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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>WELDING BENEFITS INCREASING: RAIL WELDING FUSING TECHNOLOGY, PRACTICALITY</title>
      <link>https://trid.trb.org/View/539740</link>
      <description><![CDATA[As large and small railroads rush to upgrade track to meet increasing shipper demands, the continuous welder rail train, rail welding unit and welding crucible are common sights on track across the continent.  This article looks at how rail welding suppliers are overcoming the challenges of advancing technology and a tight labor market to meet soaring railroad demand.]]></description>
      <pubDate>Tue, 27 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539740</guid>
    </item>
    <item>
      <title>J-LAY WELDING PRODUCTION IMPROVEMENT PROGRAM</title>
      <link>https://trid.trb.org/View/453483</link>
      <description><![CDATA[The conference paper deals with the specific requirements of J-lay pipe welding merit detailed study.  Special emphasis needs to be placed on the variables controlling welding and inspection productivity to provide economic J-lay pipelay techniques.  A program was undertaken to make initial efforts to identify and improve those variables.]]></description>
      <pubDate>Tue, 06 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453483</guid>
    </item>
    <item>
      <title>AN ENCLOSED ARC WELDING PROCESS FOR HEAD HARDENED RAILS. THE USE OF HIGH CARBON WELDING MATERIALS AND EXPERIMENTAL RESULTS IN THE FIELDS</title>
      <link>https://trid.trb.org/View/384020</link>
      <description><![CDATA[This paper describes the use of high carbon welding materials for enclosed arc welding of head hardened steels.  Experimental results of the welds by this new welding process in the fields show an extremely higher resistance of weld metal than those by the conventional welding process.]]></description>
      <pubDate>Mon, 27 Dec 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/384020</guid>
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    <item>
      <title>EVALUATION OF SHIP WELDING PROCEDURES BY DIRECT EXPLOSION TESTING</title>
      <link>https://trid.trb.org/View/163893</link>
      <description><![CDATA[The investigation described in this report is a direct continuation of work described in report SSC-43.  The Ship Structure Committee directed further exploration of the relative effects of different welding procedures on the notch toughness of the welded joint as determined by the direct explosion test as follows: 1) Determine notch toughness of welded joints of a semi-killed and of a fully killed steel when welded with: a) Class E-7016 electrodes, and b) Submerged arc process, using two passes, one from each side.  2) Obtain a general indication of the relative effects on the notch toughness of welded joints of a fully killed steel, of the following factors: a) preheat of 150 deg F, b) interpass temperature, c) low temperature stress relief, and d) peening of all weld passes.]]></description>
      <pubDate>Fri, 21 May 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/163893</guid>
    </item>
    <item>
      <title>DEVELOPING CONSUMABLES AND PROCESSES FOR WORK ON OFFSHORE PLATFORMS</title>
      <link>https://trid.trb.org/View/167189</link>
      <description><![CDATA[This paper examines some of the developments, which are taking place to improve weld metal toughness and hence allow a relaxation in stress relief treatments, and to introduce higher deposition rate processes to an increasing proportion of the total welding of the offshore structures.]]></description>
      <pubDate>Fri, 12 Jun 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167189</guid>
    </item>
    <item>
      <title>TEN WAYS TO REDUCE CORROSION</title>
      <link>https://trid.trb.org/View/166542</link>
      <description><![CDATA[The following techniques that will reduce corrosion are reviewed: avoid creating turbulence and rotary motion, avoid crevices, avoid surface water collecting, avoid stress-corrosion, reduce internal condensation, good welding procedure, vigilance for stray current corrosion, proper contours in construction, avoid fretting corrosion, and prevention of bimetallic corrosion.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166542</guid>
    </item>
    <item>
      <title>NEW TECHNIQUES FOR STAINLESS-STEEL FABRICATION DEVELOPED BY KOCKUMS FOR JOHNSON LINE'S 38,000-DWT CHEMICAL TANKERS</title>
      <link>https://trid.trb.org/View/167151</link>
      <description><![CDATA[The laboratory at Kockums Shipyard, Malmo, was already engaged in investigating stainless-steel fabrication techniques when the yard received the order for the chemical tankers Johnson Chemstar and Johnson Chemsun its first major venture in stainless-steel fabrication.  Consequently, many of the welding procedures had already been worked out.  The article mentions some of the yard's production facilities, and briefly describes the fabrication and assembly of the ships' central tanks.  The 28 central tanks in each ship are of various sizes, and were constructed of 316L-N stainless steel supplied by Avesta, a member of the AXEL Johnson Group.  Wherever possible, submerged-arc welding was used, both for stainless-to-stainless joints and for joining stainless steel to the high-tensile steel used in the hull. Manual welding was carried out with high-efficiency electrodes that provide smooth running of the weld metal together with low spatter.  The "stools", prefabricated by submerged-arc welding, were manually welded to each other and to the tank floor, and when this section had been moved to the assembly hall the corrugated tank-walls (another prefabricated section) were added.  Ultrasonic testing was used in the inspection of the welded joints.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167151</guid>
