<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?tc=NN%3ARbmnkr%2A" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. 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>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Rivet Replacement Criteria</title><link>http://pubsindex.trb.org/view/1264931</link><description><![CDATA[No abstract.]]></description><pubDate>Thu, 17 Oct 2013 08:09:27 GMT</pubDate><guid>http://pubsindex.trb.org/view/1264931</guid></item><item><title>Guidelines for the Load and Resistance Factor Design and Rating of Riveted and Bolted Gusset-Plate Connections for Steel Bridges</title><link>http://pubsindex.trb.org/view/1251187</link><description><![CDATA[This report presents the findings of an experimental and analytical investigation exploring the failure modes of steel truss bridge gusset plated connections. This research was conducted based on a recommendation provided by the National Transportation Safety Board at the conclusion of the I-35W Bridge collapse investigation. In particular, they recommended that gusset plates be included in the load rating process and the data produced in this project provides the justification to support the resistance equations for the various failure modes.  Primarily the research focused on buckling and shear failure modes of gusset plates, including the effects of section loss, multi-layered plates, and edge stiffening. The project also presented a comprehensive review of past literature on the strength of hot-driven rivets. Resistance equations were defined and calibrated φ-factors are provided for each equation according to a load and resistance factor philosophy.  Two-column draft specification language is provided for ready adoption into the American Association of State Highway Transportation Officials (AASHTO) LRFD Bridge Design Specifications and the AASHTO Manual for Bridge Evaluation.]]></description><pubDate>Fri, 24 May 2013 13:58:37 GMT</pubDate><guid>http://pubsindex.trb.org/view/1251187</guid></item><item><title>BEHAVIOR OF OPEN STEEL GRID DECKS UNDER STATIC AND FATIGUE LOADS</title><link>http://pubsindex.trb.org/view/300347</link><description><![CDATA[Open steel grid decks are factory assembled, lightweight, and easy to install.  They are commonly used to rehabilitate older bridges by being welded to stringers, floor beams, or both.  The American Association of State Highway and Transportation Officials (AASHTO) load distribution procedures for open steel grid decks are found to be in error; hence realistic load distribution procedures have been develped to prevent cracking of grid deck bars and plug welds.  The research work presented here, however, deals only with the effects of main-bar spacing, direction of main bars with respect to traffic flow, load position, composite action, fatigue effects due to repetitive loads and residual stress build-up in grids during fabrication, braking and accelerating forces, galvanization, and composite action between the deck and stringer.  Twenty-six grid deck specimens were tested under static and fatigue loads. Reduction in bending stresses due to composite action is found to be marginal.  Allowable fatigue stresses for commercially available welded grid decks are found to be very close to those given for Category E in the AASHTO specifications.  However, heavy-duty welded grid decks subjected to fatigue loads have developed no welded cracks after up to 1.5 million cycles.  Under fatigue, riveted decks have performed better than the most common welded decks.  Finally, welded decks that have been galvanized have a longer service life than decks without galvanization.]]></description><pubDate>Mon, 31 Jul 1989 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/300347</guid></item><item><title>FATIGUE AND FRACTURE EVALUATION FOR RATING RIVETED BRIDGES</title><link>http://pubsindex.trb.org/view/283428</link><description><![CDATA[This study was carried out with the specific objectives of providing a sensible fatigue and fracture rating plan for riveted steel highway bridges.  To accomplish this objective a study of existing test data was carried out and summarized.  This information was then supplemented with additional test information produced during the project using beam sections from actual riveted bridges.  This permitted estimates of deterioration to be assessed and fatigue and fracture data applicable to full size members to be acquired.  The goal of the riveted girder tests which examined the fatigue strength and fracture resistance of the members and assessed the toughness and metallurgical characteristics of the material was to achieve an adequate degree of understanding to permit rating recommendations to be developed.]]></description><pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/283428</guid></item><item><title>FATIGUE STRENGTH OF WEATHERED AND DETERIORATED RIVETED MEMBERS</title><link>http://pubsindex.trb.org/view/210090</link><description><![CDATA[A study has been performed on the fatigue resistance of corroded and deteriorated riveted members.  The need for this study arose from the concern with the large number of riveted structures functioning today that have various degrees of corrosion and potential fatigue damage.  The validity of AASHTO and American Railway Engineering Association category D that is generally used for riveted connections is uncertain, particularly near the fatigue limit.  A series of fatigue tests was carried out on 80-year-old steel bridge stringers with a riveted built-up cross section.  The stringers were significantly corroded along the compression flange and locally at the tension flange.  The stress ranges that were applied were selected between the fatigue limits of design categories C and D. The corroded region of the tension flange proved to be the most severe condition, varying between categories C and E. The category D fatigue limit appears to be applicable to the rivet detail studied.  The reduction of the compression flanges had no effect on the performance of the member.  