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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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      <title>FHWA Bridge Coatings Technical Note: Personnel Protection During Bridge Paint Removal</title>
      <link>https://trid.trb.org/View/2659273</link>
      <description><![CDATA[Many steel bridges are currently in need of maintenance. Maintenance operations may range from small component replacement jobs to major maintenance activities including repainting. Many steel bridges in the highway system are coated with paint that contains toxic heavy metal pigments (e.g., lead, chromate) in varying concentrations. These metals can be hazardous to human health if inhaled or ingested in relatively small quantities in the form of dusts or fumes. It is important to take appropriate measures to protect workers and inspectors potentially exposed to these hazards. Protection measures are straight forward, and when followed, can protect personnel while allowing for safe and productive work.]]></description>
      <pubDate>Thu, 19 Feb 2026 17:04:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659273</guid>
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    <item>
      <title>Bridge Steel Coatings Tolerant of Minimal Surface Preparation</title>
      <link>https://trid.trb.org/View/2633876</link>
      <description><![CDATA[In 1993 and 1994, the Occupational Safety and Health Administration (OSHA) and the Environmental Protection Agency (EPA) initiated regulations that radically altered practices in the paint industry. Many of these measures apply to lead abatement, practices devised to eradicate lead-based paint hazards. These changes in legislation are designed to promote domestic, worker and environmental safety. The organizations that must implement these changes are finding that complying with the new rules are complicated and extremely expensive. The Oklahoma Department of Transportation (ODOT) selected seven bridges to overcoat with coating systems that meet the new standards for evaluation. The systems selected require minimal surface preparation, that is, removal of loose debris and dirt instead of the removal of an existing paint system on the steel beams, prior to application. Research, Development and Technology Transfer of ODOT monitored the application of several different paints to these bridges. An eighth bridge was cleaned using an abrasive cleaning method then coated with a lead-based paint that no longer meets the new regulations; this will be the control bridge for this study. This construction report presents the observations and application procedures of these coating systems to the above-mentioned bridges with emphasis on compatibility testing, SSPC SP2, SSPC SP3 and SSPC SP6 standard cleaning methods, construction procedures, and cost analysis.]]></description>
      <pubDate>Sat, 03 Jan 2026 10:54:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633876</guid>
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    <item>
      <title>Guidelines for Cost-Effective Lead Paint Removal</title>
      <link>https://trid.trb.org/View/2108271</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) sponsored a workshop to identify critical issues and to develop guidelines for removing lead paint from highway bridges. About 45 representatives of highway and regulatory agencies and private industry identified, analyzed and gave recommendations for critical issues relating to Technology and Regulations as follows: Technology Issues: Procedure for Prioritizing Bridge Maintenance Painting Needs; Evaluating the Effectiveness of Overcoating; Evaluating Life Cycle Costs for Bridge Coatings; Performance Criteria for Containment Structures and Systems; Evaluating Productivity and Effectiveness of Surface Preparation Methods; Guidelines for Renovation, Demolition and Other Activities Disturbing Lead Painted Steel; Assuring Adequate Inspection of Lead Paint Removal Projects; Safety and Health Guidelines for Lead Paint Removal. Regulatory Issues: Uniformity and Reciprocity of State Training Requirements; Quality and Content of Lead Paint Abatement Training Courses; Public Exposure to Lead Debris from Bridge Maintenance; Project Design Criteria Based on Risk Assessment; Air Monitoring Protocols; Applicability of Federal Air Regulations; Soil Sampling; Specifications for Worker Protection; Medical Surveillance; Assigned Protection Factor for Abrasive Blast Helmets; Uniform Worker Lead Exposure Sampling and Assessment. Guidelines were developed to assist highway and bridge agencies in planning and managing a program to remove lead paint and to maintain bridges both cost-effectively and in compliance with environmental and health regulations. The guidelines include the following sections: Developing Strategy and Specification Requirements; Specifying Full Removal and Repainting; Specifying Spot Repair and Overcoating; Contracting and Inspection Practices; Sources of Information; Costs and Funding.]]></description>
      <pubDate>Sun, 12 Feb 2023 18:45:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2108271</guid>
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    <item>
      <title>Metal contamination of intertidal sediment and macroalgae in an area impacted by paint from abandoned boats</title>
      <link>https://trid.trb.org/View/2003990</link>
