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    <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" />
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    <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>
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    <item>
      <title>Influence of Traverse Speed in Self-Reacting FSW of AA6061-T6</title>
      <link>https://trid.trb.org/View/1583742</link>
      <description><![CDATA[Self-reacting friction stir welding (SRFSW) is a variant of friction stir welding in which a small modification of the tool design, i.e., the addition of a lower shoulder eliminates the need for a backing plate. In the present work, SRFSW was carried out on 4-mm-thick AA6061-T6 aluminum, which is one of the most extensively used of the 6000 series aluminum alloy at different traverse speeds. The focus of this research work is to understand the effect of tool traverse speed on the mechanical properties and the microstructural zones created in the joints, keeping all other parameters constant. From the tensile test, it was observed that the yield strength and tensile strength of the joints increased with the increase in traverse speed. From the fractography study, ductility was found to increase with the increase in traverse speed. From the Vickers microhardness test, it was clear that the hardness distribution across the thickness indicated uniformity in mechanical properties across the thickness. From the microstructural study, it was observed that with the increase in welding traverse speed, the elliptical swirl zone size and shape changed significantly, which affects the joint quality significantly. It was also observed that traverse speed has significant effect on the flashing out of material from weld zone. With lower traverse speed, chances of flashing out of material is more, which results in the formation of wormhole defect (main weld defect in friction stir welding). A saddle-shaped macrostructure of the bobbin tool friction stir welding joint was observed, which was prominent in the advancing side and was found to have a banded microstructure.]]></description>
      <pubDate>Fri, 29 Mar 2019 10:20:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1583742</guid>
    </item>
    <item>
      <title>Fatigue Evaluation of Rib-to-Deck Welded Joint using Averaged Strain Energy Density Method</title>
      <link>https://trid.trb.org/View/1563841</link>
      <description><![CDATA[This paper investigates the feasibility of an averaged strain energy density (SED) method for fatigue evaluation of rib-to-deck weld joint in orthotropic steel deck. The effect of weld geometry on fatigue resistance of rib-to-deck joint is evaluated. The analysis results of the presented average SED method are validated against fatigue testing data and compared with the results of the conventional hot-spot stress and effective notch stress methods. A W-N curve is derived using the averaged SED method and used for evaluating the fatigue strength of rib-to-deck welded joints. The averaged SED method is also used to investigate the effect of weld geometrical variables on the fatigue failure mode transition, and the fatigue strength of full-scale orthotropic steel deck specimens. The results indicate that the averaged SED method provides superior ability in evaluating fatigue resistance and failure mode of rib-to-deck welded joint.]]></description>
      <pubDate>Wed, 28 Nov 2018 09:22:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1563841</guid>
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    <item>
      <title>Fatigue damage criteria classification, modelling developments and trends for welded joints in marine structures</title>
      <link>https://trid.trb.org/View/1532022</link>
      <description><![CDATA[Fatigue is typically a governing limit state for marine structures. Welded joints are the weakest links in that respect. Physics involve several resistance dimensions, a range of scales and distinct contributions in different stages of the accumulative damage process. Fatigue damage criteria developed over time have been classified with respect to type of information, geometry, parameter and process zone including plane and life region annotations. The criteria are evaluated regarding model (in)capabilities, showing up to what extent (governing) physics are taken into account. Modelling developments and trends towards complete strength, multi-scale and total life criteria have been identified. Incorporating all four (interacting) fatigue resistance dimensions: material, geometry, loading & response and environment translates into a complete strength fatigue damage criterion. Considering macro-, meso- and micro-scale information provides a multi-scale fatigue damage criterion. Correlation of crack initiation and growth requires matching intact and cracked geometry parameters, revealing a total life fatigue damage criterion.]]></description>
      <pubDate>Wed, 24 Oct 2018 11:17:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1532022</guid>
    </item>
    <item>
      <title>Failure analysis of a natural gas pipeline</title>
      <link>https://trid.trb.org/View/1530018</link>
      <description><![CDATA[In the present work, the failure investigation of a 30 in. diameter gas transmission pipeline (API 5L X-60 grade steel) has been described. The failure was due to a longitudinal crack developing in the centerline of longitudinal weld joint. Mechanisms and morphology of crack initiation and propagation were studied through different tests including: thickness measurement, chemical composition analysis, metallographic inspection, mechanical property testing, and scanning electron microscopy (SEM) equipped with energy dispersive spectroscopy (EDS). The experiments resulted in the conclusion that some factors associated with Sulphide Stress Cracking (SSC) and metallurgical defects cause the failure of welded joint pipe. Detailed examination revealed that these factors are inappropriate welding parameters, pitting corrosion on longitudinal weld, and hydrogen permeation to the weld metal.]]></description>
