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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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      <title>Evaluating New Steel Coating Systems</title>
      <link>https://trid.trb.org/View/2593943</link>
      <description><![CDATA[Kentucky Transportation Cabinet's (KYTC's) Divisions of Bridge Maintenance and Structural Design have identified several steel coating systems that can reduce maintenance, lower project costs, and increase structure service lives. Candidates include thermal spray (metallizing), galvanizing, and novel one- and two-coat systems. Before KYTC adopts a coating system it must undergo accelerated weathering and corrosion testing. The industry standard for this testing is ASTM D5894. However, this standard calls for just 5,000 hours of testing. This project will expose candidate coating systems to 20,000 hours of accelerated weathering and corrosion testing to more accurately gauge their long-term performance in the field.]]></description>
      <pubDate>Thu, 28 Aug 2025 11:32:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2593943</guid>
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      <title>Coating Performance on Existing Steel Bridge Superstructures</title>
      <link>https://trid.trb.org/View/1736608</link>
      <description><![CDATA[This study evaluated the performance of four coating systems applied on chloride-contaminated steel substrates. The purpose of the study was to identify coating systems that can provide extended service life for steel bridges with minimal surface preparation at a much reduced cost. The study helps estimate the amount of chloride contamination coating systems can tolerate without significant premature failure. The chloride contamination levels tested in this study were 0, 20, and 60 μg/cm². The coating systems tested were two 3-coat systems (one with inorganic zinc-rich primer and the other with organic zinc-rich primer), a 2-coat system with carbon nanotubes in its zinc-rich primer, and a 1-coat system of high-ratio calcium sulfonate alkyd. Coated panels were exposed to two conditions: accelerated laboratory testing and outdoor natural weathering. The 3-coat systems had the best corrosion protection performance among the tested specimens. The inorganic zinc primer performed slightly better than the organic zinc primer. The 2-coat system demonstrated the highest adhesion strength over all levels of chloride contamination.]]></description>
      <pubDate>Tue, 15 Sep 2020 11:59:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1736608</guid>
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      <title>Accelerated Weathering of Traffic Control Materials by Laboratory Testing</title>
      <link>https://trid.trb.org/View/1718977</link>
      <description><![CDATA[This project was undertaken to identify the appropriate accelerated laboratory testing procedures and conditions for predicting weathering deterioration of coating materials for steel structures and retroreflective sign sheeting materials for traffic control. The current standard test methods specified by state transportation departments, FHWA, and manufacturers were reviewed. The effects of test parameters, including irradiance, temperature, moisture, chloride ion concentration, and exposure duration, were discussed. The correlation of various laboratory accelerated test methods with outdoor testing were evaluated and analyzed. The acceleration factors of different accelerated laboratory tests were calculated using the corresponding published test data. Test protocols for the coating materials and sign sheeting materials were recommended. For the coating materials, test conditions of ASTM D5894 were modified by increasing the UV irradiance, temperature, chloride ion concentration, and test duration to shorten the testing time to 10% of the outdoor exposure. For the sign sheeting materials, irradiance levels during xenon light-on periods of the test procedure according to ASTM D7869 were increased to accomplish the testing time of 16% of the outdoor testing duration.]]></description>
      <pubDate>Thu, 23 Jul 2020 16:16:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1718977</guid>
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    <item>
      <title>Do Polyepoxy/Polyisocyanate Composite Resins for Concrete Protection Perform Better Than Either of Their Components?</title>
      <link>https://trid.trb.org/View/1678049</link>
      <description><![CDATA[Polyepoxy and polyisocyanate resins are currently in use for protecting concrete and especially steel structural elements in concrete from water-induced corrosive processes. The newest class of materials consists of polyepoxy/polyisocyanate composite resins. The underlying paradigm of using these composite materials is that they show structural synergy, leading to improved material properties, such as improved adhesion to concrete surfaces and higher durability, resilience, and weather resistance. The first phase of this research project consisted of the synthesis and chemical characterization of the required polyisocyanate resins and polyepoxy/amine resins. These resins are required, because their interaction with each other when adsorbed on concrete will be studied in Phase 