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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>Investigation into the deicing efficiency and self-healing capability of asphalt mixtures with aluminum dross powder and steel fiber</title>
      <link>https://trid.trb.org/View/2633389</link>
      <description><![CDATA[In winter, reduced friction between tires and icy roads increases accident risks. This study designs an asphalt mixture incorporating conductive waste materials aluminium dross powder (ADP) and steel fibre (SF) to accelerate ice removal. Under simulated −20 °C conditions, microwave heating is applied for 120 seconds to evaluate deicing efficiency. The results show that higher ADP and SF content increases the average surface temperature (AST) and ice-melting speed (IMS). The highest AST increased by 112.86%, while IMS improved by 73.6% compared to the reference sample. A linear relationship (𝑅² = 0.91) is observed between ADP-SF content and microwave heating efficiency. For the Self-healing (SH) effect, an indirect tensile test (IDT) is performed before and after damage. Strength values and moisture susceptibility are also determined. Accordingly, higher ADP and SF content during 60 seconds of microwave heating enhanced healing, but after 120 seconds, increased SF content reduces healing effectiveness.]]></description>
      <pubDate>Tue, 10 Mar 2026 09:56:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633389</guid>
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    <item>
      <title>Long-term deterioration mechanism of hot-dip aluminum coating exposed to a coastal-atmospheric environment</title>
      <link>https://trid.trb.org/View/1769525</link>
      <description><![CDATA[This study focused on the long-term corrosion mechanism of hot-dip aluminum (HDA) coating applied to a steel bridge exposed to a coastal-atmospheric environment. Aging HDA samples were taken from the actual bridge, and the corrosion product composition and morphology of the deterioration stages were investigated. The localized environmental assessment indicated that the surface orientation of the structural members led to a significant difference in salt accumulation and corrosion rate, with the most important influence being the rain-washing effect. Besides, open circuit potential, critical pitting potential, and aging sequence of different metallic phases were clarified. In addition, the long-term deterioration mechanism and pitting growth kinetics of aging HDA were speculated and verified with electrochemistry and elemental analysis.]]></description>
      <pubDate>Mon, 22 Mar 2021 10:34:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1769525</guid>
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    <item>
      <title>Characterization of 22MnB5 steel metallic coated with either hot-dip AlSi or electroplated ZnNi before and after hot stamping</title>
      <link>https://trid.trb.org/View/1595184</link>
      <description><![CDATA[The number of hot stamped components has been steadily increasing in the automotive industry. Press hardened steels (PHS) are generally used in hot stamping because, at the end of the process, the steel may achieve a tensile strength about 1,500 MPa. The hot stamping process consists of heating the steel blank at total austenitization temperatures and transferring it into the press tooling for forming and quenching simultaneously, and then to obtain a fully martensitic transformation. This transference step, from the furnace to the press, is a critical stage since it might promote steel oxidation. The application of metallic coatings avoids this event. The AlSi coating has been the most applied system on steel. However, alternative coatings, as ZnNi, are under development to keep up with the high demand. This study had the objective of characterizing and comparing the surface and transverse section morphologies in AlSi and ZnNi coatings, with scanning electron microscopy - SEM and energy dispersive spectroscopy - EDS techniques, before and after the hot stamping, and then, evaluating the effect of this process on coating morphologies. After the hot stamping, the coating layers change completely, due to the formation of different phases as a result of chemical element diffusion from the coating into the steel substrate and vice-versa. Cracks were seen in both AlSi and ZnNi coatings, but the cracks in the AlSi coating can be more critical due to the lack of cathodic protection.       ]]></description>
      <pubDate>Thu, 23 May 2019 10:23:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1595184</guid>
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      <title>New Coated Cast-In Liner to Improve Heat Transfer on Aluminum Blocks</title>
      <link>https://trid.trb.org/View/1461769</link>