      <pubDate>Sat, 18 Aug 2018 22:05:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1530018</guid>
    </item>
    <item>
      <title>Embrittlement of welded joints of tram rails in city environments</title>
      <link>https://trid.trb.org/View/1530021</link>
      <description><![CDATA[This paper concerns the issue of cracking of thermite-welded tram rails. The work presents cases of rail cracking revealed directly after welding or after a short period of track operation. The results of static strength tests, resistance to brittle cracking tests, microstructure and chemical composition examinations of a rail that cracked after thermite welding are discussed. It is emphasised that the main cause of occurrence of cracks in the area of rail web is thermal (welding) stresses. Non-metallic inclusions, the presence of hydrogen in the rail and the influence of an active environment were pointed out as factors conducive to the occurrence of brittle cracks.]]></description>
      <pubDate>Sat, 18 Aug 2018 22:05:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1530021</guid>
    </item>
    <item>
      <title>Behaviors of Partially Concrete-Filled Welded Integral T-Joints in steel Truss Bridges</title>
      <link>https://trid.trb.org/View/1508910</link>
      <description><![CDATA[This research focuses on the structural behaviors of partially concrete-filled welded integral T-joints in steel truss bridges. The T-shape integral joints, which are composed of welded box-section members, were simply supported at chord ends so that the loading cases of horizontal force and vertical force at brace end can be considered. Static tests are first conducted for six specimens, of which three are with arc transitions at chord-to-brace corners and the other three are without arc transitions. Three cases of concrete filling in chord, i.e., hollow chord, partial concrete filling in chord, and full concrete filling in chord, were considered. The elastic and elasto-plastic behaviors including rigidities, steel strains at critical locations, failure modes, characteristic loads, and characteristic deflections of the joints were obtained. The effects of internal concrete were comparatively analyzed. Finite element models were also developed to predict the load bearing capacities of joints by considering various concrete filling ranges in the chord. The numerical outputs were validated by the test results. The influences of concrete filling length on structural behaviors including elastic rigidity, yield load, and ultimate load were revealed on the basis of numerous parametric studies. Both experimental and numerical results indicate that the joints whose chords have been partially filled with concrete are expected to provide the structural behaviors as good as those of fully concreted-filled joints, both of which are obviously higher than those of hollow joints (i.e., without concrete filling in chord). The optimal concrete filling lengths in the chord of welded integral joints are suggested to be three times the chord’s sectional height by considering both beneficial and adverse effects of internal concrete.]]></description>
      <pubDate>Tue, 29 May 2018 16:04:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1508910</guid>
    </item>
    <item>
      <title>Evaluation regarding fatigue for various type of hangers used for tied arch bridges</title>
      <link>https://trid.trb.org/View/1504099</link>
      <description><![CDATA[The roads represent an important heritage owned by the French Ministry of Transports. Even more than corrosion, fatigue is the principal aging process that affects the durability of steel bridges. Several examples illustrate in the article the importance of affecting a right consideration to the fatigue design of bridges. Details that may appear as accessory to most of the usual bridge designers may be in fact of crucial importance. It is in particular the case of the welded joints. The fillet joints are much more sensitive to the fatigue stresses and should be avoided when there is a doubt, because their evaluation is very complicated. If the designer of a bridge uses such attachment, he has to verify the relevance regarding fatigue before calling for tender because the time for such studies is generally not available during the execution studies. Calculation finite element method (FEM) techniques are used to evaluate the stress concentration factor that has to be taken into account for the fatigue design. For bridges, many fatigue details are classified in the Eurocode 3 (part 9) from tests. But some details that cannot be found in the Eurocode can, however, be studied and evaluated by computation. Several examples of tied arch bridges are presented. The article presents also an example where the fatigue class of the detail regarding longitudinal stresses is evaluated thanks to a FE-modelization according to the 2008 IIW Fatigue Recommendations at the location of the attachment of a hanger. Crack in a similar fillet weld of the attachment of the stiffener of a box girder bridge is presented to illustrate that fatigue may really cause severe trouble.]]></description>
      <pubDate>Mon, 09 Apr 2018 18:13:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1504099</guid>
    </item>
    <item>