      <description><![CDATA[Metals commonly employed in boat paint (Ba, Cr, Cu, Pb, Sn and Zn) have been determined in 63-μm-fractionated intertidal sediments and in Ulva lactuca and Fucus vesiculosus sampled in the vicinity of abandoned vessels. Metal concentrations in sediment were elevated but highly variable, both between sites and amongst replicates from the same site (e.g., mean Cu ~ 100 to 1200 mg kg−¹; mean Pb ~ 130 to 6900 mg kg−¹) due to heterogeneous contamination by metal-rich boat paint particles. Concentrations of all metals except Zn were higher in U. lactuca than F. vesiculosus but in both species metal levels were also elevated and variable. These observations were attributed to contamination by sediment particles and physical and chemical interactions between fine, suspended or deposited paint particles and the algal surface. The latter interactions act as a means by which boat paint metals may enter the foodchain.]]></description>
      <pubDate>Thu, 22 Sep 2022 14:06:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2003990</guid>
    </item>
    <item>
      <title>Spot, Zone, and Overcoat Painting of Steel Bridges</title>
      <link>https://trid.trb.org/View/1877386</link>
      <description><![CDATA[Over the past 25 to 30 years steel bridges in Kentucky have gradually had their lead-based coatings removed and replaced, typically with zinc-based systems. Many systems are reaching their end of service lives and need to be replaced. Others are in various stages of degradation. When considering the cost of complete coating removal and replacement, it is necessary to consider less expensive options, such as spot, zone, and overcoat painting. Removal and replacement (maintenance) painting typically lasts 20 years. To maintain protective coatings on KYTC’s 1,100+ steel bridges would require painting 50 bridges per year. Cost savings can be realized by performing coating condition assessments to identify steel bridges for spot, zone, and/or overcoat painting and by developing painting strategies that include single coat and two-coat systems. ]]></description>
      <pubDate>Wed, 08 Sep 2021 11:04:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1877386</guid>
    </item>
    <item>
      <title>Handling Issues for Lead and Asbestos in Bridge Construction</title>
      <link>https://trid.trb.org/View/1584757</link>
      <description><![CDATA[The goal of this research was to survey the state of the regulatory environment and common practices in other state departments of transportation (DOTs) to learn how other states deal with the issue of lead-based paint (LBP) and asbestos-containing materials (ACM) in bridge maintenance and repair for the state’s 32,000 existing bridges. The survey included 40 questions to all 50 state DOTs, with 39 responding. The survey responses were evaluated to formulate primary recommendations intended to decrease Texas Department of Transportation (TxDOT) liability in the short term. Among the primary recommendations were to train TxDOT personnel on appropriate Occupational Safety and Health Administration (OSHA) regulations, limit TxDOT worker exposure to hazardous materials, and establish oversight of contractor controls and safety protocols. The study also led to several secondary recommendations to designed to limit TxDOT liability in the long term, such as conducting a study of all bridges to determine the exact location, quantity, and nature of both LBP and ACM, conduct a study of ambient air monitors to measure airborne lead concentrations, and determine the economics of encasing ACM and LBP wastes in concrete.]]></description>
      <pubDate>Wed, 27 Feb 2019 09:39:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1584757</guid>
    </item>
    <item>
      <title>Field Methods for Determining Lead Content in Bridge Paint Removal Waste</title>
      <link>https://trid.trb.org/View/1299547</link>
      <description><![CDATA[The removal of paint from bridges and other structures is a significant issue facing transportation agencies because of the presence and potential for release of lead and other contaminants upon disposal. A large percentage of the bridges are reaching a critical level of deterioration, resulting in management issues for paint waste. The New York State Department of Transportation (NYSDOT) applies a conservative approach by assuming all waste generated from bridges previously painted with lead-based paint (LBP) is hazardous. Therefore, an approach that provides accurate in-situ characterization of the waste classification would be beneficial. The goal of this project is to develop a rapid and cost-effective method that can provide an accurate characterization of waste classification. With 11 Regions and 2,385 bridges rehabilitated and subsequently repainted after NYSDOT stopped using LBP on bridges (after 1988), 24 bridges from across the NYS were selected for this study based on Sampling Theory (Deliverable Task 1). The literature review demonstrated that elevated metal concentrations in paint waste have resulted in leaching that exceeds toxicity characteristic (TC)  concentrations; however, models to predict leaching behavior have not been developed (Deliverable Task 2). Field portable X-ray fluorescence (FP-XRF) (Deliverable Task 3) was applied to quantify Resource Conservation and Recovery Act (RCRA) metals (i.e., As, Ba, Cr, Cd, Pb, Hg, Se, and Ag) along with iron and zinc in paint waste samples (Deliverable Task 4), while Hach DR 2800 field portable spectrophotometer (Deliverable Task 3) was employed for measuring dissolved and total lead concentrations in bridge wash water (Deliverable Task 5). Leaching behavior of the paint waste was evaluated with the U.S. Environmental Protection Agency (U.S. EPA) toxicity characteristic leaching procedure (TCLP) and multiple extraction procedure (MEP) (Deliverable Task 6). Elevated Pb (5 to 168,090 mg kg-1), Cr (21 to 10,192 mg kg-1), and other metal concentrations were observed in the paint samples. However, 48 out of 51 samples passed the TCLP test, while 19 out of 24 samples revealed concentrations less than the TC level in the MEP study. These results are attributed to the use of iron-based abrasives (steel grit) in the paint removal process. Trace metals are sequestered through  interactions with the steel grit surface resulting in reduced leachable concentrations (less than the TC limit). Using the suite of analyses including sequential extraction procedure (SEP), X-ray diffraction (XRD), and field emission scanning electron microscopy (FE-SEM), iron oxides were observed on the steel grit surface and are important surfaces affecting the degree of metal leaching from the paint waste  (Deliverable Task 6). Given an understanding of mechanistic processes along with a demonstrated analysis of variables through principle component analysis (PCA), statistically-based models for leaching from paint waste were developed (Deliverable Task 7). The statistical models demonstrated 96 percent of the data fall within the 95% confidence level for Pb (R2 0.6 – 0.9, p ≤ 0.01), Ba (R2 0.6 – 0.7, p ≤  0.1), and Zn (R2 0.6 – 0.7, p ≤ 0.01), although the regression model was not significant for Cr leaching (R2 0.5 – 0.7, p ≤ 0.75). The models have applicability over a wide range of total metal concentrations. A practical advantage in applying models developed is the ability to estimate contaminant leaching from paint waste without additional laboratory studies including the U.S. EPA TCLP. Therefore, the statistically-based models developed are a powerful approach for predicting metal leaching and therefore waste classification.]]></description>
      <pubDate>Fri, 28 Feb 2014 13:32:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1299547</guid>
    </item>
    <item>
      <title>Is Lead Dead? A Look Back and a Look Forward at 20 Years of Bridge Painting Under the OSHA Lead in Construction Interim Final Rule and Other Related Standards</title>
      <link>https://trid.trb.org/View/1252669</link>
      <description><![CDATA[This article looks back at the Occupational Safety and Health Administration (OSHA)'s standard for protecting construction workers from lead exposure (29 CFR 1926.62), on the occasion of the standard's 20th anniversary. The author reports statistics on violations of the standard among painting and other construction trades, reports on health risks posed by lead exposure, summarizes findings on blood lead levels, and reviews 1926.62 and related regulations affecting lead exposure. In addition, the article offers recommendations and questions for those involved with lead paint removal on bridges and other structure.]]></description>
      <pubDate>Mon, 17 Jun 2013 14:16:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252669</guid>
    </item>
    <item>
      <title>System Chemistry To Control Potential Environmental and Safety Hazards of Recycled Concrete Aggregate with Lead-Based Paint</title>
      <link>https://trid.trb.org/View/1125540</link>
      <description><![CDATA[The lead (Pb) content of concrete is often a concern to project managers and environmental regulators. Waste reduction policies give an incentive to limit landfilling of demolition debris, but many material recycling scenarios involve some environmental exposure to crushed concrete. This work observed a demolition project to investigate relative Pb concentrations and solubility of Pb in runoff water. Painted walls were sampled before demolition; mass of concrete was calculated; and a projected Pb concentration for total demolition debris was calculated. An extraction experiment was designed to mimic the environmental performance of using crushed concrete as a paving material for parking lots. This experiment showed that, for expected levels of Pb, very little of the heavy metal moved. Levels of Pb in runoff water remained below drinking water standards. Also, after exposure to a simulated 2 years of rainfall, the concrete retained very high alkalinity, which limits the action of acidic rain.]]></description>
      <pubDate>Wed, 28 Dec 2011 08:00:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125540</guid>
    </item>
    <item>
      <title>Study of lead based paint removal from elevated structures</title>
      <link>https://trid.trb.org/View/934810</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 29 Sep 2010 10:59:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/934810</guid>
    </item>
    <item>
      <title>Overcoming Challenges While Removing Lead Paint from the Hal Adams Bridge</title>
      <link>https://trid.trb.org/View/813179</link>
      <description><![CDATA[The Hal Adams Bridge, spanning the historic Suwannee River outside Mayo, FL, is the only suspension bridge in the state. During a routine bridge inspection and assessment in 2001, the Florida Department of Transportation selected the bridge to be repainted. In the years after selection for repainting, a coating assessment of the existing lead-based coating system was performed, plans and specifications were developed, a construction engineering and inspection team was formed, and the project was opened to bidding. This article gives a brief background into the project intent, specification development, and documents its planning, design, and execution in the field. A history of the actual field experiences and lessons learned are given from the view of the owner and 3rd party inspection firm. The real world challenges faced in meeting the design goals during construction are emphasized.]]></description>
