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    <title>Transport Research International Documentation (TRID)</title>
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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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      <title>Multiphysics Coupling Analysis and Failure Evaluation of Hydrogen-Blended Pipelines with Inclusions and Cracks in Weld Seams</title>
      <link>https://trid.trb.org/View/2703667</link>
      <description><![CDATA[Hydrogen, which is a pivotal enabler for the clean energy transition, poses a significant challenge—hydrogen-induced cracking (HIC)—in weld zones during cotransport with natural gas. This study focused on determining the failure mechanisms of X80 pipeline steel welded joints [involving inclusion-induced cracking (IIC)] under the coupling of residual stress and hydrogen diffusion. A two-dimensional (2D) axisymmetric finite-element (FE) model with MnS inclusions and pre-existing cracks was developed, and Abaqus was used for coupled multiphysics analysis of temperature–stress–hydrogen concentration fields, with postweld heat treatment (PWHT) (heating to 600°C at 200°C/h, holding 6 h, and cooling to 20°C at 200°C/h) set as a key variable to evaluate its mitigation effect. Notably, compared with as-welded specimens, PWHT reduced the peak von Mises stress, hydrostatic stress, and hydrogen concentration by 51.30%, 48.28%, and 35.04%, respectively, although stress gradients and hydrogen segregation persisted near cracks. Temporal analysis showed progressive increases in hydrogen concentration and stress intensity factor (SIF) at crack tips, reaching quasi-steady states after prolonged diffusion; notably, peak hydrogen concentration was not at the crack tip but at a specific distance from it. Initial crack length was inversely correlated with time-to-failure (longer cracks accelerated degradation). Based on the technical requirements for evaluating the remaining strength of oil and gas pipelines with flaws, the critical crack size for X80 steel under <8  days of hydrogen exposure was determined to be 0.25 mm—cracks exceeding this threshold precipitated rapid failure, whereas smaller cracks maintained integrity. This study determined the synergistic cracking mechanism between welding residual stress and hydrogen diffusion, providing quantitative criteria for integrity evaluation and inspection interval optimization of hydrogen-blended pipelines.]]></description>
      <pubDate>Thu, 27 Aug 2026 16:32:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703667</guid>
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      <title>Tension and Charpy V-Notch Impact Properties of Wire Arc Additively Manufactured ER70S-6</title>
      <link>https://trid.trb.org/View/2516586</link>
      <description><![CDATA[Wire arc additively manufactured (WAAM) steels cannot be adopted into civil structures until knowledge of their material behaviors is expanded. American Welding Society (AWS) ER70S-6 is a common welding wire feedstock compatible with ASTM A992 and ASTM A709 Grade 50 steel, grades regularly used in building and bridge construction. The objective of this study was to show that WAAM ER70S-6 can attain suitable tensile and impact properties for structural applications. Two material characterization walls were fabricated using ER70S-6 feedstock at two interpass temperatures. Tension and Charpy V-notch (CVN) impact tests were conducted on specimens from each wall, oriented in several different directions with respect to the build direction (BD) of the wall, to evaluate the degree of anisotropy and the effects of the interpass temperature in WAAM ER70S-6. The results were compared to the requirements of the American Association of State Highway and Transportation Officials (AASHTO) and AWS standards. Substantial anisotropy was not observed in yield and ultimate stress. However, low levels of anisotropy were observed for elongation at fracture of the tension specimens and impact energies of the CVN specimens. Yield and tensile strength generally increased with lower interpass temperature, while elongation typically decreased with lower interpass temperature. The AWS minimum requirements were met by the average yield and tensile stresses of the lower interpass temperature wall, while the higher interpass temperature wall did not meet the AWS minimum requirement. The average elongation at fracture of specimens from both walls exceeded the minimum value required by AWS. The CVN specimens fabricated at the higher interpass temperature generally had higher upper-shelf impact energies. However, all CVN specimens tested surpassed the AASHTO requirements across all temperature zones. These results suggest that WAAM ER70S-6 has promise as a structural material.]]></description>
      <pubDate>Thu, 10 Apr 2025 09:21:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2516586</guid>
    </item>
    <item>
      <title>AASHTO/AWS D1.5M/D1.5:2020 Bridge Welding Code</title>
      <link>https://trid.trb.org/View/2108076</link>
      <description><![CDATA[This publication includes the latest code requirements and associated commentary for welded highway bridges made from carbon and low-alloy steels. It covers design of welded connections, workmanship, technique, procedure and performance qualification, inspection, and stud welding. It also features the latest revisions and nondestructive examination requirements.]]></description>
