<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7TWFya2luZyBtYXRlcmlhbHMmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtNYXJraW5nIG1hdGVyaWFscyZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Pavement Marking Selection Process for State and Local Roads</title>
      <link>https://trid.trb.org/View/2704030</link>
      <description><![CDATA[Pavement markings are essential for guiding road users on both state and local paved roads during the day and night and under various weather conditions. The choice of pavement marking materials—such as wet retroreflective and retroreflective media—depends on several factors. These factors include the cost of materials, durability requirements of the roadway, presence of street lighting, presence of rumble strips, type of pavement, average daily traffic (ADT), contractor availability, snowplow operations, functional classification of the roadway, and its general location. Additional considerations may involve whether to recess the markings or provide contrast markings. Given these variables, the pavement marking type selection is inconsistent across the four Regions of the South Dakota Department of Transportation (SDDOT).

A research project is needed to identify which pavement markings are most effective for state and local roads. It is also important to consider autonomous vehicles (AVs), Automated Driving Systems (ADS), and Advanced Driver Assistance Systems (ADAS)—such as lane departure warning (LDW) and lane keeping assistance (LKA)—when choosing pavement markings. These technologies, which utilize cameras and sensors to detect pavement markings, have the potential to significantly reduce crashes caused by human error and distracted driving.

By establishing a standardized approach to selecting pavement markings, implementing maintenance strategies and asset management practices, and providing training across the state, we can enhance road safety by leveraging these advancements. A pavement marking selection tool, matrix, guide, and/or decision tree, along with asset management practices and training resources, are necessary to assist state and local government agencies in choosing and maintaining pavement markings based on various pavement types, traffic conditions, roadway characteristics, and functional classes, all while complying with the Manual on Uniform Traffic Control Devices (MUTCD) 11th Edition. 

This research will examine each type of pavement marking, new and emerging options, application rates, installation processes, maintenance schedules after initial placement, asset management practices, training practices, and life cycle cost analysis (LCCA).
]]></description>
      <pubDate>Wed, 20 May 2026 10:52:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2704030</guid>
    </item>
    <item>
      <title>Predicting Retroreflectivity Degradation of Pavement Marking Using a Bayesian Ordered Logit Model</title>
      <link>https://trid.trb.org/View/2701298</link>
      <description><![CDATA[Adequate pavement marking retroreflectivity RL is crucial in enhancing road safety, and cost-effective marking restriping planning requires RL deterioration models and service life estimation. This paper presents the Bayesian ordered logit model that incorporates Markov Chain Monte Carlo simulation to predict the degradation trend in RL using data collected from representative highways in Wyoming. The results indicate that the marking age and characteristics, geometric locations, pavement surface, traffic volume, and snowplow operations are the significant factors affecting pavement marking degradation. The results indicate that the lane line and center line are more prone to degradation compared with the edge line. In addition, the degradation rate is higher for white markings than for yellow markings and in the curve section compared with the straight section. Cumulative traffic, truck traffic passage, and snowplow operation also significantly affect RL degradation. The outcomes derived from the distinct models reveal substantial differences among the three functional classification models and justify investigating separate models. By integrating the random intercept into the modeling process, the analysis found a notable presence (from 22% to 31%) of unobserved heterogeneity within the same route, a crucial aspect that ensures the attainment of accurate and unbiased results. This paper also proposed a prediction equation to determine pavement marking service lives and reveals that the service life of different materials varies based on road classification, marking material, and line position. The proposed model is readily implementable and can assist pavement marking management by effectively scheduling restriping and maintenance periods for different materials.]]></description>
      <pubDate>Fri, 15 May 2026 09:18:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701298</guid>
    </item>
    <item>
      <title>Development of a Device to Evaluate the Retro-Reflective Performance of Pavement Marking Materials</title>
      <link>https://trid.trb.org/View/2683251</link>
      <description><![CDATA[The objective of this research study was to investigate possible techniques for measuring the brightness of the retro-reflective pavement markings on a highway surface. The measurements were to be made during daylight hours and from a moving vehicle. A practical field device, or instrument, was then to be designed and developed. During the course of the project, one major change was made in the objective. This was to measure the contrast of the stripe to its background rather than stripe luminance only. A bench prototype of the optical system and the servo controlled tracking system has been constructed and tested in the laboratory. This report discusses the system requirements, the design approaches considered, the prototype tracking system and the proposed design of the complete device.]]></description>
      <pubDate>Mon, 20 Apr 2026 18:10:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2683251</guid>
    </item>
    <item>
      <title>Evaluation of Cement-Based Pavement Markings</title>
      <link>https://trid.trb.org/View/2689760</link>
      <description><![CDATA[Pavement markings provide continuous safety information to roadway users related to the roadway alignment, vehicle positioning, and other important driving-related tasks. During nighttime hours on many roadways, pavement markings are the only roadway asset to guide and regulate traffic, and their visibility becomes even more critical during nighttime wet conditions. Additionally, today pavement markings must be visible not only to human drivers but also to the machine vision technology of Advanced Driver Assistance Systems (ADAS) common in many vehicles.