      <description><![CDATA[Engine development activities are being driven forward primarily by the challenge of continuing to reduce CO2 and exhaust emissions. From the piston/liner system it is well known that Lube Oil Consumption (LOC) is affected by the bore distortion occurrences within Internal Combustion Engines (ICE) that usually demands a redesign on the piston ring pack not in favor to reduce friction losses. This article shows a potential solution to reduce bore distortion and oil evaporation through more efficient heat dissipation from combustion chamber to engine cooling system in a modern aluminum Spark Ignition (SI) block. Electroplated nickel coating applied to the external cast iron surface previous to the casting process enable a metallurgical diffusion layer with the aluminum block material and therefore improve heat conductivity in fired operation conditions compared to conventional cast iron liners. The improvement of the heat dissipation rate reduced the bore distortion and therefore LOC as proven by engine tests. In this paper, results of engine dyno tests to build up LOC maps using Real Time Lube Oil Consumption (RTLOC) by mass spectrometry are presented. The application of nickel coated liners showed LOC reduction up to 75% in certain engine operation conditions. Detailed information about the coating and diffusion layer of Fe-Ni-Al is also presented by Energy Dispersive X- Ray (EDS) and Scanning Electron Microscope (SEM). Finally comparative analysis of bonding strength on aluminum blocks and thermal conductivity measurements by thermocouples installed on aluminum blocks engine test is presented to consolidate the nickel coating technology.       ]]></description>
      <pubDate>Mon, 22 Oct 2018 15:59:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1461769</guid>
    </item>
    <item>
      <title>Future Regeneration Processes for High-Pressure Turbine Blades</title>
      <link>https://trid.trb.org/View/1505190</link>
      <description><![CDATA[In this paper, new technologies for repairing turbine blades are presented, in which the manufacturing processes and materials mechanisms are incorporated. Since the turbine blades taken into consideration here are components of high pressure turbines, the focus of this paper lies on nickel-based alloys. Depending on the size and form of the defects present on the blades, two procedures can be used for repairing turbine blades: brazing and/or cladding. In one approach, a hybrid repair brazing process was developed, in which the filler metal and the hot gas corrosion protective coating were applied by thermal spraying. Subsequently, a combined brazing and aluminizing process was carried out. In a second approach, a laser cladding process for crack repair was developed wherein single crystalline solidification of the cladding material was carried out.]]></description>
      <pubDate>Tue, 29 May 2018 16:05:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1505190</guid>
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    <item>
      <title>Corrosion of Spiral Rib Aluminized Pipe</title>
      <link>https://trid.trb.org/View/1225997</link>
      <description><![CDATA[Aluminized steel pipes are expected to have a long service life, e.g., 75 years. Spiral ribbed aluminized pipes (SRAP) have been widely specified and used by the Florida Department of Transportation (FDOT) for drainage of runoff water. Confidence in the long-term durability of SRAP has been challenged by recent unexpected early corrosion failures in various Florida locations. SRAP premature corrosion incidents have occurred in two modalities. Mode A has taken place in near-neutral soil environments and has been often associated with either gross manufacturing defects (i.e., helical cuts) or corrosion concentration at or near the ribs. Mode B took place in pipes in contact with limestone backfill, and corrosion damage was in the form of perforations, not preferentially at the ribs and not necessarily associated with other deficiencies. These failures motivated initial research as well as the continuation investigation reported here. The objectives of this work were to establish to what extent the Mode A corrosion incidents can be ascribed to manufacturing defects that can be rectified by appropriate quality control, as opposed to an intrinsic vulnerability to corrosion of regularly produced STAP due to ordinary forming strains, and to determine the mechanism responsible for Mode B corrosion, including the role that limestone backfill played in that deterioration. To achieve those objectives, laboratory experiments were conducted to replicate the conditions for Mode A and Mode B. Overall, the findings of this and previous work suggest that much of the corrosion damage observed in the Mode A incidents was promoted more by manufacturing deficiencies and less by any possible inherent susceptibility of corrosion at the ribs of SRAP that is produced following appropriate quality control. Experiments to explore the causes of Mode B corrosion showed that high pH values, sufficient to cause dissolution of the passive film on aluminum, can develop under exposure of limestone to flowing natural water. The findings substantiate for the first time an important vulnerability of aluminized steel in limestone soils and provide an explanation for the onset of rapid deterioration observed in the field under Mode B. The findings also provide strong evidence in support of service guidelines to disallow the use of limestone bedding for aluminized steel pipe, including SRAP.]]></description>
      <pubDate>Wed, 16 Jan 2013 13:23:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1225997</guid>
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    <item>
      <title>Characteristic Evaluation of Corrosion of Aluminum-Based Rigid Conductor Line</title>
      <link>https://trid.trb.org/View/813225</link>