    </item>
    <item>
      <title>EVALUATION OF NOTCH SENSITIVITY OF MILD STEEL SHIP PLATE BY DIRECT EXPLOSION TEST</title>
      <link>https://trid.trb.org/View/162523</link>
      <description><![CDATA[An investigation was made to determine whether variation in welding procedure, primarily welding electrodes, had an appreciable effect on the notch sensitivity of the finished joint and whether this effect was comparable to that produced by a difference in the quality of the prime plate.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162523</guid>
    </item>
    <item>
      <title>INTERPRETATIVE REPORT ON WELD-METAL TOUGHNESS</title>
      <link>https://trid.trb.org/View/162563</link>
      <description><![CDATA[A literature survey was made to review presently available information on the notch toughness of weld metals and the heat-affected zone as they are affected by welding procedures.  The base metals discussed in this report include mild steel and low-alloy, high-strength steels with up to 120,000-psi yield strength, such as may be used for merchant-ship construction.  Welding processes considered include (1) shielded metal-arc welding, (2) submerged-arc welding, (3) gas metal-arc welding, and (4) electroslag and electrogas welding.  One of the most important observations of this literature survey is that relatively limited information is available on the notch toughness of weld metals and heat-affected zones which can be used to establish behavior trends.  Information is especially lacking on what constitutes realistic requirements for notch toughness in these zones compared with that of the base metal.  It was also observed that relatively little correlation of such factors as chemical composition, microstructure, and welding variables has been made with the notch toughness of weld metals and heat-affected zones. (Author)]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162563</guid>
    </item>
    <item>
      <title>A STUDY ON WELD REPAIR THROUGH HALF BEAD METHOD</title>
      <link>https://trid.trb.org/View/154122</link>
      <description><![CDATA[ASME Boiler and Pressure Vessel Code specifies the half bead method for carbon steel or low alloy steel weld repairs in case post weld heat treatment (SR) is impractical.  A study was made to identify the appropriate procedure for the half bead method applied to repairs for forged low alloy steel (JIS G3212 SFVV 2).  As the most recommendable practice, the conclusion suggests that the upper portion of the 1st layer welded by 2.6 mm diameter electrodes is ground off leaving the remainder approximately 2.0--2.5 mm thick from the groove surface prior to the 2nd layer deposition.  Parts repaired by the described half bead method were tested in terms of tension, bend, hardness, metallogrphy, V-notch Charpy impact, fracture toughness, fatigue crack initiation and fatigue crack growth rate.  These various properties of the rapair parts are comparable to those of repairs with the conventional SR, and particularly the method is found to be significantly effective in avoiding the degradation in toughness of the heat affected zone.]]></description>
      <pubDate>Mon, 27 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154122</guid>
    </item>
    <item>
      <title>APPLICATION OF NARROW-GAP PROCESS FOR THE FABRICATION OF HEAVY WALL PRESSURE VESSELS</title>
      <link>https://trid.trb.org/View/148299</link>
      <description><![CDATA[The narrow-gap welding process is based on the use of a single-pass, one-layer technique for the gas metal arc welding (GMAW) of an 9-mm wide groove in up to 300-mm thickness of mild and low-alloy steel in the fabrication of heavy-wall pressure vessels.  The process was introduced about 10 years ago by the Battelle Memorial Institute and is intended to cut welding time and costs by greatly reducing the cross-sectional area of the groove.  It is also intended to improve the mechanical properties of the weld through the application of low heat input welding duction, narrow-gap welding has been studied in various countries as an ideal arc-welding process for joining thick plates and different methods of utilising it have been developed; most of them, however, have not gone beyond the laboratory stage as they tend to produce weld defects.  The present Authors have developed a new and unique narrow-gap welding process by combining special techniques with conventional welding procedures.  For the last three years this process has been successfully used in actual fabrication.  A general description of the process is given and typical examples of its practical application.  Properties of the weld joints made are discussed.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148299</guid>
