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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>EVALUATION OF AN EPOXY RESIN PAVEMENT MARKING SYSTEM</title>
      <link>https://trid.trb.org/View/214876</link>
      <description><![CDATA[This report presents the results of a two-year field evaluation to determine if a two component epoxy resin pavement marking material would provide a more durable, cost-effective delineation system than currently used conventional traffic paint.  The experimental striping was installed on a latex modified concrete overlay placed on the General Pulaski Skyway.  Evaluation methods included periodic subjective ratings of the appearance, durability, night visibility and photographic documentation of representative sections of the striping both during the day and under simulated night viewing conditions.  Application of the experimental striping was hampered by inadequate equipment and procedures believed to be the primary causes of premature deterioration and subsequent failure of the skipline markings.  However, the skiplines were judged to have provided adequate delineation thru 17 months in service despite exhibiting a generally poor appearance during most of that period.  Although not considered cost-effective in this installation, several factors indicate that the expoxy system is potentially a viable alternative to conventional traffic paint.  These factors include: (1) longer service life, (2) a recent decline in costs, and (3) reports of successful and expanded use by other agencies. Recommendations for an additional epoxy striping installation and improved specifications are presented. (Author)]]></description>
      <pubDate>Wed, 25 Aug 2004 01:43:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/214876</guid>
    </item>
    <item>
      <title>ROAD MARKING WITH CHLORINATED RUBBER PAINT</title>
      <link>https://trid.trb.org/View/110073</link>
      <description><![CDATA[TWO TYPES OF ROAD MARKING PAINTS ARE DESCRIBED. THE PAINTS WITH THE ADDITION OF BALLOTINI GLASS SPHERES HAVE BEEN USED FOR PROVIDING REFLECTORIZED EDGE MARKING ON A 17-MILE STRETCH OF THE M1 AND THE M45 MOTORWAYS. DETAILS OF STRIPING EQUIPMENT AND THE SPRAYING OPERATIONS ARE GIVEN. /RRL/]]></description>
      <pubDate>Tue, 10 Aug 2004 17:49:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/110073</guid>
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      <title>PAVEMENT MARKING MATERIALS: A SUMMARY OF NEW YORK STATE RESEARCH</title>
      <link>https://trid.trb.org/View/50566</link>
      <description><![CDATA[This report summarizes pavement making materials research conducted by New York from 1960 through 1975.  Work concentrated on three general classes of marking materials -- traffic paints reflectorized with glass beads, raised reflective markers, and alternative pavement markings including thermoplastics.  Many paint families and formulations were investigated in several pavement test installations.  Modified alkyds with and without chlorinated-rubber provided the best service, with modified alkyds generally the most cost-effective.  Pavement pretreatments (acid etching and primery) proved ineffective for improving paint durability on concrete pavements. Studies of hot-applied traffic paints determined that these dried much faster than cold-applied paints, eliminating the need for coning; durability was generally close to that of cold paints.  While raised reflective markings have shown promise for wet-night delineation, several problems have prevented their widespread use.  The metal casting are subject to damage by carbide-tipped snowplow blade, and damage the blades.  In addition, reflector durability has been poor, due to damage by snowplow blades and nose shoes. Hot-extruded thermoplastic and thermosetting plastic glue-down marking haveprovided highly variable performance on portland cement concrete pavement.  While they have generally performed well on asphalt cement concrete pavement, their use has been limited by high initial cost. Based on this research, and on performance and cost experience gathered through the years, New York's standard pavement marking material (adopted in 1973) is a hot-applied modified-alkyd traffic paint with a specified drying time of 20 seconds, reflectorized with glass beads having a refraction index of 1.50 to 1.65.]]></description>
      <pubDate>Mon, 13 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/50566</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF AN ADHESION TESTS FOR TRAFFIC BUTTONS, MARKERS AND JIGGLE BARS</title>
      <link>https://trid.trb.org/View/106082</link>
      <description><![CDATA[A PROCEDURE WAS DEVELOPED TO DETERMINE THE DEGREE OF ADHESION OBTAINABLE TO TRAFFIC MARKERS USING A STANDARD EPOXY ADHESIVE. BOND TESTS TO SEVERAL DIFFERENT TYPES OF MARKERS WERE PERFORMED AT 0, 77 AND 140 F AND ALSO AFTER FREEZING AND THAWING. A BOND STRENGTH OF 500 PSI AT 77 F WAS SELECTED AS THE MINIMUM FOR SATISFACTORY PERFORMANCE. /AUTHOR/]]></description>
