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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>Transport Research International Documentation (TRID)</title>
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      <title>Primer for Using Generative AI Models in Transportation Planning








</title>
      <link>https://trid.trb.org/View/2381701</link>
      <description><![CDATA[Transportation planning plays a vital role in developing efficient and sustainable transportation systems to meet the evolving needs of communities. As technology advances, the field of transportation planning could benefit from the use of generative artificial intelligence (AI) models (e.g., ChatGPT, Gemini, Copilot, Jasper) to enhance decision-making processes. Generative AI models have the potential to significantly influence transportation planning by generating synthetic data, forecasting future scenarios, and optimizing decision-making. However, fundamental knowledge gaps and other challenges must be addressed before transportation planners can use and apply generative AI models for network- and project-level transportation planning activities.

Research is needed to identify a process to support state departments of transportation (DOTs) in the use and application of generative AI models in transportation planning activities to realize their potential benefits.

The objective of this project is to develop a primer for using generative AI models in transportation planning.]]></description>
      <pubDate>Mon, 20 May 2024 20:55:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2381701</guid>
    </item>
    <item>
      <title>Fabrication of Solvent-free Asphalt Emulsion Prime with High Penetrative Ability</title>
      <link>https://trid.trb.org/View/1655945</link>
      <description><![CDATA[Solvent-free asphalt emulsion is preferred as the prime coat in pavement engineering. However, the solvent-free asphalt emulsion usually has quite poor penetrative ability. To fabricate solvent-free asphalt emulsion with high penetrative ability, several asphalt emulsions were fabricated by changing the composition parameters including emulsifier, asphalt, and wetting agent, which may affect the particle size of asphalt droplets and the viscosity and wetting ability of emulsion. Then, the penetrative ability of these emulsions into a typical material for the base layer as well as the corresponding mechanisms were investigated by conducting the tests of penetration depth, contact angle and particle size distribution. Results indicate that the addition of wetting agent (JFC, a fatty alcohol-polyoxyethylene ether) can greatly increase the penetration depth of asphalt emulsion because it can sharply increase the wetting ability of asphalt emulsion. The use of high emulsifier content effectively reduces the particle size of the asphalt droplets, thus greatly improving the penetrative ability of asphalt emulsion. Besides, when asphalt emulsion with high emulsifier content is diluted to a constant asphalt content, moderately increasing asphalt content in production can narrow the particle size distribution of asphalt droplets and enhance the penetrative ability of asphalt emulsion. In general, when high emulsifier content, relative high asphalt content in production, and wetting agent are all employed during the fabrication process, the asphalt emulsion can have both a good penetrative ability and bonding ability at normal asphalt content.]]></description>
      <pubDate>Fri, 01 Nov 2019 09:43:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1655945</guid>
    </item>
    <item>
      <title>Development of High Appearance Water Born Primer Surfacer Coating for Short Process Body Paint</title>
      <link>https://trid.trb.org/View/1598283</link>
      <description><![CDATA[4C3B (4 coat 3 bake) painting system (see Figure 1) which needs a bake process after the primer surfacer paint was very general and common process for the automotive body painting system. In the beginning of the 2000s, 4C2B painting system (Reference 1) was developed which changed the oven after the primer surfacer paint to a pre heat area, so it can reduce the carbon dioxide (Figure 1, and Figure 2). But unfortunately in this 4C2B painting system, the base coat will be painted on the primer surfacer paint wet-on-wet. By that reason, the appearance deterioration will occur often. The authors used a low temperature crosslinking agent “Polycarbodiimide” to a water born primer surfacer paint, to control the viscosity of primer surfacer paint at the pre heat area. Controlling the viscosity is important to avoid the layer mixing of the primer surfacer paint and the base coat which makes appearance deterioration. Taking control of the primer surfacer paint viscosity, the high appearance in 4C2B process have achieved.       ]]></description>
      <pubDate>Thu, 23 May 2019 10:23:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1598283</guid>
    </item>
    <item>
      <title>Development of an Intrinsically Conducting Polymer-Based Low-Cost, Heavy-Duty, and Environmentally-Friendly Coating System for Corrosion Protection of Structural Steels</title>
      <link>https://trid.trb.org/View/1447427</link>