A strong frictional bond between section components was found to have a beneficial effect on fatigue life.  A series of reduced-temperature tests on a cracked stringer did not induce fracture of the cracked component and confirmed the redundancy of riveted built-up sections fabricated from mild steel.  (Author)]]></description><pubDate>Sun, 30 Dec 1984 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/210090</guid></item><item><title>EVALUATION OF SEVEN ALUMINUM HIGHWAY BRIDGES AFTER TWO TO THREE DECADES OF SERVICE</title><link>http://pubsindex.trb.org/view/210135</link><description><![CDATA[Between 1948 and 1963 six aluminum highway bridges were erected in the United States and one was erected in Canada for highway overpasses and river crossings on Interstates and state highways.  Girder types used vary from conventional built-up I and box to more radical triangular cross sections.  Either riveting or welding was used depending on the structure.  Recent reports from several owners and designers indicate that the performance of these bridges, particularly their corrosion resistance, is outstanding.  This fact, coupled with the awesome number of obsolete bridges on the nation's roads and the impetus given to the Bridge Replacement Program by the Surface Transportation Assistance Act of 1982, resulted in a survey of the seven aluminum bridges in 1983.  The results of this survey--based on inspection data provided by state highway officials--illustrate how the corrosion resistance of the alloys selected and how the design, details, test, construction, and erection methods employed are being verified by excellent performance in the field.  Aluminum provides the bridge engineer and owner with a proven construction material for bridges where light weight and a long maintenance-free life are required.]]></description><pubDate>Sun, 30 Dec 1984 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/210135</guid></item><item><title>IMPORTANCE OF REDUNDANCY IN BRIDGE-FRACTURE CONTROL</title><link>http://pubsindex.trb.org/view/146518</link><description><![CDATA[Because of component redundancy, riveted structures have tended to be fail-safe.  It has been far less important to be aware of the limits of fatique and brittle fracture in riveted structures than in welded structures, which are generally not component fail-safe.  In the change from riveted to welded-plate girders, the safety factor protecting against brittle fracture in nonredundant load-path structures has weakened.  The inherent crack stoppers at interfaces between components of riveted structures do not exist in structures that are welded or repaired by welding.  Designers must therefore design fabricators must produce, and inspectors must examine relatively crack-free structures and ensure that they will not develop large cracks during their service lives.  This safe-life approach is an absolute requirement for nonredundant load-path structures.  Several examples of cracked structures that have not collapsed because of redundancy are given, and the effect of welded repairs is dicussed.  The paper illustrates the redundancy of several simple trusses with a discussion of bridge fires.  Strict application of these guidelines will force many designers to change to redundant load-path or component-redundant structures (e.g., bolted) in many instances, particularly in the short-span range, as alternatives to the additional material that may be required to avoid fracture. /Author/]]></description><pubDate>Wed, 30 Jan 1980 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/146518</guid></item><item><title>WELDED BRIDGES</title><link>http://pubsindex.trb.org/view/94901</link><description><![CDATA[WELDED BRIDGES CONSTRUCTED IN THE UNITED STATES, CANADA, AND IN FOREIGN COUNTRIES ARE REVIEWED, PARTICULARLY VARIOUS PRACTICES IN SPECIFYING STEEL MATERIALS, DETAILS OF DESIGN, AND METHOD OF CONSTRUCTION. THE RESULTS OF GERMAN FATIGUE TESTS ON WELDED BEAMS, FATIGUE PRACTICES IN GIRDERS AND STRINGERS OF RIVETED BRIDGES, AND THE REPAIRS THAT WERE MADE BY WELDING ARE PRESENTED.]]></description><pubDate>Sun, 19 Sep 1971 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/94901</guid></item><item><title>HIGH-STRENGTH BOLTS AS A MEANS OF FABRICATING STEEL STRUCTURES</title><link>http://pubsindex.trb.org/view/100605</link><description><![CDATA[IF THE TENSION IN THE RIVETS DUE TO THEIR COOLING WILL ENABLE A RIVETED JOINT TO FUNCTION BY VIRTUE OF THE FRICTION BETWEEN THE CONNECTED PARTS, IT WOULD SEEM THAT THE SAME RESULTS COULD BE OBTAINED IF THE RIVETS WERE REPLACED BY BOLTS IN WHICH TENSION IS INDUCED BY TIGHTENING THE NUTS. THE RESULTING BOLTED JOINT WOULD FUNCTION BY VIRTUE OF THE FRICTION BETWEEN THE PARTS THAT ARE CLAMPED TOGETHER BY THE BOLTS. MOREOVER, THE CARBON-STEEL RIVETS COULD BE REPLACED BY HIGH-STRENGTH BOLTS, THUS INCREASING THE POSSIBLE CLAMPING FORCE, AND ALSO INCREASING THE RESISTANCE TO SHEAR OF THE BOLTED JOINT TO A VALUE CONSIDERABLY GREATER THAN THE RESISTANCE TO SHEAR OF THE SIMILAR RIVETED JOINT. THUS IT WOULD SEEM FROM, (1) RATIONALIZATION, (2) LABORATORY TESTS, AND (3) OBSERVATIONS ON FIELD INSTALLATIONS; THAT STRUCTURAL JOINTS FABRICATED WITH HIGH-STRENGTH BOLTS NOT ONLY SHOULD BE, BUT ACTUALLY ARE, SUPERIOR TO SIMILAR JOINTS FABRICATED WITH HOT-DRIVEN RIVETS. THE FACTS SHOULD BE NOTED, HOWEVER, THAT IN ORDER TO OBTAIN THE GOOD RESULTS DESCRIBED FROM THE USE OF BOLTED JOINTS, IT IS NECESSARY THAT: (1) THE BOLTS BE MADE OF A STEEL HAVING A MINIMUM YIELD POINT OF THE ORDER OF 85,000 PSI. AND AN ULTIMATE STRENGTH OF A LEAST 105,000 PSI.; (2) THE NUTS MUST BE TIGHTENED SO AS TO PRODUCE A TENSION AT THE ROOT OF THE THREADS OF THE BOLTS EQUAL, APPROXIMATELY, TO THE YIELD POINT OF THE STEEL; (3) HARDENED STEEL WASHERS OF AMPLE THICKNESS MUST BE USED UNDER BOTH THE HEADS AND THE NUTS; (4) SUITABLE SEA#N]]></description><pubDate>Fri, 02 Jul 1971 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/100605</guid></item></channel></rss>