      <pubDate>Wed, 15 Feb 2023 15:58:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2108076</guid>
    </item>
    <item>
      <title>Ultraweldable and Low Temperature Steels for Truck Castings</title>
      <link>https://trid.trb.org/View/1753591</link>
      <description><![CDATA[From September 2016 to December 2017, the Federal Railroad Administration (FRA) Office of Research, Development and Technology funded a research investigation conducted by Transportation Technology Center, Inc. (TTCI) to study two types of improved truck casting materials under this Phase I effort. The first type of improved material was designated as ultraweldable, which would not require preheating or postheating during manufacturing or reconditioning. The second type was for a specific application: finding materials that would retain their ductility at low temperature services. The ultraweldable steels and the low service temperature steels were separate, but parallel objectives of the investigation which was not required to meet both sets of criteria. Literature searches were conducted for both the ultraweldable steels and the steels that would retain ductility at low temperatures. References showing properties of steels were also used to find materials with the desired characteristics. In the search for ultraweldable steels, many such grades exist, but not all have the required mechanical properties. Five grades were found that met strength and weldability requirements with little or no chemistry modification. For the low service temperature steels, six grades were selected that met the requirements for this investigation. These, along with the five ultraweldable grades, are recommended for further evaluation in Phase II of this research.]]></description>
      <pubDate>Mon, 07 Dec 2020 11:58:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1753591</guid>
    </item>
    <item>
      <title>Response of Austempering Heat Treatment on Microstructure and Mechanical Property in Different Zones of As-Welded Ductile Iron (DI)</title>
      <link>https://trid.trb.org/View/1560250</link>
      <description><![CDATA[Sound ductile iron (DI) welded joints were performed using developed coated electrode and optimized welding parameters including post weld heat treatment (PWHT). Weldments consisting of weld metal, partially melted zone (PMZ), heat affected zone (HAZ) and base metal were austenitized at 900 °C for 2 hours and austempered at 300 °C and 350 °C for three different holding times (1.5 hours, 2 hours and 2.5 hours). In as-weld condition, microstructures of weld metal and PMZ show ledeburitic carbide and alloyed pearlite, but differ with their amount. Whereas microstructure of HAZ shows pearlite with some ledeburitic carbide and base metal shows only ferrite. However, in spite of the significant variation in microstructures at different zones of weldment in as-welded condition, all the zones show similar microstructure of base metal such as bainitic ferrite along with some retained austenite after austempering heat treatment, indicating the response of heat treatment from different zones like base metal. However, the microstructure of each zone of weldment varies in shape, size and amount with changing the austempering temperature and holding time. In general, microstructure at 300 °C reveals needle shaped bainitic ferrite with lower amount of retained austenite; whereas at 350 °C microstructure shows feathery shaped bainitic ferrite with higher amount of retained austenite. After austempering weld metal shows lowest hardness followed by PMZ, HAZ and base metal, which is just opposite to as-welded condition, irrespective of austempering temperature and holding time. All the transverse tensile test weld samples austempered at 300 °C and 350 °C for 2 hours holding time, failed from the base metal indicating 100% joint efficiency.]]></description>
      <pubDate>Mon, 26 Nov 2018 16:53:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1560250</guid>
    </item>
    <item>
      <title>Failure of Welded Steel Connections and Members: A Forensic Engineering Case Study</title>
      <link>https://trid.trb.org/View/790398</link>
      <description><![CDATA[The connections of structural steel framing members are a critical component of building safety and stability. Connection failures occur when the connection is no longer able to perform its intended design function of transferring the reactions from one element of the structure to another. In some circumstances the failure of a connection in structural systems which have no redundancy may result in an overall catastrophic collapse of the structure itself. In the event of a weld failure, it is imperative to follow proper forensic engineering procedures. The implementation of repair procedures, without investigating and determining the actual cause, simply masks the problem and will not reduce the risk of repeated failures in the future. This could be detrimental to the safety and stability of the whole structure. In a recent construction project of a thirty story high rise building, weld cracks were observed on both shop and field welded connections and members. Some cracks appeared months after the testing and inspection agency had certified these welds as acceptable. In addition, the failures occurred in connections and elements that were significantly dissimilar from one another. This paper examines the forensic engineering analysis procedures used in determining the causes of the various weld failures, the procedures to repair them, and how to avoid the recurrence of additional failures.]]></description>