      <description><![CDATA[This project explores the use of π-conjugated polymers, a type of intrinsically conducting polymer (ICP), for developing a more cost-effective, heavy-duty, and environmentally friendly two-layer coating system to replace the conventional zinc-rich three-coat system for corrosion protection of structural steels. A waterborne π-conjugated polymer, two-strand polyaniline: poly (acrylic acid) complex (PANi Complex), was synthesized with three corrosion-potential  potentials: 1) ennobling steel surfaces, (2) smearing-out oxygen to reduce coating delamination, and (3) smart self-healing initiated corrosion.  The PANi Complex was mixed in an epoxy matrix to make the primer layer of the two-layer coating system.  The primer was then topcoated to ensure the durability, aesthetics, and compliance with air quality regulations. In laboratory conditions, Scanning Kelvin Probe Force Microscopy (SKPFM) and Electrochemical Impedance Spectroscopy (EIS) were used to evaluate the corrosion-protection capability of the PANi-based primer layer. The results show that the primer has measurable anti-corrosion capability that depends on the usage of PANi and the type of matrix material used. A prototype two-layer coating system including the PANi-based primer and a polyurethane topcoat was further manufactured. The ASTM Salt-Spray Test and EIS were used to prove the corrosion-protection performance of the prototype two-layer system. After the proof of concept, a non-waterborne epoxy was used to fabricate a different PANi-based primer. These two PANi-based primers and two commercial primers were used to make eight two-layer coating systems using two widely used topcoats. The ASTM Salt-Spray Test, Cyclic Salt Fog/UV Exposure Test, Pull-Off Adhesion Test, and the techniques of EIS, SKPFM, and Scanning Electron Microscope (SEM) were used to evaluate the long-term performance of the eight systems. Based on the laboratory-based evaluation, six groups of two-layer coating systems were then subjected to an outdoor-exposure test to evaluate their field durability in terms of their surface gloss reduction, color change, adhesion change, and surface deteriorations. Based on the comprehensive laboratory and field tests, the matrix material of primer in which the PANi is mixed was found to play an important role in the long-term performance of a coating. The waterborne epoxy is effective in dispersing PANi nano-particles and has zero volatile organic content; however, it does not bond to the steel surface as strongly as the regular non-waterborne epoxy. The topcoat material also plays an important role in the long-term anti-corrosion performance of coatings; polyurethane has higher durability than epoxy as a topcoat material. The PANi-based systems possess long-term corrosion protection comparable to the performance of the conventional zinc-rich three-layer system based on the one-year field evaluation.]]></description>
      <pubDate>Mon, 30 Jan 2017 10:12:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1447427</guid>
    </item>
    <item>
      <title>Evaluation of Structural Benefits of Prime Coat Application for Flexible Pavements Using Accelerated Pavement Testing (APT)</title>
      <link>https://trid.trb.org/View/1446008</link>
      <description><![CDATA[This study was mainly focused on evaluating the structural benefits of a prime coat application that may positively affect pavement performance based on the pavement response measurements using Accelerated Pavement Testing (APT). Two full-scale field test sections were built using different interlayer conditions between Asphalt Concrete (AC) and base layer including prime coat and no treatment for evaluation. Strain gauges and pressure cells were instrumented for each test section to conduct pavement response measurements. Results indicate that the application of prime coat was able to significantly reduce stress and strain responses at critical locations of pavement structure by providing a structural bond between layers that result in enhanced pavement performance compared to pavement with no treatment. In addition, based on the results of relative performance estimated, it was found that pavement structures with prime coat application potentially lead to improved performance including fatigue cracking, top-down cracking and subgrade rutting compared to pavements with no treatment and pavement damage seems to be accelerated for pavement system without prime coat application. Also, the full-scale field tests conducted using APT were determined to be capable of effectively capturing the structural effect of prime coat application on change in pavement critical responses for enhanced performance of asphalt pavements with more realistic and reliable results.]]></description>
      <pubDate>Wed, 25 Jan 2017 15:30:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1446008</guid>
    </item>
    <item>
      <title>Development of Waterborne Conductive Primer for Motorcycles</title>
      <link>https://trid.trb.org/View/1432704</link>
      <description><![CDATA[Most types of paint materials currently used for motorcycles contain large amounts of VOCs (Volatile Organic Compounds). VOCs are environmental load substances, and there is a demand to reduce emissions in recent years. Many of a motorcycle's exterior parts are made of ABS (Acrylonitrile-Butadiene-Styrene) plastics (henceforth ABS) or PA (Polyamid) plastics (henceforth PA). These two plastic materials have different film adhesion mechanisms and adhesion strength. Therefore it was necessary to use different conductive primers and that's was one of the factors which made time and material losses in the painting processes. We solved those two issues, the reduction of VOCs and the common use of the same conductive primer for different parts materials, by combining two kinds of resins originally designed as the conductive primers, i.e., urethane resins with carboxylic acid groups and acrylic resins with amide groups, which are different in properties. Many of the plastic parts used in motorcycles are painted manually because there are difficult portions to be painted by automated painting machines. The viscosity was adjusted to satisfy both the controllability of paint sagging and the surface smoothness to keep the efficiency of paint workers' operations.       ]]></description>