2. The research team then investigated the chemical interaction between the model resins that were optimized in the first phase of this project in Phase 2. The thermal stabilities of the resulting composite materials were studied to estimate their resistance against weathering. Researchers could observe enhanced stability of polyisocyanate/polyepoxy/amine co-resins at very broad mixing ratios (5:95 to 95:5 weight ratios), with a maximum of thermal stability at 75:25 polyisocyanate to polyepoxy resin precursors. The observed increase in thermal stability was attributed to the formation of urea-type bonds between isocyanates and amines. This reaction can only occur if the resin precursors for polyisocyanates and polyepoxy/amines are mixed. This formation of novel bonds has been corroborated by nuclear magnetic resonance (¹H-NMR) spectroscopy. The third phase of this research project consisted of the atomic force microscopy (AFM) and magnetic resonance imaging (MRI) of two types of wafers that were provided by Kansas Department of Transportation (KDOT), as well as coated wafers. The final phase of this research project consisted of MRI of optimized polyepoxyamine resin (B) on the surfaces of Type 2 concrete model wafers provided by KDOT. Fast low angle shot MRI (FLASH), rapid imaging with refocused echoes (RARE), and Turbo-RARE imaging clearly demonstrated that polyepoxyamine resin (B) is a very suitable polymer coating for Type 2 concrete wafers. This proves that ultra-high-field MRI imaging is an excellent method for imaging polymerconcrete interfaces. The results clearly demonstrate that polyepoxyamine resins are, principally, superior as protective concrete coatings to polyurethane coatings, which were found not to be strongly adhesive. Mixtures of polyepoxyamine and polyurethane resins were dominated by their polyurethane content and, therefore, not as suitable as pure polyepoxyamine resins.]]></description>
      <pubDate>Tue, 21 Jan 2020 09:48:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1678049</guid>
    </item>
    <item>
      <title>Life-Cycle Cost Comparison of Corrosion Management Strategies for Steel Bridges</title>
      <link>https://trid.trb.org/View/1578988</link>
      <description><![CDATA[Corrosion of metals is one of the primary factors leading to the deterioration of bridge structures in the US. Protective coatings applied to the surface of the metal have been widely used as a corrosion protection system for steel bridge components. Because the coating also can deteriorate over time, other strategies, such as using steels with better corrosion resistance (i.e., weathering steels), have also been adopted. A recently developed structural stainless steel has shown better performance than conventional weathering steels, particularly in harsh environments, but it comes with a high initial cost. The aim of this study is to compare the life-cycle costs (LCCs) of various corrosion management strategies for bridge steel structures, using either coated carbon steel or structural stainless steel. To evaluate the structural performance of the coated carbon steel structure, a new probabilistic corrosion model is developed for the first time that explicitly incorporates the coating degradation in the steel deterioration process. Using two case studies, this study compares the LCCs of cyclical- and condition-based maintenance strategies and investigates the impact of different coating systems on the LCC. The results show that the structural stainless steel may be more economically beneficial than coated carbon steel, but the payoff time depends on the parameters used in the LCC analysis, such as the maintenance strategies adopted for the coated carbon steel, the coating type, the discount factor, and the size of the structure considered.]]></description>
      <pubDate>Tue, 19 Feb 2019 11:54:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1578988</guid>
    </item>
    <item>
      <title>Mechanical Evaluation of Corrosion-Resistant Steel Plates for Bridge Girder Fabrication</title>
      <link>https://trid.trb.org/View/1556836</link>
      <description><![CDATA[In highly corrosive and saline conditions, such as bridges near salt water or those exposed to deicing salt, conventional structural steels experience high corrosion rates, and weathering steels fail to develop their protective coating. In contrast to conventional structural steels which are prone to corrosion when exposed to the environment, stainless steels are innately corrosion resistant. Therefore, stainless steel has been considered as a primary construction material in these saline environments to reduce the costs associated with repainting and maintenance of the structural steel. Recently, a new steel alloy, known as ASTM A1010, has been explored for use in plate girder bridges. ASTM A1010 is a 10.5-12% chromium steel with a higher level of corrosion resistance than conventional steel and weathering steel and a potentially lower cost than stainless steel. This study investigates the material properties of A1010 steel through tensile tests that were conducted on steel plate specimens. The monotonic tensile tests were performed following the ASTM specifications on base material specimens. In order to investigate the effect of plate thickness on tensile strength, specimens with three different thicknesses (½ in, 1 in, and 1¾ in) oriented parallel to the rolling direction were tested. For the plates with ½ in thickness, specimens orientated transverse to the rolling direction were also tested to reveal the effect of rolling direction on the tensile characteristics of A1010 steel. A video extensometer was used to obtain the strains during the tests and stress-strain curves were plotted. The overall mechanical behavior of the A1010 stainless steel was evaluated and compared with other steel types used in bridge construction.]]></description>
