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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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    <item>
      <title>BRIDGE PAINT OVER-COATING</title>
      <link>https://trid.trb.org/View/476337</link>
      <description><![CDATA[The North Dakota DOT, Materials and Research Division, is now conducting a study of a high performance paint system composed of a single component moisture cured polyurethane paint system. This high performance system allows the contractor to clean a bridge or other structure with only a high pressure (3000 psi) wash to remove any loose paint and hand tool cleaning to remove extensive rust. The structure is then spot primed with a zinc rich primer and then painted with a full coat of primer and a topcoat of the polyurethane paint. The main advantage of using this paint system is to eliminate the need to contain and dispose of the blast debris. Costs are reduced by one-third to one-half.]]></description>
      <pubDate>Wed, 11 Mar 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/476337</guid>
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    <item>
      <title>CORROSION PROTECTION OF STEEL MEMBERS</title>
      <link>https://trid.trb.org/View/481153</link>
      <description><![CDATA[For any steel members, corrosion protection starts on the drawing board with prevention.  The designer must detail out water traps, include good drainage and create a design that promotes air circulation and provides access for maintenance and cleaning.  This article provides charts detailing the main generic types of paint and their properties along with a chart of typical coating systems for varying environments. Even with the most comprehensive design plans, it is still necessary to specify the protective coating system best suited for the structure.]]></description>
      <pubDate>Fri, 07 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481153</guid>
    </item>
    <item>
      <title>NEW RECIPE FOR STRIPPING PAINT</title>
      <link>https://trid.trb.org/View/457720</link>
      <description><![CDATA[Blanket environmental laws and the differing requirements of military and civil aircraft have combined to make reducing the impact of aircraft painting a complex task. On average, an aircraft needs repainting every four or five years and, while methods of reducing the impact on the environment are already in use, complying with the letter of the law is another matter. Before an aircraft can be repainted, the old paint must be removed. This article looks at new types of chemical strippers.]]></description>
      <pubDate>Fri, 16 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457720</guid>
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    <item>
      <title>THE END OF SOLVENT-BORNE PAINTS</title>
      <link>https://trid.trb.org/View/452977</link>
      <description><![CDATA[New regulations are changing traffic paint standards by limiting Volatile Organic Compounds (VOCs) and reducing the use of some heavy metals. The VOCs are the solvent or volatile portion of most paints that evaporates during the application and curing process. The most common VOCs found in traffic paints are Toluene, Heptane, Methyl Ethyl Keytone, and Xylene. With the implementation of provisions of the Clean Air Act of 1990 by EPA, all paint products manufactured after October 1, 1996 must comply with a maximum VOC content of 1.25 lbs. per gallon. Current new rules will eliminate chlorinated rubber (rubber-based) and alkyd (oil-based) paints -- the most popular traffic paints currently being used. These paints are popular because of their fast dry-to-no-pick-up time, their longer application season (cooler application temperatures) and the lowest first-application cost of any available material.]]></description>
      <pubDate>Thu, 25 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452977</guid>
    </item>
    <item>
      <title>HELP IN CUTTING LEAD PAINT ABATEMENT COSTS ON ITS WAY...</title>
      <link>https://trid.trb.org/View/425449</link>
      <description><![CDATA[Article describing how a chemical stabilizer may allow lead paint waste to be disposed of in regular landfills. The additive, called Blastox(tm), is a chemical stabilizer based on calcium silicate. Its manufacturer, TDJ Group of Cary, IL, says that when the spent abrasive blast media containing lead paint and Blastox(tm) weathers, lead leaches out of the paint chips and reacts with the calcium silicate to form insoluble lead silicates. Previous research has shown that lead silicates are among the most stable forms of lead, along with lead phosphates and sulfates. In separate trial tests on the same building at Fort Meade, Maryland, the U.S. Army Construction Engineering Research Laboratories (CERL) tested the waste material from its demonstrations using the Toxicity Characteristic Leaching Procedure (TCLP) and found it to leach less than five parts per million (ppm) lead. Similar results were reproduced at Forts Carson and Hood.]]></description>