      <pubDate>Thu, 05 Jan 2017 16:25:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1432704</guid>
    </item>
    <item>
      <title>Interlaboratory Variability of Slip Coefficient Testing for Bridge Coatings</title>
      <link>https://trid.trb.org/View/1342274</link>
      <description><![CDATA[All steel bridge systems need some type of a corrosion protection scheme to ensure a serviceable life. The most common approach is to use a multilayered paint system with a zinc-rich primer. In addition to corrosion performance, other factors need to be considered in the selection of the corrosion protection system. Steel bridges are usually fabricated in smaller components and assembled onsite using high-strength bolted connections with slip-critical connections. Slip-critical connections use the high clamping force of the bolt to develop frictional shear stresses in excess of the load demand such that slip within the connection would not be expected under service loads. Primers used on faying surfaces of slip-critical connections must demonstrate a predetermined level of slip resistance in accordance with the Research Council of Structural Connections (RCSC). This study seeks to evaluate the details of the RCSC slip test specification as applied by four different laboratories. A commonly manufactured set of test panels spanning five typical organic zinc-rich primers was tested independently and in parallel by four laboratories. The data were compared, and subtle yet important variations in test approach taken by each lab are discussed. Recommendations are provided for revisions to the RCSC test protocol to reduce variability.]]></description>
      <pubDate>Thu, 26 Feb 2015 09:49:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1342274</guid>
    </item>
    <item>
      <title>Development of an Intrinsically Conductive Polymer-Based Low-Cost, Heavy-Duty, and Environmentally-Friendly Coating System for Corrosion Protection of Structural Steels</title>
      <link>https://trid.trb.org/View/1334858</link>
      <description><![CDATA[This project will develop and demonstrate the application of a polymer-based, low-cost and environmentally-friendly coating system for the corrosion protection of structural steels in highway structures. Work in Stage 1 will focus on laboratory development and evaluation of the coating system based on intrinsically conducting polymers (ICP). Promising ð-conjugated polymers will be produced and doped into ICPs using chemical treatment. Using scanning Kelvin probe force microscopy and electrochemical impedance spectroscopy, anti-corrosion capabilities of the polymers will be evaluated when coated on steel samples as the primer layer. The electrical potential of the substrate surface will be measured to evaluate the steel-ennobling capability of the primer. The electronic and ionic conductivities of the primer in the substrate electrolyte system will be determined to evaluate respectively the oxygen smearing-out capability (for reducing coating delamination) and the smart corrosion-healing capability of the primer. Three ASTM standard tests: B117 (Salt Spray Test), D5894 (Cyclic Weathering Exposure Test), and D4541 (Pull-Off Strength Test) will be conducted to evaluate the overall corrosion durability under different corrosive conditions (B117 and D5894) and the tensile adhesion to substrate surface (D4541) of the coating system. Work in Stage 2 will focus on field evaluation and technology transfer of ICP-based coating system. Working in collaboration with the Maryland State Highway Administration (SHA), two field sites will be chosen for evaluating the in-service durability of the developed ICP-based coating system. The blistering, rusting, undercutting, and pull-off strength of the coated steel panels will be evaluated following similar procedures and criteria as the ASTM standards B117, D5894 and D4541. Based on test performance results, necessary modifications and improvements will be made to the formulation, doping techniques, and coating-application procedures of the prototype coating system. Finally, technology transfer efforts will also be initiated in collaboration with Maryland SHA by demonstrating the application of the coating system in field conditions. The coating system will be further evaluated in the North East Protective Coating  Committee (NEPCOAT) states and, if successful, plans for nationwide implementation will be developed.]]></description>
      <pubDate>Wed, 10 Dec 2014 01:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1334858</guid>
    </item>
    <item>
      <title>Developments in Zinc Primers for Corrosion Protection</title>
      <link>https://trid.trb.org/View/1252725</link>
      <description><![CDATA[Zinc powder is commonly used today in paints for heavy-duty corrosion protection and is the main constituent of zinc-rich paints. Coatings that include zinc are often used for long-term corrosion protection of industrial and marine constructions and the temporary protection of steel sheets during ship construction. This article reviews types of zinc powder and how they are made, types and composition of zinc primers, the corrosion protection mechanisms of zinc primers, and suitable uses of primers. It also offers tips on application of primers.]]></description>