      <pubDate>Fri, 30 Nov 2018 17:04:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1556836</guid>
    </item>
    <item>
      <title>Electrochemical Characterization of Steel Bridge Welds under Simulated Durability Test</title>
      <link>https://trid.trb.org/View/1524414</link>
      <description><![CDATA[Ever increasingly, corrosion-induced steel bridge deterioration, particularly near or at the welded joints, has led to a huge economic burden in the United States. There is, however, no sufficient information about weldment corrosion in steel bridges, which has hindered the application of appropriate corrosion mitigation. This study is to better understand corrosion behavior of steel bridge welds. Investigation of weldment corrosion of commonly used bridge steels, the low-carbon iron steel, and weathering steel, was performed using four electrochemical tests under simulated corrosive environments. Two coating systems, organic zinc-rich three-coat system and one-coat calcium sulfonate alkyd (CSA), were deposited to the samples to determine their performance at weldment. Results revealed that bridge welds exhibit higher corrosion initiation over base metals, regardless of types of steel or coating. In addition, the weathering steel shows the higher resistance to corrosion initiation (twice as high) in welded area as compared to the low-carbon iron steel. Moreover, the protective coating can effectively delay the corrosion initiation at the welds, thus enhancing the corrosion resistance of bridge welds.]]></description>
      <pubDate>Tue, 28 Aug 2018 09:25:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1524414</guid>
    </item>
    <item>
      <title>Weather Resistant Steel As Viable Option For Country Timber Bridge Replacements</title>
      <link>https://trid.trb.org/View/1468038</link>
      <description><![CDATA[Steel in bridge construction in Australia has declined significantly over the last 40 years from around 25% of bridges to as low as 5% of bridges in recent years. The main reasons for this have been the proliferation of precast prestressed concrete girders systems with the development of the Super-T girder in the early 1990s being the most notable, the high demand and cost of steel around the world and the higher ongoing maintenance cost of steel bridges to maintain the corrosion protection coatings. Steel bridges are typically only used now on road and rail bridges where site constraints on the handling of precast girders prohibit their use. Bluescope Steel has recently commenced production of weathering steel in larger plate sizes and is investigating its manufacturing capability has the ability to manufacture welded I-beams in the weathering steel for a small additional cost compared to the conventional steel welded girders they produce and a net saving when the cost of coating the steel is taken into account. The cost of steel is also reducing with the increase in production and reduction in demand for steel from China. The removal of the need to recoat the steelwork with the use of weathering steel and the lowering of the cost of steel production warrants a relook at the use of steel in our bridges. Jacobs have recently designed two bridges in weathering steel for the replacement of timber rail overbridges on the Country Rail Network in NSW. With careful detailing of the weathering steel and innovative use of precast concrete decking with the steel, modular steel composite bridge systems should again be a viable option for bridge designers, constructors and owners. Particularly for regional bridge replacement in the 15 to 50 metre span range. The paper will outline the requirements adopted for the design of the weathering steel bridges and highlight the key detailing measures adopted.]]></description>
      <pubDate>Wed, 24 May 2017 14:06:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1468038</guid>
    </item>
    <item>
      <title>Experimental Evaluation of Structural Steel Coating Systems</title>
      <link>https://trid.trb.org/View/1415322</link>
      <description><![CDATA[Departments of transportation (DOTs) currently use the conventional three-coat system as the predominant choice for the corrosion protection of steel bridge structures. Eliminating one step in the coating process could potentially save time and cost associated with lane closures and traffic control costs. This research paper evaluates several two-coat systems based on the zinc-rich primer and polysiloxane topcoat technology. All samples were conditioned and coated in a state-of-the-art, climate-controlled paint booth, simulating common field ENvironmental CONditions (ENCON) (ENCON 1: 25 °C/50% RH, ENCON 2: 10 °C/40%RH, and ENCON 3: 32°C/80% RH). Accelerated weathering tests were performed on 435 coated samples (scribed and unscribed). Regardless of the ENCON considered, the performance of the two-coat system is very comparable to the three-coat system. This coating technology offers much improved performance with quicker set time and better adhesion pull-off strength. Considering its durability and ease of application, this two-coat system can be attractive to other public and private agencies to enhance and extend the service life of steel structures.]]></description>