For these reasons, it is important that pavement markings are performing well and are both durable and retroreflective (provide nighttime visibility) to aid with safe roadway navigation. However, there are many factors that can affect pavement marking performance, such as the environment, traffic, and winter maintenance practices. The Vermont Agency of Transportation (VTrans) experiences significant challenges with all of these factors. Vermont’s climate, which has low winter temperatures and harsh freeze-thaw cycles, places considerable strain on a pavement marking material’s capacity to remain bonded to the pavement surface. The repeated freeze-thaw cycles have caused marking materials to crack or peel. The tire abrasion from high traffic volumes, especially heavy truck traffic, accelerates wear on pavement markings, and winter maintenance practices, particularly in northern states like Vermont, significantly impact the longevity and effectiveness of pavement markings. The frequent mechanical abrasion from snowplows accelerates marking degradation, and deicing agents cause chemical degradation such as fading, stripping, and surface damage.
Besides the potential safety risks to roadway travelers, there are other consequences for rapidly deteriorating pavement markings. The financial costs to VTrans for frequently replacing markings can be significant. Costs include not only the material, equipment, and labor for installation, but also the administrative costs for programming and managing striping contracts, as well as indirect economic costs for disruption to traffic. The traffic disruption can also have a negative impact on the traveling public, such as traffic congestion, delays, and driver frustration.
However, a relatively new pavement marking material, a polymer modified cement pavement marking called Enduramark, has a high potential for being more durable than most other marking materials. The cement-based marking has performed well for over three years in heavy snowplow environments. With a longer service life, it also has the potential for having a highly competitive annualized cost. The purpose of this study is to conduct a measured evaluation of the Enduramark’s performance on VTrans roadways, determine an estimated service life, and from the service life calculate the material’s annualized cost. The study will support the Agency’s Strategic Plan Goal 2: Grow Vermont’s economy by providing a safe, reliable, and efficient transportation system in a state of good repair.]]></description>
      <pubDate>Wed, 08 Apr 2026 09:40:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689760</guid>
    </item>
    <item>
      <title>Degradation behaviour and anti-UV ageing method of sustainable road marking materials for strong UV light area</title>
      <link>https://trid.trb.org/View/2643500</link>
      <description><![CDATA[In the service process, hot-melt road marking materials (HMRM) are primarily subjected to light and oxygen ageing. This is supplemented by the addition of toughening agent, viscosity-reducing agent, warm mixing agent, etc., to prepare HMRM. The changes in chemical components and the decay law of performance during Ultraviolet (UV) ageing are analysed through UV ageing tests. The influence of Layered Double Hydroxides (LDHs) on the anti-UV ageing performance of HMRM is investigated, revealing the mechanism of UV ageing in HMRM. The pavement performance, UV aging mechanism, and high-altitude application of HMRM were tested and analysed. The results indicate that UV ageing has little effect on the compressive strength of the HMRM but significantly reduces its low-temperature crack resistance. The alkane index of the HMRM with added antioxidant decreases slowly, while the C?=?O index and C-O index increase slowly, and the ageing rate decreases significantly. After ageing, the alkane macromolecular chain fractures or crosses, leading to the generation of oxygen-containing groups, such as carbonyl, carboxyl, peroxygen groups, and so on. These structures can shield most of the UV radiation and significantly enhance the HMRM's anti-aging properties. Both the workability and road performance of HMRM are improved by the modification method.]]></description>
      <pubDate>Sun, 22 Feb 2026 14:58:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643500</guid>
    </item>
    <item>
      <title>Microplastics from road markings: the loss of drop-on glass beads as a signal of emissions</title>
      <link>https://trid.trb.org/View/2647827</link>
      <description><![CDATA[Abrasion of road markings was reported as a meaningful sources of microplastic pollution. Whereas field research indicated that it was a rare event because of the protective role of glass beads always strewn on the surface of road markings, laboratory research under controlled conditions was due. To fulfil this knowledge gap, two exemplary road marking paints were tested with a wear simulator and the collected abraded material was analysed for the presence of microplastic particles. The outcome indicated major dissimilarities between the paints in terms of resistance to abrasion and a clear correlation between the extraction of the glass beads from the film and the emissions of microplastics. Hence, the protective role of glass beads was confirmed: if renewed promptly, road markings should be considered as negligible contributors to microplastic pollution.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647827</guid>
    </item>
    <item>