      <pubDate>Mon, 17 Jun 2013 13:41:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1252725</guid>
    </item>
    <item>
      <title>Behavior and Performance of Fiber-Reinforced Polymer-to-Steel Bond</title>
      <link>https://trid.trb.org/View/1244621</link>
      <description><![CDATA[This paper presents a detailed discussion of bond behavior and fatigue, which have a major, often overlooked, impact on the long-term performance of steel bridges strengthened with fiber-reinforced polymer (FRP) materials. The paper discusses the primary factors that affect the bonding behavior between steel and FRP materials. The mechanisms of bonding are highlighted, and the main factors that contribute to the environmental degradation of bonds are outlined. Techniques to produce high-quality, durable, and reliable bonds are presented; these techniques include surface preparation techniques, use of primers, and use of various plate end details to reduce bond stress concentrations and mitigate debonding. Various factors that affect the fatigue performance of FRP materials and structural adhesives are enumerated, and the behavior of FRP patches used to repair cracked steel members is described. This paper highlights some complexities and nuances associated with the design and installation of an FRP-based retrofit system for steel bridges and structures and some key practices that should be adopted to ensure the effective and reliable performance of the retrofit.]]></description>
      <pubDate>Thu, 28 Feb 2013 09:00:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1244621</guid>
    </item>
    <item>
      <title>Accelerated Bridge Paint Test Program</title>
      <link>https://trid.trb.org/View/1142269</link>
      <description><![CDATA[The accelerated bridge paint (AB-Paint) program evaluated a new Sherwin-Williams two-coat, fast-curing paint system. The system is comprised of an organic zinc-rich primer (SW Corothane I Galvapac One-Pack Zinc-Rich Primer B65 G11) and a polyurea-modified high-build urethane finish coat (SW Fast Clad Urethane B65950 Series). The two-coat system would be a replacement or alternative for the current three-coat paint system (i.e., zinc-rich primer/epoxy intermediate/ urethane finish) approved in Bulletin 15. The accelerated bridge painting technology could provide a material cost benefit by applying only two coats instead of three. There was the potential that the blasting, primer and topcoat could be placed during a work shift, which would result in reduced labor cost. There would also be benefit to the traveling public with shorter traffic interruption and inconvenience with the accelerated technology.]]></description>
      <pubDate>Wed, 18 Jul 2012 16:12:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1142269</guid>
    </item>
    <item>
      <title>Retaining Pre-Construction Primers During Shipbuilding</title>
      <link>https://trid.trb.org/View/1124628</link>
      <description><![CDATA[Shipyards in the Far East and Europe often use weldable zinc silicate pre-construction primers (PCPs) in block construction. Although undamaged primers are not removed after block erection, the blocks are given a secondary surface preparation designed to permit good adhesion of the full protective system. Areas damaged through welding or erection are either blasted to Sa 2½ during block construction or power cleaned to St 3 after erection of the blocks. A full coating system follows this blasting or cleaning.  This article describes some of the research that has been carried out to support this practice. This research conclusively demonstrates that certain PCPs can be retained without impacting coating performance.  The author also argues for the necessity of a material standard for PCP. Since there are various PCP materials, their compatibility with the permanent system should be confirmed by testing. In order to effectively retain PCP for service, secondary surface preparation requirements and acceptance criteria must be developed and accepted.]]></description>
      <pubDate>Fri, 16 Dec 2011 14:47:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1124628</guid>
    </item>
    <item>
      <title>Effective Prime Coats for Compacted Pavement Bases</title>
      <link>https://trid.trb.org/View/984416</link>
      <description><![CDATA[Prime coats have long been used to seal the surface pores in the base, thus reducing the migration of moisture and absorption of the first application of surface treatment binder, strengthen the granular base near its surface by binding the finer particles of aggregate, help protect the base from inclement weather and limited vehicular traffic before the next pavement layer is constructed, and promote adhesion between a granular base and a subsequently applied bituminous surface by precoating the surface of the base and by penetrating the voids near the surface. The main objective of this research project was to evaluate the effectiveness of prime coats and determine which combinations of methods and materials provide the most benefit to TxDOT. Testing methods and equipment were developed to measure the penetration of the prime coat into the base course and to determine the increase in adhesion and cohesion at the surface of the base course provided by the prime coat.]]></description>
      <pubDate>Thu, 18 Nov 2010 11:49:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/984416</guid>
    </item>
    <item>
      <title>Replacement of Chromates in Paints and Corrosion Protection Systems. 