      <pubDate>Thu, 28 Jul 2016 10:03:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1415322</guid>
    </item>
    <item>
      <title>Methodology for Analysis of Soluble Salts from Steel Substrates</title>
      <link>https://trid.trb.org/View/1290999</link>
      <description><![CDATA[Coatings applied on surfaces contaminated with excessive amounts of adverse soluble salts do not provide expected service life. Steel meant to be used without protective coating, such as weathering steel and stainless steel, can also suffer from corrosion damage caused by high concentration of soluble salts under corrosive conditions. Soluble salts often contain chloride, nitrate, and sulfate as adverse anions.  Although most of the salts are soluble in water, they cannot be easily removed from steel surface by washing or abrasive blasting. Salts may also exist in pits and crevices on corroded surfaces within or under rust. The objective of this study is to evaluate extraction and analysis methods for determining the  amount of soluble salts on steel substrates.]]></description>
      <pubDate>Fri, 28 Feb 2014 13:32:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290999</guid>
    </item>
    <item>
      <title>Federal Highway Administration 100-Year Coating Study</title>
      <link>https://trid.trb.org/View/1236821</link>
      <description><![CDATA[This document is a technical summary of the Federal Highway Administration (FHWA) report, "Federal Highway Administration 100-Year Coating Study" (FHWA-HRT-12-044).  The in-house study was initiated in August 2009 under the Congressionally mandated high-performance steel program. The objective was to identify and evaluate coating materials that can provide 100 years of virtually maintenance-free service life for steel bridge structures at comparable costs to existing coatings. This TechBrief presents performance evaluation results and major findings for the eight selected coating systems based on experimental data from accelerated laboratory testing (ALT) and outdoor exposure testing.]]></description>
      <pubDate>Wed, 16 Jan 2013 13:23:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1236821</guid>
    </item>
    <item>
      <title>Federal Highway Administration 100-Year Coating Study</title>
      <link>https://trid.trb.org/View/1224262</link>
      <description><![CDATA[The Federal Highway Administration 100-Year Coating Study was initiated in August 2009 to search for durable coating systems at a reasonable cost. The objective of the study was to identify and evaluate coating materials that can provide 100 years of virtually maintenance-free service life for steel bridges. Selected coating systems included three three-coat systems, four two-coat systems, and a single-coat system of high-ratio calcium sulfonate alkyd. All coating systems were evaluated under accelerated laboratory testing and three outdoor exposure conditions, namely natural weathering and natural weathering with salt spray in McLean, VA, and outdoor testing at the Golden Gate Bridge in San Francisco, CA. One design innovation was the employment of 18- by 18-inch large test panels that contained welding joints and angle attachments using bolts and nuts to closely simulate realistic conditions that are encountered in bridges in the field. This report presents results of performance evaluation of the eight coating systems.]]></description>
      <pubDate>Tue, 11 Dec 2012 11:55:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1224262</guid>
    </item>
    <item>
      <title>Modern Protection Systems to Prevent Corrosion of Structural Steel Elements Due to Deicing and Roadway Salts</title>
      <link>https://trid.trb.org/View/1110221</link>
      <description><![CDATA[The effectiveness of innovative polymeric coatings, polyurea and polyaspartic polyurea, to protect structural steel from corrosion was investigated through standard laboratory tests. The coating evaluation tests included salt fog test, QUV weathering test, adhesion test, and freeze-thaw stability test. These tests were used to assess the long-term performance of coating technologies compared to the conventional polyurethane type coatings, i.e. coating systems with inorganic zinc primer, epoxy intermediate coat and polyurethane topcoat. This paper presents part of results in the aforementioned evaluation tests. The results illustrate that polyaspartic coating systems are very promising for corrosion mitigation and can provide long-term adhesion strength for transportation steel structures. In addition, compared with the coating systems currently used by Department of Transportation's (DOT's), the polyaspatic coating systems performed equally well with even higher bond strength.]]></description>