      <pubDate>Mon, 16 Jul 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106082</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A RAPID-SET EPOXY ADHESIVE FOR TRAFFIC MARKERS--FINAL REPORT</title>
      <link>https://trid.trb.org/View/190924</link>
      <description><![CDATA[A new generically defined, rapid-set epoxy adhesive for bonding traffic markers to roadway surfaces has been developed, field tested, and produced in semicommercial quantities.  This rapid-set epoxy adhesive, designated Adhesive 118-AF, features significantly faster setting times and lower viscosity than current rapid-set materials.  It is a two-component system designed for machine mixing and dispensing, on a one-to-one volume basis; it has a pot life of about four minutes, gives an open-to-traffic time of about 15 minutes at 25 deg C, can be used at lower temperatures, can tolerate some dampness in the concrete, and is free of asbestos as a thixotropic agent.  Adhesive 118-AF is based on the use of a polymercaptan as the hardener.  It differs from existing rapid-setting systems in that all of the cure results from the fast reaction of a mercaptan group with an epoxy group. The asbestos version, Adhesive 118, was compared in a field test with the California Rapid-set Adhesive and a second experimental adhesive.  Raised ceramic and plastic retroreflective markers were placed on a portland cement concrete highway of high traffic density.  Adhesive 118 had the best balance of handling, cure rate, and retention of markers during the first year of service.  After reformulation, in which the asbestos thixotrope was replaced with fibrillated high-density polyethylene, production was scaled-up and 350 gallons of satisfactory adhesive was produced and shipped to various state highway departments and the FHWA for evaluation.  A materials and performance specification and a user's guide have been prepared.  (FHWA)]]></description>
      <pubDate>Wed, 30 Aug 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/190924</guid>
    </item>
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      <title>FLEXIBLE DELINEATORS ADAPT TO NEW HOT SEALS</title>
      <link>https://trid.trb.org/View/372900</link>
      <description><![CDATA[It is described how new hot-applied chip seals, asphalt-rubber seals, and polymer modified chip seals are producing a new generation of flexible pavement markers.  The flexible raised pavement marker provides delineation of lane lines both day and night immediately after a chip seal, and so eliminates the need to 'cat track' the centerlines, and guide striping crews some weeks later in placing permanent lines on the roadway.  New chip seal technology is noted including the hot-applied asphalt rubber, or polymer-modified asphalt chip seal.  The hot applied methods are described.]]></description>
      <pubDate>Thu, 04 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/372900</guid>
    </item>
    <item>
      <title>SERVICE LIFE AND COST OF PAVEMENT MARKING MATERIALS. VOLUME I: TECHNICAL REPORT AND VOLUME II: APPENDICES</title>
      <link>https://trid.trb.org/View/538791</link>
      <description><![CDATA[The objectives of the research discussed in this report were (1) to determine typical service lives for each type of pavement marking materials now widely used in this country and (2) to develop guidelines for selecting the most appropriate materials on the basis of estimated life-cycle costs.  To achieve these objectives, it was necessary to develop criteria for estimating the service life of the marking materials now in use and a method for estimating the life-cycle cost of the materials.  The criteria for estimating the service lives of the materials were developed from the results of a panel study in which 16 drivers provided user ratings of lines in service in Pennsylvania.  This information together with the results of the experimental test line programs in Pennsylvania, Florida, and Arizona provided the basis for the findings in this report.  Volume I contains the technical report and Volume II the appendices.]]></description>
      <pubDate>Wed, 06 Jan 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538791</guid>
    </item>
    <item>
      <title>SUMMARY OF RESULTS OF 1995 FIELD EVALUATION OF DURABLE PAVEMENT MARKING MATERIALS (OREGON DECK)</title>
      <link>https://trid.trb.org/View/537166</link>
      <description><![CDATA[This report summarizes the results of data collected as part of the 1995 to 1997 field and laboratory evaluations of durable pavement marking materials for the American Association of State Highway and Transportation Officials' National Transportation Product Evaluation Program (NTPEP).  The field evaluation data are presented in this report and represent a twenty-four month period for materials placed in Oregon during July 1995.  The materials submitted for testing and evaluation are classified as thermoplastic, preformed thermoplastic, and nonremovable tape. The testing procedures used for the field evaluations were developed by a task force established by the Standing Committee of the NTPEP.]]></description>