      <title>Determination of residual weld stresses with the incremental hole-drilling method in tubular steel bridge joints</title>
      <link>https://trid.trb.org/View/1504102</link>
      <description><![CDATA[Tubular arch bridges are susceptible to fatigue problems due to stress concentrations, welding imperfections and tensile residual weld stresses. These bridges are composed of circular hollow section profiles welded together in tubular joints. This paper describes the determination of residual weld stresses in T-joints with the incremental hole-drilling method. The residual stress distribution can be used to determine fatigue crack behavior and fatigue lifetime more precisely. The incremental hole-drilling method is used to measure residual welding stresses on two similar T-joints. Experimental residual stress measurements were performed with the aid of the RS-200 milling guide. Strain gauge rosettes are attached to the test surface and with the milling guide, a small hole is drilled through the center of the strain gauge rosette. Strains at incremental depths are measured and the residual stresses are calculated according to ASTM E837-13a. A comparison is made between residual stress distributions obtained with finite element simulation and the experimental measurements. The distributions from finite element simulation show tensile yield stresses close to the weld while the experimental measurements indicate tensile yield stresses only in the axial direction of the primary tube. In all other cases, the residual stresses are tensile within 50% of yield stress or even compressional. However, more measurements on similar test specimens are necessary for a reliable residual stress distribution. Knowledge of the residual stress distribution is essential to accurately estimate the crack development under fatigue loads. In future research, the residual stresses can be used to study the influence of residual weld stresses on the fatigue lifetime and improve the design of steel tubular joints in arch bridges.]]></description>
      <pubDate>Mon, 09 Apr 2018 18:13:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1504102</guid>
    </item>
    <item>
      <title>Bending Fatigue and Microstructure of Fillet Welded Joints with High Chromium Stainless Pipe for Catalyst Muffler</title>
      <link>https://trid.trb.org/View/1462104</link>
      <description><![CDATA[To prevent corrosion of the inlet part with aqueous ammonia injection, high chromium corrosion-resistant materials have been applied for welded joints of mufflers. Bending fatigue strength of welded joint samples of flange pipes was defined through fatigue experiments, modeling that high fluctuating stresses exist in the inlet and outlet flange pipes of a muffler caused by the vibration of a moving vehicle. Factors that caused fatigue to failure such as welding bead shape and metallographic structure were identified through local stress measurements, FEM stress simulations, microscopic observations, and SEM-EDS composition analyses. By comparing with sample A having a smaller flank angle and sample B having a larger flank angle, the results suggested that the difference of bending fatigue strengths at 200,000 cycles was 24% when based on nominal stress, and the difference was 10% when based on measured maximum stress. The maximum stress was inversely proportional to weld flank angle non-linearly. The crack starting point of sample A was at weld interface, a boundary between weld acicular phase and pipe ferrite phase, but that of the sample B was not at the boundary between weld lathy phase and pipe ferrite phase. After etching with strong mixed acids, the sensitization in grain boundary occurred in the 17Cr flanges, but it did not occur in the 30Cr pipes.       ]]></description>
      <pubDate>Wed, 27 Dec 2017 11:26:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1462104</guid>
    </item>
    <item>
      <title>Robot surveys could make safer ships</title>
      <link>https://trid.trb.org/View/1285008</link>
      <description><![CDATA[New equipment tests are to start in early 2014 to assess the quality of the welds used to build a ship and, ultimately, ensure their structural integrity, writes David Foxwell.]]></description>
      <pubDate>Thu, 02 Jan 2014 12:08:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1285008</guid>
    </item>
    <item>
      <title>Damage Tolerance of Rail Vehicle Energy Absorbers</title>
      <link>https://trid.trb.org/View/1255246</link>
      <description><![CDATA[Despite significant progress in the design of rail vehicles to ensure a high level of passive safety, the effects of quality of manufacturing and assembly parameters on the local and global structural behavior in the event of a collision have not been adequately addressed. The present paper deals with one of these aspects, namely the attachment of impact energy absorbers at the front end of rail vehicles, since the functional requirements of these devices are particularly stringent in terms of their reliability and functionality throughout the life of the vehicle. In this work the merits of a welded and a bolted energy absorber design are investigated, the latter offering the advantage of ease of through life maintenance and replacement, ensuring that defects such as general corrosion or cracks that could have affected their performance are easily identified and replacements made and also introducing the prospect of retrofitting energy absorbing devices to older rail vehicles to improve crashworthiness. Finite element analysis (FEA) modelling to simulate the dynamic response of welded and bolted joints has been carried out using the LS-DYNA code. For the welded joints the influence of welding defects such as lack of fusion, weld under matching, and weld cracking on the performance of the energy absorbers has been investigated. The numerical model, validated on the basis of results from impact tests, was subsequently used to investigate the behaviour of the absorption system in collision scenarios as prescribed by EN 15227:2008.]]></description>