      <title>Literature overview of road marking performance with emphasis on application technique and used materials</title>
      <link>https://trid.trb.org/View/2627539</link>
      <description><![CDATA[Road markings represent an essential element of effective traffic management, serving as visual guidance for drivers and playing a key role in road traffic safety. The primary objective of this article is to provide a comprehensive overview of the most relevant previous research related to the performance of road markings, with a particular focus on their durability and skid resistance, depending on the application techniques and materials used. Utilizing the PRISMA methodology and the "Snowballing" method, the literature review encompassed scientific articles published in journals and conference proceedings. The articles were divided into two main groups according to their research focus: (1) articles dealing with the durability of road markings depending on the material and method of application (24 articles), and (2) articles addressing the skid resistance coefficient of road markings depending on the materials used (5 articles). The results of the analysed studies significantly contribute to the optimization of road marking maintenance; however, further research is required to verify and expand the proposed models. Future studies should consider model validation on a larger sample of roads from different climatic regions, as well as the inclusion of additional variables such as the quality of glass beads, type and condition of the road surface, salt application, incorporation of anti-skid particles, and similar factors. This would ensure greater applicability and accuracy of the models under varying conditions, ultimately contributing to the optimization of road marking maintenance and the enhancement of road traffic safety.]]></description>
      <pubDate>Tue, 27 Jan 2026 16:16:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2627539</guid>
    </item>
    <item>
      <title>Damage to glass beads in road markings caused by the exposure to traffic</title>
      <link>https://trid.trb.org/View/2627498</link>
      <description><![CDATA[Road markings – a speciality industrial maintenance coating featuring a combination of paint and glass beads layers – play a crucial role in providing visual guidance to drivers. When exposed to traffic, they undergo deterioration and lose functional properties. Their durability depends on the choice of the materials, with a special role played by the glass beads, which under the exposure to the tyres of passing vehicles undergo physical damage and can become extracted from the paint film. To better understand the damage that exposure to traffic causes to road markings and the glass beads, samples from a field study, after an exposure to circa 0.9 million vehicle passes, were collected and analysed in laboratory under microscope. Evaluation of the images taken under optical and scanning electron microscopes revealed dissimilar extent of glass beads loss from the film, depending on the utilised paint layer material and the traffic load. Physical damage to the surface of glass beads was clearly seen. In addition, dirt accumulation on the glass beads surface, on the paint surface, and in the cracks that formed around the glass beads and between them was observed. Analysis of a cross-section of a collected sample showed formation of fractures around the glass beads and their propagation into the paint matrix – this gave new insights into the process of deterioration of road markings. Both cohesive paint-paint and adhesive paint-glass beads failures were present, depending on the material. While the research and field testing continue, the preliminary results given herein contribute toward understanding of the behaviour of road markings under traffic.]]></description>
      <pubDate>Fri, 09 Jan 2026 14:44:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2627498</guid>
    </item>
    <item>
      <title>SPR-5035: Evaluation and Classification of Temporary Traffic Paints and Adhesives Based on Their Ease-of-Removal Characteristics, and Development of New Temporary Traffic Paint Formulations to Meet INDOT Needs</title>
      <link>https://trid.trb.org/View/2630516</link>
      <description><![CDATA[Temporary traffic markings guide vehicles during construction but must be effectively removed afterward to avoid confusion and safety risks from ghost markings. Removal methods often trade off between complete removal and pavement damage, with no clear guidelines. This project will evaluate Indiana’s current markings and removal methods,
classify them by effectiveness and pavement damage, propose modifications to Indiana Department of Transportation (INDOT) specifications on the preferred removal method as a function of temporary marking type and pavement type, and develop design guidelines for the selection of temporary marking, as a function of the pavement type and potential removal methods available.]]></description>
      <pubDate>Tue, 25 Nov 2025 09:25:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630516</guid>
    </item>
    <item>
      <title>Study the Impacts of Caltrans Thermoplastic Stripe, Markings and Pavement Markers To Microplastic Pollution and Develop Potential Solutions</title>
      <link>https://trid.trb.org/View/2607904</link>