      <pubDate>Mon, 08 Aug 2011 14:24:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1110221</guid>
    </item>
    <item>
      <title>Structural Steel Coatings for Corrosion Mitigation</title>
      <link>https://trid.trb.org/View/1086277</link>
      <description><![CDATA[Task 1 of this project was to survey the performance of coating systems for steel bridges in Missouri and to evaluate coating and recoating practices. Task 1 was led under the direction of Dr. Glenn Washer from the University of Missouri located in Columbia, MO. A specific literature review focused on current state-of-the-practice for overcoatings, bridge coating assessment and rating, deterioration rate modeling as well as the risk assessment for overcoating. A new coating evaluation guideline was created to meet the needs of bridge maintenance in Missouri. Finally a field survey was carried out onto the existing bridge coatings across 10 Missouri Department of Transportation (MoDOT) districts and 26 counties. It was found that system S and G perform very well in many of the situations observed. The survey indicated that in many cases system S overcoatings are providing service life extension for the coating system, with some early failures resulting from severe exposure to deck drainage and corrosion. Deck condition, drainage, and joint conditions were found to be the dominate factor in deterioration of the coating system, regardless of the age of the coating. Task 2 of this project investigated the performance of new types of coating technologies on bridge corrosion mitigation and was led under the direction of Dr. John Myers from the Missouri University of Science and Technology located in Rolla, MO. Twelve coating systems including MoDOT system G were evaluated through several laboratory tests to study and predict the field performance and durability of new coating technologies. The new coating systems investigated in this study involved polyurea, polyaspartic polyurea, polysiloxane polymers and fluoropolymer. To date, these coating system technologies have not been used as a steel structural coatings system in the State of Missouri by MoDOT. The laboratory tests consist of freeze-thaw stability, salt fog resistance, QUV weathering and electrochemical tests. The comparison study was carried out to benchmark and understand the pros and cons of these new coating systems. In addition, two coating systems served as overcoating studies for lead-based paint systems representative of older existing bridges in the state of Missouri. These overcoating systems were evaluated using an accelerated lab test method and electrochemical test. The performance of the existing MoDOT calcium sulfonate (CSA) overcoating system (system S) was also studied within the test matrix for comparative purposes. The test results show that moisture cured urethane micaceous iron oxide zinc/polyurea polyaspartic  is a promising coating system for recoating of new steel bridges and that aliphatic polyaspartic polyurea can also be applied on existing coatings after the surface is properly prepared.]]></description>
      <pubDate>Fri, 14 Jan 2011 10:20:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1086277</guid>
    </item>
    <item>
      <title>Zur Problematik der Zwischenbewitterung von Epoxidharz-Teilbeschichtungen an Brueckenbauwerken / Effects of intermediate weathering of epoxy-2-pack paints on steel bridges</title>
      <link>https://trid.trb.org/View/940616</link>
      <description><![CDATA[Fuer den Korrosionsschutz von Brueckenbauwerken kommen aufgrund der geforderten langen Schutzdauer ueberwiegend zweikomponentige Beschichtungssysteme auf Basis von Epoxidharz/Polyurethan nach Blatt 87 der TL/TP-KOR-Stahlbauten zum Einsatz. Bei der meistens praktizierten Aufteilung des Gesamtsystems in Werkstatt- und Baustellenbeschichtung kann es durch Zwischenbewitterung der Epoxidharz-Teilbeschichtung zu Verbundproblemen kommen, was bereits zu Schadensfaellen gefuehrt hat. Der Beitrag beinhaltet Untersuchungsergebnisse zu dieser Problematik an in Nutzung befindlichen Bauwerken und berichtet ueber Erkenntnisse, die beim Brueckenneubau bei dem Anlegen von Probebeschichtungen auf unterschiedlich vorbereiteten Oberflaechen gewonnen wurden. Aus den Ergebnissen werden Schlussfolgerungen und Empfehlungen zur weiteren Verfahrensweise abgeleitet. (A) ABSTRACT IN ENGLISH: The corrosion protection of bridge structures often involves the use of epoxy and polyurethane 2-pack paints as per sheet 87 of TL/TP-KOR-Stahlbauten because of required high durability. In the most commonly practiced implementation in workshop and on-site painting intermediate weathering of the epoxy partial coating may lead to problems regarding intermediate adhesion, which has already resulted in damage being caused in a number of cases. The paper summarises results of investigations into this problem on structures in use and reports on findings obtained in bridge construction via the application of test coats onto surfaces that have been prepared in different ways. The findings are used to make draw conclusions and make recommendations with regard to further procedures. (A)]]></description>
      <pubDate>Wed, 06 Oct 2010 17:31:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/940616</guid>
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