    </item>
    <item>
      <title>WELDING A COPPER-NICKEL CLAD SHIP -- COPPER MARINER II</title>
      <link>https://trid.trb.org/View/147327</link>
      <description><![CDATA[Welding is carried out using the SMAW process by welding the steel first with E7018 electrodes and then welding from the clad side with Enicu-2 filler metal.  An antifouling and corrosion resisting material can be used for a nearly maintenance-free ship hull with improved fuel economy.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147327</guid>
    </item>
    <item>
      <title>CHARACTERISTICS OF HIGH FREQUENCY PULSED DC TIG WELDING PROCESS</title>
      <link>https://trid.trb.org/View/147490</link>
      <description><![CDATA[As a result of the improved efficiency and quality of the high frequency pulsed DC TIG welding process, much attention has been given to this system.  In this paper the effect of pulsed frequency and peak current on arc stiffness and the possibility of increased speed of welding is discussed using low currents.  A double switching system makes it possible to obtain higher peak currents at higher pulsed frequencies. Experimental results show that the arc pressure at the arc center is an indication of arc stiffness which increases with increasing pulse frequency and appears to be constant with a pulse frequency more than 5 KHz.  Under constant average welding conditions arc pressure is almost proportional to pulse peak current.  With a constant width of the weld, the depth of penetration increases with increasing pulse peak current for a constant average welding current.  Compared with the penetration of DC TIG process the influence of arc length for the pulsed TIG process is decreased.  In the DC TIG process at high speed of travel both fluctuation and discontinuous motion of the anode spot often occurs especially for low welding currents.  In the pulsed TIG process, however, with improved arc stiffness fluctuation is reduced and welds can be made with low currents at higher speeds.  If the torch is inclined forward the tendency for undercutting along the edge of the bead is reduced permitting even higher speed welding conditions.]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/147490</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF ENERGY SAVING TYPE PREHAEATING SYSTEM FOR WELDING</title>
      <link>https://trid.trb.org/View/141489</link>
      <description><![CDATA[The improvement of preheating process for welding is required for reduction of gas consumption and better weld quality control.  The authors conducted studies for the development of an energy-saving type preheating system for welding in an effort to meet the need and developed a preheating system composed of high-efficiency gas burners, a high-precision temperature measuring device and a combustion control device.  The performance of the new preheating system is introduced in this paper, which is briefly as follows: (1) The gas burners are of premix type and have a high heat transfer coefficient.  (2) The temperature measuring device can measure the surface temperature up to 500 deg C with an accuracy of plus or minus 10 deg C.  (3) The control device controls fuel gas consumption according to the surface temperature of the work.  It is expected that fuel gas consumption can be reduced by 50 percent by use of this preheating system.]]></description>
      <pubDate>Wed, 07 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141489</guid>
    </item>
    <item>
      <title>INFLUENCE OF WELD THICKNESS AND PLATE THICKNESS ON THE FATIGUE STRENGTH OF FILLET-WELDED CONNECTIONS</title>
      <link>https://trid.trb.org/View/86638</link>
      <description><![CDATA[This article, from the Fraunhofer-Gesellscharft's Research Institute at Darmstadt, is based on the Institute's Research Report FB-131 (1978), and describes an investigation on the effects of weld-throat thickness and plate thickness upon the fatigue strength of the transition zones of fillet welds.  Wohler tests were carried out on fillet-welded test pieces made from MRSt-37-2 steel plate.  Each test piece contained an internal and an external flat-face weld at a right-angle junction; the pieces varied in respect of plate thickness (10-mm and 50-mm plates were used) and weld thickness (4, 10, and 35 mm).  All welds were done by the metal-active-gas process, and the test pieces, some as-welded and others stress-relieved, were subjected to alternating loads.  The experimental procedures and the results are presented in some detail.  It was found, in all cases, that fatigue strength decreased with increasing weld-throat thickness.  Strain-gauge measurements in the weldseam transition zone indicated that this was largely due to a geometrical amplitude factor which, in the case of the 4-mm, 20-mm, and 35-mm weld thickness concerned, implied a reduction of permissible nominal stress in the ratio 1:0.75:0.67.  Further work is intended, with the object of broadening the basis of this study by investigating the influence of welding processes and techniques and of the type of steel.]]></description>
      <pubDate>Wed, 13 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86638</guid>
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