      <pubDate>Wed, 28 Aug 2013 12:32:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1255246</guid>
    </item>
    <item>
      <title>Effect of Induction Bending on 360 MPa Spiral Submerged-Arc Weld Pipe</title>
      <link>https://trid.trb.org/View/1121669</link>
      <description><![CDATA[Based on the Φ;711mm×10.3mm and Φ;720mm×14.2mm 360MPa spiral submerged-arc weld pipe, adopting the processes of 900°C induction quenching, 950°C induction quenching & 480° tempering, the induction bends were manufactured. According to the processing technique and design feature of spiral seam bend, the destructive test sampling plan of spiral seam bend was proposed. Through the mechanical property tests and design proof test, the spiral seam bends were studied and evaluated. The results of mechanical property tests show that the property of quenched bend is close to that of quenched and tempered bend, which indicates the material of weld pipe is not very sensitive to the heating process in a certain temperature range. Compared with mother pipe, the tensile strength of base metal of bend increases, and the tensile strength of welded joint decreases appreciably. The impact toughness of base metal and welding seam of bend increases. The design proof test shows that the bend does not rupture at the computed proof test pressure. For the configuration of bend, because of the effect of bending process, the welding joint unfitness occurs in the intrados of Φ;711mm×1 0.3mm spiral seam bend.]]></description>
      <pubDate>Thu, 17 Jan 2013 13:48:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1121669</guid>
    </item>
    <item>
      <title>Generic Finite Element Model for Mechanically Consistent Scaling of Composite Beam-Column Joint with Welded Connection</title>
      <link>https://trid.trb.org/View/1108917</link>
      <description><![CDATA[A generic finite element model for composite beam-column joints with welded connections has been developed using current state-of-the-art local modeling. Using mechanically consistent scaling, it provides the constitutive relationship for a plane rectangular macro element with beam-type boundaries that can be used in high-accuracy frame analysis. Global geometric variables allow the generation of specific FE models for each instance of a joint. Using assumptions typical for most composite frames, the constitutive relationship of the macro element can be represented by bilinear laws for the macro bending and shear states which are then coupled by a two-surface law with yield and failure surfaces. This is demonstrated in an example.]]></description>
      <pubDate>Mon, 08 Aug 2011 13:57:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1108917</guid>
    </item>
    <item>
      <title>Seismic-Induced Fire Analysis of Steel-Concrete Composite Beam-to-Column Joints: Welded Solutions</title>
      <link>https://trid.trb.org/View/1108907</link>
      <description><![CDATA[A multi-objective design methodology dealing with seismic-induced fire on steel-concrete composite moment resisting frames endowed with concrete filled tubes (CFT) full strength joints is presented in this paper. In order to achieve these goals analytical and FE simulations including thermal analyses were carried out to design the proposed joints: this was followed by experimental tests under monotonic and cyclic loadings. Preliminary, seismic and fire analyses provided valuable information on the performance of moment resisting frames endowed with the chosen joint typology. A total of six specimens was designed and subjected to lateral loads. The specimens were subassemblages of interior beam-to-column joints connected by means of welded connections. Relevant experimental results are presented and commented. Furthermore, since the scope of the project was to promote joint typologies able to survive a seismic-induced fire, specimens were damaged by imposing monotonic loads equivalent to damage induced by seismic excitations, before being subjected to fire loadings. Thus, valuable information was obtained about the endurance of the proposed joint typology.]]></description>
      <pubDate>Mon, 08 Aug 2011 13:57:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1108907</guid>
    </item>
    <item>
      <title>Evaluation of Fatigue Crack Initiation Point of Load Carrying Cruciform Welded Joints</title>
      <link>https://trid.trb.org/View/984430</link>
      <description><![CDATA[Incomplete penetration occurred in load carrying cruciform welded joints by poor welding in spite of full penetration in design. There is a high possibility that the tip of incomplete penetration may be an initiation point of a fatigue crack due to high stress concentration. In this study, in order to grasp influences of incomplete penetration on the initiation point of the fatigue crack in load carrying cruciform welded joints, parametric FEM analyses using effective notch stress approach were carried out. As a result, the influence of incomplete penetration increases with an increase of the plate thickness, and the reduction of stress at the weld root by increasing the weld size with the increase of the plate thickness on was not expected due to the unequal leg length welding.]]></description>
      <pubDate>Wed, 17 Nov 2010 07:23:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/984430</guid>
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