      <description><![CDATA[Microplastic (MP) pollution has emerged as a critical environmental concern due to its pervasive presence and harmful impacts on human and environmental health. MPs, defined as plastic particles ranging from 1 nm to 5 mm, are problematic because of their ability to disperse widely across ecological habitats. Recent studies have illuminated roadways as a significant source of MPs, yet current best management practices for stormwater are not designed to address MP removal. This emphasizes the urgent need for solutions to mitigate MP pollution from transportation activities. Thermoplastic paint used in roadway markings and striping has been known as one source of MP pollution and the primary goal of this study was to quantify and characterize MP pollution from California Department of Transportation (Caltrans) facilities using samples of stormwater and roadway sweeping materials. The first street sweeping samples were taken on November 14, 2023, and stormwater samples were collected on February 19, 2024, and March 23, 2024, after the first local rain events. Each sample was deposited into a MPs treatment system’s chamber, and then processed in a vortex separator. The results revealed that high number of MP counts were observed in the 45 to 1,000 μm size, and small particles (< 300 μm) were more mobile during storm events. Sweeping samples (11 classes) exhibited greater polymer diversity than stormwater samples (5-6 classes), and a strong correlation (r = 0.79, p < 0.05) between MPs in sweeping debris and March stormwater confirmed roadway-origin MPs were mobilized during rainfall. MP concentrations in stormwater varied from 83 to 157 MPs/L, which may be influenced by storm patterns, cleaning schedules, and sampling conditions. MPs of concern included polyolefins (polyalkenes), such as polyethylene (PE) and polypropylene (PP), as well as ‘other plastics’, which were present in large fractions in all environmental samples. The vortex separator achieved a 69.7% MP removal efficiency at 12 gpm, a system capacity, which was close to the MP target removal of 70%. However, the MPs removal efficiency dropped notably for particles in the 45 – 100 μm range, 14.0% ± 12.7%. A multivariable regression analysis for predicting MP removal by vortex separator identified a particle size parameter as the most significant factor influencing MP removal. Also, the settling compartment demonstrated high solids removal, not MP removal, percentage (> 99%) for particles > 100 μm. The solid removal performance of settling compartment declined at higher flow rates and for smaller particles.]]></description>
      <pubDate>Tue, 28 Oct 2025 16:54:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2607904</guid>
    </item>
    <item>
      <title>Balancing workability and removability of road markings with microwave-absorbed bitumen emulsion: Performance optimization and field validation</title>
      <link>https://trid.trb.org/View/2578673</link>
      <description><![CDATA[To address the challenges of low efficiency, environmental pollution, and pavement damage associated with the frequent replacement of road marking in highway expansion and renovation projects, a novel approach utilizing microwave-absorbed bitumen emulsion (MA-BE) as a tack coat between pavement and marking was proposed. The method was investigated in combination with microwave heating technology for the non-destructive removal of marking. This study aims to address the stability challenges of MA-BE by optimizing the type of bitumen emulsion and solid content. Stability performance was assessed through solubility test, storage stability test, and energy dispersive spectroscopy (EDS)-Mapping-image processing integration. Mechanical properties were evaluated using strain sweep and binder bond strength test, while microwave heating performance was analyzed by coordinating a microwave oven with an infrared thermography camera. Field trial sections were conducted to investigate the impact of controlling the solid content of slow-breaking and fast-setting bitumen emulsions on the implementation effectiveness of the marking. The results indicated that the stability and microwave heating performance of MA-BE were significantly improved by reducing the solid content of the bitumen emulsion. However, when the solid content was reduced to 45 %, its mechanical performance decreased significantly, which may increase the damage risk of the tack coat under the loading effects. The optimal formulation was identified as MA-BE prepared with a slow-breaking and fast-setting bitumen emulsion at a solid content of 50 %, which significantly enhanced stability without negatively affecting mechanical or microwave heating performance. A synergistic balance among stability, mechanical, and microwave heating performance was achieved, effectively resolving the stability challenges of MA-BE-18 during construction. Furthermore, the marking was found to exhibit excellent durability, ease of construction, excellent economic efficiency, and a removal efficiency of up to 99.8 % in field trial sections, providing strong support for the promotion and application of this efficient, environmentally friendly, and non-damaging easy-to-remove road marking.]]></description>
      <pubDate>Mon, 08 Sep 2025 14:54:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2578673</guid>
    </item>
    <item>
      <title>Recovery methods, material characterization, and performance assessment of recycled thermoplastic road markings</title>
      <link>https://trid.trb.org/View/2578195</link>
