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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>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>JOINING OF ALUMINUM ALLOYS 6009/6010</title>
      <link>https://trid.trb.org/View/213355</link>
      <description><![CDATA[Aluminum is recommended as the best alternative to steel in making lighter and more fuel-efficient automobiles.  The new Alcoa aluminum alloys 6009-T4 and 6010-T4 are discussed.  These alloys have good formability in the as-received condition and superior strength and dent resistance in the aged (-T6) condition which can be achieved in paint bake cycles.  The alloys are similar in composition and do not require scrap segregation.  They also provide improved welding characteristics through a combination of better metallurgical characteristics and lower and more uniform surface resistance.  The metallurgical factors and surface conditions which make these new alloys more effective are discussed, as well as applicable joining methods (spot welding, mechanical clinching, adhesive bonding, riveting, weldbonding, clinchbonding, and rivetbonding), procedures and the test results obtained.]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
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      <title>FATIGUE PERFORMANCE OF ALUMINUM JOINTS FOR AUTOMOTIVE APPLICATIONS</title>
      <link>https://trid.trb.org/View/213356</link>
      <description><![CDATA[Fatigue tests were conducted to evaluate several methods of joining aluminum sheet for automotive applications: resistance spot welds; gas metal arc (GMA) spot welds; fillet welds; rivets, mechanical clinching; bonding, and combinations of bonding with spot welding, riveting, and clinching.  Spot welded, riveted or clinched lap joints in 1.0 mm (0.040 in.) aluminum have fatigue strengths 1/2 to 2/3 those of spot welded joints in 0.8 mm (0.032 in.) steel.  Bonding in combination with these joining techniques produces joints having fatigue strengths equal to or higher than those of spot welded steel joints.  Simulated service exposures generally reduce long-life fatigue strength of combination joints.]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
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      <title>FASTENING AND JOINING TECHNIQUES: RECENT ADVANCES</title>
      <link>https://trid.trb.org/View/188115</link>
      <description><![CDATA[This article includes descriptions of a torque-to-yield system for bolt tightening, a stitch-folding gun for rapid fastening of the edges of sheet metal adhesive for metal joints that bonds sheet steel without degreasing or other surface treatment, and pressure-sensitive adhesive tapes.]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
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      <title>PROBLEMS OF THE SEALING OF BRIDGE STRUCTURES</title>
      <link>https://trid.trb.org/View/39643</link>
      <description><![CDATA[The increasing use of lighter prestressed concrete, the disappearance of previously standard protective layers for the concrete carriageway slab and the increasing use of thin bituminous surfaces call for special requirements as regards sealing. The following forms are common at the present time: mastic sealing with guss asphalt surfacing, metal strip sealing with guss asphalt and metal strip sealing with asphaltic concrete surfacing. The guss asphalt requires A steam pressure relieving layer to prevent blistering and must remain stable and free from cracks at all temperatures. Various steam pressure relieving layers such as glass wool, oiled paper, and crude cardboard and the problems arising during construction are described. Guss asphalt is preferred to asphalt concrete and mastic to metal strip which has to be renewed every time the asphalt is renewed. The best solutions to these problems are thought not yet to have been discovered. /TRRL/]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
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