      <pubDate>Tue, 03 Oct 2006 07:45:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/790398</guid>
    </item>
    <item>
      <title>Internal Repair of Pipelines Review and Evaluation of Internal Pipeline Repair Trials Report. Report for September 20, 2003-June 30, 2004</title>
      <link>https://trid.trb.org/View/757349</link>
      <description><![CDATA[The two broad categories of fiber reinforced composite liner repair and deposited weld metal repair technologies were reviewed and evaluated for potential application for internal repair of gas transmission pipelines.  Both are used to some extent for other applications and could be further developed for internal, local, structural repair for gas transmission pipelines.  Evaluation trials were conducted on pipe sections with simulated corrosion damage repaired with glass fiber reinforced composite liners, carbon fiber reinforced composite liners, and weld deposition.  Additional un-repaired pipe sections were evaluated in the virgin condition and with simulated damage.  Hydrostatic failure pressures for pipe sections repaired with glass fiber reinforced composite liner were only marginally greater than that of pipe sections without liners, indicating that this type of liner is generally ineffective at restoring the pressure containing capabilities of pipelines.  Failure pressure for pipe repaired with carbon fiber reinforced composite liner was greater than that of the un-repaired pipe section with damage, indicating that this type of liner is effective at restoring the pressure containing capability of pipe.  Pipe repairs with weld deposition failed at pressures lower than that of un-repaired pipe in both the virgin and damaged conditions, indicating that this repair technology is less effective at restoring the pressure containing capability of pipe than a carbon finer reinforced liner repair.  Physical testing indicates that carbon fiber reinforced liner repair is the most promising technology evaluated to date.  Development of a comprehensive test plan for this process is recommended for use in the next phase of this project.]]></description>
      <pubDate>Wed, 20 Jul 2005 14:42:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/757349</guid>
    </item>
    <item>
      <title>INTERNAL REPAIR OF PIPELINES. SEMI-ANNUAL TECHNICAL PROGRESS REPORT</title>
      <link>https://trid.trb.org/View/748233</link>
      <description><![CDATA[The two broad categories of deposited weld metal repair and fiber reinforced composite repair technologies were reviewed for potential application for internal repair of gas transmission pipelines.  Both are used to some extent for other applications and could be further developed for internal, local, structural repair of gas transmission pipelines.  Preliminary rest programs were developed for both deposited weld material repairs and for fiber reinforced composite repair.  To date, all of the experimental work pertaining to the evaluation of potential repair methods has focused on fiber reinforced composite repairs.  Hydrostatic testing was also conducted on four pipeline sections with simulated corrosion damage: two with composite liners and two without.]]></description>
      <pubDate>Thu, 03 Feb 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/748233</guid>
    </item>
    <item>
      <title>FATIGUE AND FRACTURE OF STEEL GIRDERS</title>
      <link>https://trid.trb.org/View/700549</link>
      <description><![CDATA[This paper presents an overview of materials selection, design, and detailing of steel girders for fatigue and fracture limit states. The historical context of the fracture control plan for bridges is presented. A discussion of fracture toughness of structural steel and weld metal is presented along with typical Charpy and fracture-toughness test data, including the new high-performance steel A709 HPS 485W. Fatigue of cover plate details and distortion-induced cracking are discussed. Methods of dealing with variable-amplitude loading are then compared to test data.]]></description>
      <pubDate>Fri, 30 Apr 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/700549</guid>
    </item>
    <item>
      <title>ULTRASONIC TESTING</title>
      <link>https://trid.trb.org/View/363329</link>
      <description><![CDATA[Volume 7 of the second edition of the Nondestructive Testing Handbook series provides details about the physical phenomena behind ultrasonic test methods. Techniques for applying the technology to numerous test object configurations are discussed, as are tests of welds, primary metals, composites, bridges and buildings, railroad materials, and aerospace components. Equipment, principles of wave propagation, and data analysis techniques are also detailed.]]></description>
      <pubDate>Thu, 31 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/363329</guid>
    </item>
    <item>
      <title>DYNAMIC FRACTURE TOUGHNESS PARAMETERS FOR HY-80 AND HY-130 STEELS AND THEIR WELDMENTS</title>
      <link>https://trid.trb.org/View/155602</link>