      <pubDate>Wed, 17 May 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425449</guid>
    </item>
    <item>
      <title>THERMO-QUIK PAINT POSTS IMPRESSIVE RESULTS</title>
      <link>https://trid.trb.org/View/415794</link>
      <description><![CDATA[An innovative, environmentally sound pavement marking system continues to post impressive performance results and gain approval for use on highways in the United States. Developed by Cataphote Inc., part of the worldwide Glaverbel Group, Thermo-Quik is a resin-based, adaptable product fast becoming a preferred alternative to water-based and solvent paint products in the United States, Europe and Africa.]]></description>
      <pubDate>Thu, 16 Mar 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/415794</guid>
    </item>
    <item>
      <title>PAINT SPECKS WILL IDENTIFY VEHICLES</title>
      <link>https://trid.trb.org/View/408946</link>
      <description><![CDATA[A research institute in Japan, a private computer firm, and a police agency have teamed up to develop a software program to track down hit-and-run drivers via identification of paint specks left by the perpetrator's car.  This news brief describes the capabilities of the new software.]]></description>
      <pubDate>Sat, 27 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408946</guid>
    </item>
    <item>
      <title>AUTOMOBILE COATINGS: POLYURETHANES. (LATEST CITATIONS FROM WORLD SURFACE COATINGS ABSTRACTS)</title>
      <link>https://trid.trb.org/View/375616</link>
      <description><![CDATA[The bibliography contains citations concerning polyurethane coatings used in automobile finishes.  The citations include compositions of coatings, with references to curing accelerators, stabilizers, catalysts, color matching, and painting techniques.  Painting techniques include spraying and electrocoating, with a few references to robotic painting because of health considerations.  (Contains 250 citations and includes a subject term index and title list.)]]></description>
      <pubDate>Mon, 30 Aug 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/375616</guid>
    </item>
    <item>
      <title>AUTOMOBILE COATINGS: PAINTING OF PLASTIC COMPONENTS. (LATEST CITATIONS FROM WORLD SURFACE COATING ABSTRACTS)</title>
      <link>https://trid.trb.org/View/375615</link>
      <description><![CDATA[The bibliography contains citations concerning coatings used for the plastics components in automobiles.  The citations include compositions of the coatings, with  references to pretreatment, curing technology, color matching, and painting techniques. Also included are special properties of coatings for plastics, such as flexibility, adhesion promoting primers, and abrasion resistant coatings for clear plastic sheet.  (Contains 250 citations and includes a subject term index and title list.)]]></description>
      <pubDate>Mon, 30 Aug 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/375615</guid>
    </item>
    <item>
      <title>MODERN APPROACH TO MAINTAINING A SMOOTH UNDERWATER HULL</title>
      <link>https://trid.trb.org/View/166545</link>
      <description><![CDATA[The article, based on a recent two-day conference held in Sandefjord, Norway by Jotun Marine Coatings, summarizes the most significant developments in the field of reactivatable and self-polishing antifouling paint systems.  The economics of self-polishing is illustrated by examples.]]></description>
      <pubDate>Thu, 21 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/166545</guid>
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    <item>
      <title>CATHODIC PROTECTION AND PAINT COATINGS-FACTS AND FIGURES</title>
      <link>https://trid.trb.org/View/148295</link>
