>
      <description><![CDATA[This paper describes research to analyze widespread fatigue damage in lap joints. The particular objective is to determine when large numbers of small cracks could degrade the joint strength to an unacceptable level. A deterministic model is described to compute fatigue crack growth and residual strength of riveted panels that contain multiple cracks. Fatigue crack growth tests conducted to evaluate the predictive model are summarized, and indicate good agreement between experimental and numerical results. Monte Carlo simulations are then performed to determine the influence of statistical variability on various analysis parameters.]]></description>
      <pubDate>Fri, 23 Aug 2024 16:54:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1784044</guid>
    </item>
    <item>
      <title>Low-Speed Oblique Impact Response of Adhesively Bonded Dissimilar Single-Lap Joints</title>
      <link>https://trid.trb.org/View/1991207</link>
      <description><![CDATA[Adhesively bonded joints are widely preferred for joining similar and dissimilar materials due to the mechanical advantages they provide. As the demand for the adhesively bonded method increases, it is necessary to determine the behavior of joints under impact loads for joint design. The aim of this study was to investigate the low-speed oblique impact behavior of dissimilar single-lap joints and the effect of plastic deformation ability and strength of the adherends [(Top) Al 2024-T3–(Bottom) Al 5754-0, (Top) Al 5754-0–(Bottom) Al 2024-T3], overlap lengths (25, 40 mm), and impact energy (3, 11 J) on adhesive damage. The behavior of the joints determined by the numerical model under low-speed oblique impact was compared with experimental results. Considering the contact force-time, contact force-displacement, and adhesive damage, the numerical model was reasonably compatible with the experimental results. The damage initiation and propagation in the adhesive layer were determined by three-dimensional explicit finite-element analysis. In order to obtain suitability for the damage mechanism by observing the experimental bonding damage surfaces, the adhesive region was divided into three zones, the upper and lower adhesive interfaces and a middle adhesive layer between them. The different strength and plastic deformation ability of the adherends had a significant effect on the adhesive damage initiation and propagation. In the case of high strength and low deformation ability of the adherend material (Al 2024-T3) contacting with the impactor, a reduction of the adhesive damage occurred due to the deformation of the adherend material (bottom adherend) with low strength and high deformation capability. The oblique impact load and the different mechanical properties of the adherends greatly affected the adhesive damage initiation and propagation of single-lap joints.]]></description>
      <pubDate>Tue, 26 Jul 2022 13:19:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1991207</guid>
    </item>
    <item>
      <title>Bonded Lap Joint Analytical Model</title>
      <link>https://trid.trb.org/View/1822223</link>
      <description><![CDATA[This paper presents a bonded lap joint analytical model where the adherents are modeled as plates in cylindrical bending and considered either as orthotropic laminates (classic laminate theory) or isotropic plates.  The adhesive is modeled as springs in shear and tension/compression.  The equilibrium equations are developed based on the differential forces equilibrium in and out the joint area.  The loads can be chosen arbitrarily (forces and moments or displacements).  This model allows the prediction of the displacements or reactions forces, strain, and stress along the joint at the adherent as well as at the adhesive.  The results, loads versus strain and displacements (elastic behavior), are compared to other analytical models where the adhesive is modeled considering only the shear strain, and with finite element analysis results.  This paper also presents a link to the MATLAB code implemented for single lap joint.  The code can be downloaded from www.fzarpelon.com under Paper and Publications/SAE Brazil 2010 menu.]]></description>
      <pubDate>Wed, 29 Jun 2022 13:26:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1822223</guid>
    </item>
    <item>
      <title>Investigation of Failure Mode and Fatigue Behavior of Flow Drill Screw Joints in Lap-Shear Specimens of Aluminum 6082-T6 Sheets</title>
      <link>https://trid.trb.org/View/1779579</link>
      <description><![CDATA[Failure mode and fatigue behavior of flow drill screw (FDS) joints in lap-shear specimens of aluminum 6082-T6 sheets with and without clearance hole are investigated based on experiments and a structural stress fatigue life estimation model. Lap-shear specimens with FDS joints were tested under cyclic loading conditions. Optical micrographs show that the failure modes of the FDS joints in specimens with and without clearance hole are quite similar under cyclic loading conditions. The fatigue lives of the FDS joints in specimens with clearance hole are longer than those of the FDS joints in specimens without clearance hole for the given load ranges under cyclic loading conditions. A structural stress fatigue life estimation model is adopted to estimate the fatigue lives of the FDS joints in lap-shear specimens under high-cycle loading conditions. The closed-form structural stress solutions are based on the analytical solution for a plate with a rigid inclusion under a resultant shear load. The general trends of the fatigue life estimations are in agreement with those of the experimental results.]]></description>
      <pubDate>Thu, 30 Dec 2021 13:03:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1779579</guid>
    </item>
    <item>
      <title>Stress Intensity Factor Solutions for Welds in Lap-Shear Specimens under Clamped Loading Conditions</title>
      <link>https://trid.trb.org/View/1779567</link>
      <description><![CDATA[Analytical stress intensity factor solutions for welds in lap-shear specimens of equal thickness under pinned and clamped loading conditions based on the beam bending theory are presented and examined. Finite element analyses are also employed to obtain the stress intensity factor solutions for welds in lap-shear specimens under both clamped and pinned loading conditions. The computational solutions are compared well with the analytical solutions. The results of the analytical and computational solutions indicate that the bending moments at the clamped edges reduce the mode I and II stress intensity factor solutions by about 7% to 10% for the given specimen geometry. The effects of the clamped grips depend on the ratio of the weld width to the specimen length. Comparisons of the stress intensity factor solutions suggest that the fatigue lives of the welds in lap-shear specimens under clamped loading conditions should be higher than those under pinned loading conditions.]]></description>
      <pubDate>Thu, 30 Dec 2021 13:03:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1779567</guid>
    </item>
    <item>
      <title>An experimental and numerical investigation of adhesive bond strength in Al-GFRP single lap and double butt lap joints due to applied longitudinal loads</title>
      <link>https://trid.trb.org/View/1705603</link>
      <description><![CDATA[Failure and fracture response of two shear resistive joints namely, single lap joint (SLJ) and double butt lap joint (DBLJ) of aluminium and GFRP adherents bonded with a ductile adhesive, has been investigated experimentally and numerically under static tensile loading. Numerical simulations were carried out by the CZM approach through 2D and 3D FE models. The joints progressive damages and effects of various cohesive parameters were analysed. In spite of some previous studies showing lower strengths in SLJs compared to DBLJs with aluminium adherents, here, the results indicated that in an AL-GFRP bonded SLJ, tensile strength may averagely be 33% higher than that for DBLJ. Failure load and stiffness were overestimated by the FEM with the CZM approach. A compound failure mechanism was observed in both type of joints with the most dominant failure mode of light fibre tear in mat layer of composite adherents and yielding of aluminium adherent.]]></description>
      <pubDate>Thu, 25 Jun 2020 09:50:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1705603</guid>
    </item>
  </channel>
</rss>