      <description><![CDATA[Lower bound dynamic fracture toughness parameters for HY-80 and HY-130 steel and their weld metals are identified. Specific values of the parameters K sub Id and K sub Im obtained from direct measurements are reported together with estimates inferred from the large body of Charpy energy, nil ductility transition temperature and dynamic tear energy measurements. The emphasis is on reasonable lower bound values at 30 F, the lowest anticipated service temperature, for use in elastodynamic analyses of crack growth initiation, propagation, and arrest in ship structures. For these conditions, it has been found that the ratio K sub Id/RHO sub Y is approximately sq root of 1 in. Consequently, HY-80 plate appears to be substantially more resistant to fracture under dynamic loading than are the other three grades examined. (Author)]]></description>
      <pubDate>Mon, 16 Sep 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155602</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF FRACTURE TOUGHNESS REQUIREMENTS FOR WELD METALS IN SEISMIC APPLICATIONS</title>
      <link>https://trid.trb.org/View/717562</link>
      <description><![CDATA[This paper presents the methodology used to establish the necessary and sufficient fracture toughness requirement for weld metal used in seismic applications. The methodology was based on fracture mechanics principals and on empirical correlations. The proposed Charpy V-notch (CVN) toughness is 40 ft-lb at 70 deg F and 20 ft-lb at 0 deg F for components subjected to +50 deg F and higher. This CVN requirement should preclude weld metal toughness from being a contributing factor to the fracture of unreinforced moment frame connections. Further improvements in the fracture performance of the connections must be accomplished by changes in design, detailing, fabrication, and inspection.]]></description>
      <pubDate>Tue, 12 Feb 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/717562</guid>
    </item>
    <item>
      <title>FATIGUE STRENGTH ASSESSMENT OF CRUCIFORM JOINTS</title>
      <link>https://trid.trb.org/View/716282</link>
      <description><![CDATA[A large number of cruciform joints can be found in ship structures.  In case of high dynamic loading, full or partial penetration welding is usually applied.  The fatigue strength of this detail, with or without weld penetration, depends on several factors, including plate and weld throat thickness, width of the root gap as well as fabrication effects like weld shape and misalignment.  The fatigue strength assessment is reviewed on the basis of earlier and more recent investigations on small scale test specimens and some large scale tests. Different approaches are also applied, which are able to consider relevant factors affecting fatigue life.  As misalignment is a stochastic variable not know during design, a probabilistic approach is applied that allows its rational consideration in fatigue design.]]></description>
      <pubDate>Mon, 07 Jan 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/716282</guid>
    </item>
    <item>
      <title>TRIAXIALITY AND FRACTURE OF STEEL MOMENT CONNECTIONS</title>
      <link>https://trid.trb.org/View/669052</link>
      <description><![CDATA[The connections of welded steel moment frames undergo a complex multiaxial state of stress that leads to high levels of stress triaxiality.  As triaxiality increases, the propensity for fracture increases.  Classic engineering models of fracture and modern microscale models of fracture mechanisms explicitly consider the role of triaxiality.  Nonetheless, triaxiality is generally not directly considered by structural engineers.  This paper defines triaxiality as the ratio of the maximum principal stress to the von Mises stress.  Triaxiality and maximum principal stress demands are investigated for tests on fractured notched round bars, small-scale tension specimens, and a full-scale moment connection.  Based on analysis of the tests, it is proposed that, for fractures driven by triaxiality demands, the maximum principal stress at fracture is a function of the level of triaxiality.  Calculation of the triaxiality demands requires three-dimensional nonlinear analysis and depends on the loading, connection geometry, and postyield stress-strain relationships of all parent and weld metals.  Examination of a welded steel moment connection indicates particularly high triaxiality demands.  The triaxiality demands indicate that fracture of these connections may be governed by triaxiality even when high toughness parent and weld metals are used.]]></description>
      <pubDate>Wed, 11 Oct 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/669052</guid>
    </item>
    <item>
      <title>FRACTURE TOUGHNESS DEMANDS IN WELDED BEAM-COLUMN MOMENT CONNECTIONS</title>
      <link>https://trid.trb.org/View/514533</link>
      <description><![CDATA[Detailed two-dimensional (2D) and 3D finite-element analyses are used to study fracture toughness requirements in welded beam-column connections.  Toughness demands are quantified in terms of the elastic stress intensity factor and inelastic crack tip opening displacement.  The analyses confirm observations from the Northridge earthquake and full-scale connection tests that standard pre-Northridge connections with built-in weld root flaws and low toughness weld metal are likely to fracture without significant yielding.  Subsequent analyses are used to examine modifications to the connection details that reduce loading-induced toughness demands on the welds and thereby improve the fracture resistance.  Data describe how fracture demands are affected by the weld matching ratio, joint panel shear strength, weld reinforcing, and residual stresses.]]></description>
      <pubDate>Tue, 25 Jan 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/514533</guid>
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