      <description><![CDATA[Thermoplastic road markings are essential for traffic safety but contribute significantly to environmental impacts due to the energy-intensive production of key components such as pigments, binders, and glass beads. This study presents a novel investigation of the feasibility of recycling thermoplastic road marking materials by comparing two removal techniques: high-pressure water blasting (WB) and mechanical milling (MM). WB produced fine-grained materials contaminated with bitumen and silt, limiting their recyclability without further processing. In contrast, MM yielded coarser thermoplastic fractions that were more amenable to reuse, although the process also introduced substantial asphalt contamination due to the unintentional removal of surrounding pavement. Overall, the findings demonstrate that recycling thermoplastic road markings is technically viable, with MM offering superior material quality and performance despite contamination challenges, while WB provides a less invasive removal method but lower recovery efficiency. Recycled materials were first thoroughly analyzed for particle size distribution, glass bead quality, binder, TiO₂, and premix content in lab, and thereafter incorporated into new thermoplastic formulations at 10%, 20%, and 30% replacement levels by weight. The modified materials were applied and assessed in real traffic at the NordicCert road trials. Initial testing of road markings with recycled materials revealed that the brightness decreased with higher recycled content. However, MM with up to 20% recycled content met all performance requirements for white road markings at the initial tests at the road trials, including RL ≥150 mcd/m²/lx, Qd ≥130 mcd/m²/lx, chromaticity coordinates, and skid resistance (≥ 50 SRT units) and long-term performance assessments are ongoing. This research provides foundational knowledge for integrating circular economy principles into sustainable road marking practices.]]></description>
      <pubDate>Wed, 30 Jul 2025 16:23:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2578195</guid>
    </item>
    <item>
      <title>Investigating Surface Applied Pavement Marking Glass Bead Packages</title>
      <link>https://trid.trb.org/View/2577108</link>
      <description><![CDATA[This implementation project will assess the feasibility of incorporating higher-performing glass beads into Minnesota Department of Transportation (MnDOT) paint crew practices. It will account for various factors, including marking material types, roadway surfaces, traffic volumes, and winter maintenance conditions. By addressing these considerations, MnDOT aims to enhance marking visibility and ensure consistency statewide. Selecting glass beads that maintain higher retroreflectivity over time can improve nighttime visibility, extend marking durability, and enhance roadway safety across Minnesota.]]></description>
      <pubDate>Fri, 18 Jul 2025 09:46:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2577108</guid>
    </item>
    <item>
      <title>Temporary Pavement Marking Material Installation Procedure for Wet and Cold Pavement Conditions</title>
      <link>https://trid.trb.org/View/2552280</link>
      <description><![CDATA[This report accumulates and consolidates with a single reference source the current state of technology with respect to the materials and application procedures used for temporary pavement markings. A questionnaire survey was administered to various districts in the Texas State Department of Highways and Public Transportation (SDHPT), other state departments of transportation (DOTs), suppliers of temporary pavement marking materials, installation contractors and manufacturers. The report also contains a cost comparison of the various types of pavement marking materials. Installation procedures to combat cold and wet pavement conditions are also discussed.]]></description>
      <pubDate>Mon, 30 Jun 2025 16:38:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552280</guid>
    </item>
    <item>
      <title>Innovative preparation of SrAl₂O₄:Eu²⁺, Dy³⁺ coatings for durable luminescent road markings</title>
      <link>https://trid.trb.org/View/2568570</link>
      <description><![CDATA[The self-illumination and visibility of road markings are crucial in reducing traffic accidents and associated casualties and property damage at night, while also minimizing energy consumption. However, strontium aluminate (SA) (SrAl₂O₄:Eu²⁺, Dy³⁺ ), commonly used in self-illuminating markings, is prone to hydrolysis when exposed to moisture, compromising its ability to store and emit light effectively. To address this issue, this study explored the coating of SA micro-powder with inorganic silicon film, polymer grafted organic silicone film, and composite silicon film to enhance its hydrolysis resistance and durability. The results showed that the proposed coating scheme of composite silicon film (inorganic silicon film + polymer grafted organic silicone film) could effectively improve the durability and organic compatibility of SA, with its hydrolysis resistance improved by about 87.48 %. The coating method combined the advantages of organic and inorganic coatings without losing the properties of the materials, and the resulting silicon film exhibited compact surface morphology and good thermal stability (the mass loss rate was less than 0.5 % at 210 °C). The research results have potential guiding value for socially friendly pavement marking.]]></description>
      <pubDate>Thu, 26 Jun 2025 16:12:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2568570</guid>
    </item>
  </channel>
</rss>