      <pubDate>Fri, 20 Jul 2007 09:55:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/813179</guid>
    </item>
    <item>
      <title>Remediation and Stabilization of Soils Contaminated by Lead Resulting from the Removal of Paint from Bridges</title>
      <link>https://trid.trb.org/View/787492</link>
      <description><![CDATA[Lead (Pb)-based paints are commonly used for painting steel bridge structures. Soils in the immediate vicinity of older bridges have been contaminated with Pb as a result of normal weathering and peeling of the paint coupled with removal prior to repainting. The objectives of this project were to assess the extent of Pb contamination near highway bridges and to evaluate phytoremediation and immobilization as means of remediation. The authors examined soils in the vicinity of approximately 20 bridges in Indiana that had been repainted recently and were known to have been painted originally with Pb-based paint. They found only three bridges in which the extensive areas of soil were contaminated by Pb in concentrations greater than 400 mg/kg. Two of these sites were used for this project. In the field study, soluble phosphate was added to the soil and transformations of Pb were monitored using chemical extractants. Simultaneously, sunflowers were grown in the field to test the feasibility of phytoextraction for these conditions. Phosphate additions were effective in significantly reducing bioaccessible Pb, but the sunflowers were unable to remove Pb from the soils. A laboratory study using columns of contaminated soils demonstrated the very low mobility of Pb in soils. The recommendation from this study is that the immediate vicinity of recently painted bridges be tested for Pb in the soils. Elevated concentrations can be treated with soluble phosphate to reduce bioavailability of Pb.]]></description>
      <pubDate>Fri, 25 Aug 2006 10:56:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/787492</guid>
    </item>
    <item>
      <title>Disposal of Bridge Paint Residue</title>
      <link>https://trid.trb.org/View/784345</link>
      <description><![CDATA[Paint residue generated by bridge maintenance painting commonly contains lead requiring the residue to be disposed of as a hazardous waste.  Several alternatives are being investigated in this study, chemical stabilization and recycling as options for the Kentucky Transportation Cabinet (KYTC) to consider in addressing the waste stream generated by bridge maintenance painting operations.  In the initial portion of this study, four chemical stabilization materials were identified as candidates for experimental/demonstration projects entailing maintenance painting.  A recycling option was also provided.  An experimental bridge painting project was led by KYTC to investigate the use of two chemical stabilizers and the recycling option.  The results of that effort are discussed including chemical analyses, progress of work, and resulting costs. Recommendations are provided for additional testing of chemical stabilizers.]]></description>
      <pubDate>Fri, 14 Jul 2006 15:49:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/784345</guid>
    </item>
    <item>
      <title>For the Birds: Suspension Bridge Painting Demands Gentle Handling of Its Resident</title>
      <link>https://trid.trb.org/View/782890</link>
      <description><![CDATA[A paint removal, recoating, deck replacement and seismic retrofitting of a suspension bridge in Oregon was made more complicated by the presence of an endangered Peregrine falcon who had nested on one of the piers.  The project was determined necessary by the deterioration of the existing lead-based coating system and evidence of corrosion.  The contractor was given a year to complete the project, to work around the falcon's nesting season, and when the coatings work began, the Oregon Department of Transportation and the Audubon Society removed the nest and eggs.  Due to the removal of lead-based paint, a containment system was implemented, and air monitoring was conducted throughout the project.]]></description>
      <pubDate>Mon, 03 Jul 2006 08:11:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/782890</guid>
    </item>
    <item>
      <title>Partnership Was Key in Benjamin Franklin Bridge Painting Project</title>
      <link>https://trid.trb.org/View/778733</link>
      <description><![CDATA[This article reports on the steps taken to safely remove lead-based paint from the Benjamin Franklin Bridge, a major highway/commuter railway bridge that connects Philadelphia, PA, with Camden, NJ.  The authors describe the application of a new long-lasting protective coating system used on this bridge.  They address project phasing by the owner and coordination with the commuter train to keep costs down and to minimize inconvenience to the public.  The work was phased into five different projects over an eight-year period; the authors report on the activities and lessons learned during the first four phases which are now complete.  Specific topics covered include project planning, the containment system used, dust collection equipment, environmental monitoring, and worker protection, notably safety and blood lead concerns.  Key elements to this success include: advance planning with regulators, community awareness, clear specifications, phased contracting, contractor planning and innovation, and cooperation between owner, consultant, and contractors.]]></description>
      <pubDate>Mon, 27 Mar 2006 07:56:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/778733</guid>
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