      <pubDate>Mon, 05 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/537166</guid>
    </item>
    <item>
      <title>STANDARD SPECIFICATIONS FOR TRANSPORTATION MATERIALS AND METHODS OF SAMPLING AND TESTING 1997. EIGHTEENTH EDITION. PART I - SPECIFICATIONS</title>
      <link>https://trid.trb.org/View/536744</link>
      <description><![CDATA[This Eighteenth Edition of Transportation Materials is published in two parts.  This Part I contains specifications for materials, and Part II includes methods of testing and specifications for testing equipment.  Part I contains approximately 180 meterials specifications and 15 Recommended Practices, of which most contain both English and Metric units of measure.  Revisions have been made in over 115 of the specifications since the Seventeenth Edition, 5 specifications have been discontinued, and 6 new specifications have been added.  A number of specifications have been included in this publication at the request of the AASHTO Subcommittee on Bridges and Structures.  Many of these specifications agree with those of the American Society for Testing and Materials (ASTM).  In all cases where the Association and ASTM standards are technically identical, or substantially identical with some changes, reference to the ASTM designation number is shown in the heading of the specification.  In past editions, AASHTO has printed ASTM standards which have been adopted by AASHTO and given an AASHTO designation.  This was done under a long-standing copyright arrangement between AASHTO and ASTM. After the Sixteenth Edition, ASTM withdrew a number of its standards from that copyright arrangement, and accordingly, they did not appear in the Seventeenth Edition.  However, printing of approximately 40 AASHTO-approved ASTM specifications has been reinstated in this Eighteenth Edition.  Subject areas covered are as follows:  aggregates; bituminous materials; box culvert, culvert pipe and drain tile; brick; concrete, curing materials, and admixtures; guardrail and fencing; hydraulic cement; joint filler and asphalt plank; metallic materials for bridges; miscellaneous; painting and traffic marking and signing; quality assurance; reinforcing steel and wire rope; soils and stabilization; testing equipment; and timber and preservatives.]]></description>
      <pubDate>Wed, 30 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/536744</guid>
    </item>
    <item>
      <title>STANDARD SPECIFICATIONS FOR TRANSPORTATION MATERIALS AND METHODS OF SAMPLING AND TESTING 1997. EIGHTEENTH EDITION. PART II - TESTS</title>
      <link>https://trid.trb.org/View/536745</link>
      <description><![CDATA[This Eighteenth Edition of Transportation Materials is published in two parts.  Part I contains specifications for materials, and this Part II includes methods of testing and specifications for testing equipment.  Part II contains approximately 127 test methods and equipment standards, of which most contain both English and Metric units of measure.  Revisions have been made in over 122 of the test methods or equipment standards since the Seventeenth Edition, 16 test methods or equipment standards have been discontinued, and 5 new test methods or equipment standards have been added.  A number of test methods and equipment standards have been included in this publication at the request of the AASHTO Subcommittee on Bridges and Structures.  Many of these test methods and equipment standards agree with those of the American Society for Testing and Materials (ASTM).  In all cases where the Association and ASTM test methods and equipment standards are technically identical, or substantially identical with some changes, reference to the ASTM designation number is shown in the heading of the specification.  In past editions, AASHTO has printed ASTM test methods and equipment standards which have been adopted by AASHTO and given an AASHTO designation.  This was done under a long-standing copyright arrangement between AASHTO and ASTM.  After the Sixteenth Edition, ASTM withdrew a number of its test methods and equipment standards from that copyright arrangement, and accordingly, they did not appear in the Seventeenth Edition. However, printing of approximately 50 AASHTO-approved ASTM test methods and equipment standards has been reinstated in the Eighteenth Edition.  Subject areas covered are as follows: hydraulic cement; bituminous materials; soils; aggregates; concrete; brick; joint filler and asphalt plank; culvert pipe and drain tile; metallic materials; miscellaneous; environmental tests; pavement surface characteristics; and painting and traffic marking and signing.]]></description>
      <pubDate>Wed, 30 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/536745</guid>
    </item>
    <item>
      <title>EXPERIMENTAL PRODUCTS EVALUATION PROGRAM, ANNUAL REPORT</title>
      <link>https://trid.trb.org/View/483860</link>