      <description><![CDATA[This paper presents the results of accelerated corrosion tests on aluminum-based rigid conductor lines. Aluminum, while being a cost-effective and lightweight material for use in conductor lines in railroad tunnels, is also easily prone to corrosion. Using alkali water and saltwater spraying tests, the researchers measured the material characteristics of corrosion. Conclusions are given regarding countermeasures to prevent corrosion. Predicted lifetimes of aluminum bases in tunnel areas are also discussed.]]></description>
      <pubDate>Mon, 30 Jul 2007 08:30:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/813225</guid>
    </item>
    <item>
      <title>FORMULATION EFFECTS ON THE PERFORMANCE OF ALUMINIZED EPOXY MASTICS: STRESS MITIGATION</title>
      <link>https://trid.trb.org/View/729631</link>
      <description><![CDATA[This article discusses formulation design strategies proposed to optimize the performance of aluminized epoxy mastics on new and deteriorated steel structures. While popular for the overcoating of deteriorating lead-based paint systems on bridges and other structures where abrasive blasting is prohibited, these coatings have shown certain field performance deficiencies. Sections are devoted to: stress-induced delamination of existing composites, stress testing, corrosion resistance testing, and findings.]]></description>
      <pubDate>Fri, 19 Dec 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/729631</guid>
    </item>
    <item>
      <title>ALUMINIZED CODING STUDY FOR RETROFITTING IN-SERVICE SLIDE MATERIALS</title>
      <link>https://trid.trb.org/View/162794</link>
      <description><![CDATA[This report describes the work to develop a thermal-resistant reflective coating for the retrofit of in-service slides and slide/rafts. The report includes the experimental evaluation of commercially available reflective coatings and paints, ingredient-modification experiments, methods of application, physical properties tests, and retrofit cost estimate. The end product of this study resulted in a new aluminum polyurethane coating, BF Goodrich coating KE7620, suitable for retrofit purposes. (Author)]]></description>
      <pubDate>Wed, 21 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162794</guid>
    </item>
    <item>
      <title>DURABILITY ANALYSIS OF ALUMINIZED TYPE 2 CORRUGATED METAL PIPE</title>
      <link>https://trid.trb.org/View/654118</link>
      <description><![CDATA[The literature review and field studies portion of this investigation were completed by August 1995.  Both revealed myriad factors affecting culvert durability.  The literature review considered more than 140 research papers on or relating to the topic of culvert durability.  Of these papers, roughly 60 were considered further and are included in an annotated bibliography.  Many references are made in the report to past research efforts and conclusions from these papers.  Summaries of these conclusions include laboratory and field research on various culvert materials and durability methods.  These summaries are included to help in both the selection of pipe material and in the use of durability prediction methods.  Those papers presenting field data similar to that used in the present study (including pit depth, age, and original thickness) were consolidated into a database of information on more than 240 galvanized culverts.  The focus of field studies conducted during this investigation centered on the performance of Aluminized Type 2 culverts.  Of the 32 culverts inspected during this investigation, 21 culverts were part of a previous Federal Highway Administration study.  These culverts were located in Alabama and Oregon.  Eight culverts at five sites in Maine were added with the expansion of these field studies.  In situ field measurements of pH and resistivity were taken at each culvert. The abrasive situation at each culvert was characterized, including slope, flow velocity, and abrasive material.  Each culvert was photo-documented and many were videotaped for future reference.  Coupon samples were taken at each location for pit-depth analysis.  Soil samples were removed for laboratory resistivity measurements.  Conclusions from past research, the database, and present field studies have been used to evaluate current durability prediction methods.  Advantages and disadvantages of various culvert materials are discussed, with correlations drawn from the literature review and field studies.]]></description>
      <pubDate>Fri, 14 Jul 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/654118</guid>
    </item>
    <item>
      <title>COATING SYSTEMS FOR NON-FERROUS METAL SUBSTRATES--ALUMINUM</title>
      <link>https://trid.trb.org/View/542557</link>
      <description><![CDATA[This article presents a discussion of paint systems over aluminum substrates and the many applications in which that metal finds utility, focusing on the use and coating of aluminum within the general sphere of protective coatings.  In the transportation industry, aluminum is used for lightweight automotive components, truck and trailer bodies, recreation vehicles, high-speed trains, and aircraft (air frame and skin as well as other structural parts).  Aluminum has been used widely on rockets, missiles, and space vehicles.  In ship building, the metal is used in the construction of a wide range of vessels from tiny, aluminum-hulled pleasure craft, to the superstructure of oceangoing liners.  The range also includes numerous fishing vessels and warships.  Maximum corrosion resistance is secured from the purest aluminum.  