Part III: Electroactive Polymer as an Additive for Water-Borne Epoxy and Wash Primer</title>
      <link>https://trid.trb.org/View/900350</link>
      <description><![CDATA[In this project, the authors studied two coating subsystems for environmentally friendly corrosion prevention. The first system is a chromate-free metal pretreatment coating that is targeted to replace the chromate-based wash primer (a surface pretreatment coating) for aluminum and steel. The second system is a chromate-free water-borne epoxy suitable as a non-chromate primer for aluminum components in the automobile and aircraft. The objective of this research is to develop inexpensive and effective surface pretreatment and primer formulation without the use of the carcinogenic chromate corrosion inhibitors common in the commercial paints. Currently, the commercial wash primer (military specification DOD-P-15328D) contains 50% zinc chromate. Many epoxy primers for aircraft and automobile still contain the toxic chromate corrosion inhibitor. The key components in the new coating systems are an electroactive polymer developed at URI, and a new pigment developed jointly by URI and the Wayne Pigment Corporation, WI. The authors developed formulations that use the URI corrosion inhibitor as an additive to commercially available paint systems. The authors found that the URI additives are compatible with commercial waterborne epoxy to work as a chromate-free primer for aluminum alloys. Since our new corrosion inhibitor can be added to any commercial paint to enhance the corrosion resistance, it is cheaper and easier to be adopted than other approaches. The first system is a URI surface pretreatment formulation. It was spray coated on aluminum alloy panels (AA2024 and AA7075 4”x6”) for salt fog-spray tests. These samples performed well in the 168-hour to 500-hour salt-fog spray tests for surface pretreatment coatings. When these samples were covered with an epoxy primer, they perform well in the 1000-hour salt fog spray tests. The second system, the URI electroactive primer, was electro coated on aluminum alloy panels (AA2024 and AA7075, panels up to 4”x10”) for ASTM B117 salt-fog spray (1000 hours) and filiform corrosion tests (8-week acid / humidity cycles). The test results indicate that the URI additive significantly enhances the performance of the common epoxy primer. For a practical water-borne coating system, the double-strand conducting polymer needs to be stably dispersed in the water-borne epoxy. The authors studied the molecular structure and the molecular weight of the double-strand conducting polymer for optimizing the stability of the latex-like dispersion. The coating system is potentially useful for large-volume e-coat bath for aircraft and auto industry. For the surface pretreatment formulation, the authors used a nano and micro pigments that are inorganic / organic hybrid particles. The rationale for the use of the hybrid particle is to provide a dual mechanism for corrosion inhibition. The inorganic component helps reducing the cathodic corrosion sites, while the conducting polymer reduces the anodic corrosion site. The authors performed research for scaling up of the laboratory synthesis processes. Our laboratory syntheses are capable of producing additives in kilogram quantity, which are sufficient for blending into 50 gallon of coating formulation. At our partner at the Wayne Pigment Corporation, the process can be scaled up for medium size production. A commercial formulator is preparing to apply the coating system in aircraft depot testing facilities for the Air Force. The results of our study indicate that the double-strand conducting polymer and the organic-inorganic pigments synthesized in this project are useful as additives to enhance the corrosion inhibition performance. The surface pretreatment formulation and the water-borne epoxy developed in this project are potentially useful as an inexpensive, effective and environmentally friendly replacement for the currently used chromate-based coating systems.]]></description>
      <pubDate>Fri, 18 Sep 2009 07:07:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/900350</guid>
    </item>
    <item>
      <title>Evaluation of Interior and Exterior Latex Paints</title>
      <link>https://trid.trb.org/View/864727</link>
      <description><![CDATA[In general, some of the wood panels that have only one coat of paint over bare wood and one coat of paint over primed wood are showing signs of deterioration. The wood panels that have two coats of paint over bare wood and two coats of paint over primed wood are still performing satisfactorily. The results on the thin film exposure from the second interim report, dated April 1975, will have to be used to determine if the rate of film loss and X-ray monitoring is a satisfactory method of predicting latex paint life. The additional outdoor exposure on the thin film coatings has proven too severe and 90% of the panels that were being exposed have failed radically, leaving no pigment to monitor with X-ray.]]></description>
      <pubDate>Wed, 23 Jul 2008 14:10:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/864727</guid>
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