      <description><![CDATA[The Author, feels that there is considerable obscurity on the subject of the joint protection of steel by paint coatings and cathodic protection; a good understanding is therefore necessary between owner, builder, corrosion expert, suppliers of galvanic anodes and equipment for impressed current, and marine paint manufacturers.  The basic mechanics of corrosion are briefly reviewed to evaluate the effect of over-protection due to excessive voltage differences during cathodic protection.  Being polymeric materials, paint coatings are to be considered as insulating, but semi-conducting and, because of their structure and particularly when the main molecular chains carry many bulky side groups, electrical conductivity is created.  A flow of electric current becomes established and thus the ohmic resistance becomes an important factor for protection against corrosion.  The extraneous compounds formed as a result of the cathodic process in sea water are alkaline and degrade certain of the binders, such as oil and alkyds, as well as the resinous components of some shop primers.  Their formation at the interface between the steel and the paint coating will cause it to swell and blister, ultimately leading to flaking or peeling.  The recommendations for proper surface preparation have not always been observed by shipbuilders and owners.  For submerged surfaces, particularly when cathodically protected, some paint manufacturers strongly advise that all millscale and other iron oxides are removed to at least Swedish standard 2 1/2.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/148295</guid>
    </item>
    <item>
      <title>AN INVESTIGATION INTO DURABILITY CHARACTERISTICS OF MARINE PAINTS APPLIED ON SURFACES TREATED IN VARIOUS WAYS</title>
      <link>https://trid.trb.org/View/60833</link>
      <description><![CDATA[The most important factors affecting the overall performance of marine paints are the coating method employed and the surface preparation carried out before application.  Tests were carried out to investigate the relationship between the grade of surface cleaning and durability of the paint film. Four types of test were used: (1) Impedance--measured with specially designed equipment capable of estimating durability of the paint film, ignoring damaged spots. Measurements were made after immersion of the specimen in sea water for 7 to 60 days.  (2) Water absorption (Gravimetric Method)--this showed that film thickness affected water absorption of the epoxy paint rather than surface preparation.  (3) Impact abrasion--data on the relationship between surface preparation and durability of the paint film were obtained.  (4) Adhesion--measured quantitatively with an adhesion tester.  Surface preparation was shown to have an effect on pure epoxy paint, but their was peeling of the binding agent with tar epoxy and peeling between the paint layers with chlorinated rubber paint. Order from: BSRA as No. 46,999.]]></description>
      <pubDate>Thu, 16 Feb 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/60833</guid>
    </item>
    <item>
      <title>TANK PAINTING - A LITERATURE SURVEY</title>
      <link>https://trid.trb.org/View/55523</link>
      <description><![CDATA[The survey revealed that attacks of up to 0.75 mm/year occurred, but normally the rate of corrosion in unpainted cargo tanks was 0.1-0.2 mm/year.  Particularly severe attacks were experienced near the top of the tank.  Various paint- and coating systems are reviewed.]]></description>
      <pubDate>Wed, 09 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/55523</guid>
    </item>
    <item>
      <title>APPLIED RESEARCH AND ENGINEERING ON COATINGS FOR NOISE DAMPING</title>
      <link>https://trid.trb.org/View/54716</link>
      <description><![CDATA[On behalf of the U.S. Army Human Engineering Laboratory research and development studies have been carried out on a broad-temperature damping sytem known as "Silent Paint". Materials capable of effective damping over the temperature range of minus 20 degrees C to plus 50 degrees C were developed and optimised.  Materials investigated included both acrylic and polyvinyl chloride-based damping coatings.]]></description>
      <pubDate>Sat, 29 Oct 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54716</guid>
    </item>
    <item>
      <title>MEDIUM-SIZED SHIPYARDS AND PROBLEMS OF PREPARING SURFACES FOR PAINTING</title>
      <link>https://trid.trb.org/View/51429</link>
      <description><![CDATA[The paper summarizes the Spanish shipbuilding program during the period 1974-1975, with particular regard to the contribution made by medium-sized yards having an annual steel throughput of less than 32,500 metric tons.  The problems of surface preparation and ship painting encountered in these yards are discussed.  An economic comparison is made between the costs of steel preparation and painting in the yard and in a prefabrication workshop. A simple formula for calculating the break-even point is given.]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51429</guid>
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