For many engineering applications, because of its low strength, aluminum must be alloyed.  All of these alloys have reduced corrosion resistance compared with the pure aluminum, although the magnesium alloys are better in this respect than are the others and are preferred for hulls on pleasure craft.  High-strength alloys based on copper or zinc are less corrosion-resistant, but are favored in aircraft applications because of their strength.  Aluminum surfaces to be coated must be cleaned and pretreated before priming.  The most effective types of pretreatment employ chromate solutions. Historically, aluminum has been successfully coated after anodizing, conversion coating, or wash priming with a variety of coatings, most typically alkyds, phenolics, vinyls, and acrylics. Topcoats for aircraft are almost always aliphatic polyurethanes.]]></description>
      <pubDate>Thu, 07 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/542557</guid>
    </item>
    <item>
      <title>LIFE CYCLE ASSESSMENT COMPARISON OF STAINLESS STEEL AND ALUMINUM BUS BODIES</title>
      <link>https://trid.trb.org/View/536957</link>
      <description><![CDATA[The aim of this study is to compare environmental impacts of two different bus bodies during their life cycles.  The expected life time of the studied buses is 20 years, and their intended use is in city traffic.  Both bus body weights are 11% of total bus weights.  Stainless steel bus body is welded of ferritic AISI 409-type hollow section rectangular (RHS) beams.  Left side side-wall panels are AISI 409-type stainless steel, and sustenitic AISI 304-type stainless steel sheet is used in the right side of the bus body.  Side arcs of the roof are made of plastic coated carbon steel sheet.  Root material is 3003-H16 aluminum sheet.  Stainless steel bus body also includes styrofoam plates and decorative laminate.  The weight of the stainless steel bus body is 1144 kg (2522 lb) of which 789 kg (1739 lb) is AISI 409-sheet, 100 kg (227 lb) plastic coated carbon steel sheet, 83 kg (182 lb) aluminum sheet and 52 kg (114 lb) AISI 304-sheet.]]></description>
      <pubDate>Sat, 10 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/536957</guid>
    </item>
    <item>
      <title>DURABILITY OF SPECIAL COATINGS FOR CORRUGATED STEEL PIPE</title>
      <link>https://trid.trb.org/View/369260</link>
      <description><![CDATA[The report covers a literature search and review and a limited field study to update previous work related to corrugated steel pipe (CSP) and durability estimation (expected service life). The study, using plain galvanized (zinc coated) CSP as the base line, addresses additional coatings including nonmetallic (bituminous coated, bituminous coated and paved, polymers, fiber bonded, epoxy bonded and concrete lined) and other metallic coatings (aluminum-zinc (galvalume) and aluminum-coated type 2) that may be used to achieve a desired design life of at least 50 years.  The study is limited to storm drainage systems carrying naturally occurring surface water only.  The recommendations in the report do not apply to sanitary or industrial sewers or other conduits used to carry corrosive effluents.  The information collected in the study revealed that with additional coatings such as bituminous coated and paved, polymer coated (ethylene acrylic acid film) or concrete lined, under proper conditions, the expected service life of galvanized CSP can be extended to at least 50 years.]]></description>
      <pubDate>Fri, 30 Apr 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/369260</guid>
    </item>
    <item>
      <title>DESIGN AND APPLICATION OF ALUMINUM-CLAD CONTACT RAIL IN TRANSIT</title>
      <link>https://trid.trb.org/View/154759</link>
      <description><![CDATA[This paper gives some of the reasons why the Chicago Transit Authority elected to install aluminum-clad contact rail and relates what the experience with this rail has been to date.]]></description>
      <pubDate>Tue, 16 Sep 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154759</guid>
    </item>
    <item>
      <title>CORROSION PROTECTION OF STEEL; ZINC, ALUMINUM OR BOTH?</title>
      <link>https://trid.trb.org/View/148312</link>
      <description><![CDATA[This article lists the various advantages and disadvantages of both zinc and aluminium as corrosion inhibitors for steel plating.  The development of a new hot-dipping bath for steel using a mixture of the two, in the USA, and its subsequent application is described.  Tables showing comparisons of long-term performance tests for zinc (25 millimicron coating), aluminium (50 millimicron coating) and 55% Al-Zn (25 millimicron coating) from the USA and average coating thickness reduction data from the USA and Norway for the same materials are shown.  A third table shows results obtained from western Norway for one year's exposure in different atmospheric conditions and concentrations of sulphur dioxide, in the form of average rates of corrosion for zinc, aluminium and Galvalume.  The article concludes that 55% Zn-Al has two to four times the corrosion resistance of zinc, but has a poorer resistance than aluminium, while the aluminium is more difficult to apply along cut edges where it leaves a surface more vulnerable to rust in some cases than the 55% Zn-Al coating.  Order from BSRA as No. 52,145.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148312</guid>
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