      <description><![CDATA[This publication consists of a listing of experimental products that are being, or have been, evaluated by the Oklahoma Department of Transportation, or other transportation agencies. The listing is continuously updated as new information is received.  A status of the evaluation is given for each item, showing the progress or result of the evaluation.]]></description>
      <pubDate>Mon, 01 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/483860</guid>
    </item>
    <item>
      <title>PAVEMENT MARKING ASSESSMENT SYSTEM (PAMAS)</title>
      <link>https://trid.trb.org/View/475874</link>
      <description><![CDATA[This digest contains a brief description of and the operating instructions for a computer program that simplifies the semiquantitative process for measuring the engineering performance, environmental performance, including the impact of volatile organic compounds (VOCs), and health concerns, including an evaluation of the hazardous air pollutants (HAPs), of various classes of conventional pavement marking materials used for highway stripes.  This computer program is especially timely because the United States Environmental Protection Agency is expected to regulate the permissible amounts of VOCs in paints and coatings early in 1998.  This regulation might proscribe the use of most presently available solvent-borne paints and some water-based paints.]]></description>
      <pubDate>Fri, 20 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475874</guid>
    </item>
    <item>
      <title>AASHTO REGIONAL TEST FACILITY PAVEMENT MARKING MATERIALS FIELD EVALUATIONS. VOLUME 1</title>
      <link>https://trid.trb.org/View/472162</link>
      <description><![CDATA[This report summarizes the results of data collected as part of the 1994 field and laboratory evaluations of pavement marking materials for the National Transportation Product Evaluation Program (NTPEP).  The purpose of the NTPEP is to pool the professional and physical resources of the individual participating AASHTO member departments and to focus those resources to test materials of common interest in order to improve cost-effectiveness.  The materials described in this report were placed on the AASHTO Regional Test Facilities previously used in Kentucky and Akabama.  This volume presents the field evaluations.  Field test decks on both Portland cement concrete (PCC) and bituminous concrete (asphalt) surfaces were evaluated.  A total of 224 materials were placed in Alabama in 1994; a total of 198 materials were placed in Kentucky in 1993.]]></description>
      <pubDate>Wed, 28 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472162</guid>
    </item>
    <item>
      <title>NATIONAL TRANSPORTATION PRODUCT EVALUATION PROGRAM - SUMMARY OF RESULTS OF 1995 FIELD AND LABORATORY EVALUATIONS OF PAVEMENT MARKING MATERIALS. VOLUME I: FIELD EVALUATIONS</title>
      <link>https://trid.trb.org/View/472154</link>
      <description><![CDATA[This report summarizes the results of data collected as part of the 1995 field and laboratory evaluations of pavement marking materials for the NTPEP.  The field evaluation data is presented in this report and represents a twelve-month period for materials placed in Oregon during July 1995.  The materials submitted for testing and evaluation are classified as paint; durable materials such as thermoplastic, preformed thermoplastic, nonremovable tape; and removable tape.  The six-month evaluation of removable tapes is located in the appendix.  The testing procedures used for the field evaluations were developed by a task force established by the Standing Committee of the NTPEP.  Field test decks on both Portland cement concrete and asphalt concrete surfaces were evaluated.]]></description>
      <pubDate>Wed, 21 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472154</guid>
    </item>
    <item>
      <title>NATIONAL TRANSPORTATION PRODUCT EVALUATION PROGRAM - SUMMARY OF RESULTS OF 1995 FIELD AND LABORATORY EVALUATIONS OF PAVEMENT MARKING MATERIALS. VOLUME II: LABORATORY EVALUATIONS</title>
      <link>https://trid.trb.org/View/472152</link>
      <description><![CDATA[Different states were selected to perform tests on pavement marking materials for the 1995 National Transportation Product Evaluation Program (NTPEP).  Oregon Department of Transportation (ODOT) was chosen as the lead state and Washington State Department of Transportation (WSDOT) was chosen as the support state representing the cold/wet climate in the northwestern (NW) part of the United States.  Other states were chosen for their cold/dry (NE), hot/wet (SE) and hot/dry (SW) climates. ODOT was to evaluate the pavement marking materials through field trials and WSDOT was to perform the laboratory evaluations on the same materials.  These evaluations were divided into four categories as follows: solvent borne traffic paint, water borne traffic paint, thermoplastic material and traffic striping tape. This document describes the lab tests and their results.]]></description>
      <pubDate>Wed, 21 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472152</guid>
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