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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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    <item>
      <title>EFFET DES CHARGES SUR LES PERFORMANCES DES PEINTURES DE MARQUAGE DES CHAUSSEES.</title>
      <link>https://trid.trb.org/View/1072320</link>
      <description><![CDATA[LES ESSAIS EN LABORATOIRE MONTRENT QUE LES PEINTURES DE MARQUAGE CHARGEES  D'ARGILE CALCINEE ONT UNE MEILLEURE RESISTANCE A L'ABRASION QUE LES PEINTURES CHARGEES DE TALC. UNE ETUDE DU MARCHE DES PEINTURES DE MARQUAGE EN 1965 A INDIQUE UNE CONSOMMATION DE 6600 TONNES DE TALC ET 12500 TONNES DE SULFATE DE CALCIUM (DANS L'OXYDE DE TITANE CHARGE). POUR EVALUER L'EFFET DES CHARGES SUR LES PERFORMANCES DES PEINTURES, UNE SERIE DE RAIES, PEINTES,  FURENT EXPOSEES A LA CIRCULATION DANS LE SENS TRANSVERSAL SUR LA ROUTE INTERETAT 85 (PLUS DE 30 000 VEHICULES PAR JOUR) PENDANT 12 MOIS. L'ARGILE CALCINEE, L'ARGILE LAVEE A L'EAU, L'ARGILE DELAMINEE NC ET LO FURENT COMPAREES AU TALC ET A L'OXYDE DE TITANE CHARGE. CES ESSAIS NE MONTRENT AUCUN CHANGEMENT SIGNIFICATIF DE L'APTITUDE EN SERVICE DES PEINTURES DE MARQUAGE SUIVANT LA CHARGE UTILISEE. (A)]]></description>
      <pubDate>Sun, 21 Nov 2010 13:21:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1072320</guid>
    </item>
    <item>
      <title>EFFECT OF EXTENDERS ON TRAFFIC PAINT PERFORMANCE</title>
      <link>https://trid.trb.org/View/1068342</link>
      <description><![CDATA[LABORATORY TESTS SHOW THAT PAINTS USED FOR CARRIAGEWAY MARKING, TO WHICH CALCINED CLAY HAS BEEN ADDED, HAVE A HIGHER RESISTANCE TO ABRASION THAN PAINT CONTAINING TALC. IN 1965, 6600 TONS OF TALC AND 12500 TONS OF CALCIUM SULPHATE WERE USED.  TO ASSESS THE EFFECT OF THE EXTENDERS ON THE PERFORMANCE OF PAINTS, A SERIES OF STRIPES WERE PAINTED ON THE INTERSTATE HIGHWAY 85, WHERE OVER 30000 VEHICLES TRAVEL EVERY DAY, AND OBSERVED FOR 12 MONTHS. CLAY WAS COMPARED WITH TALC AND TITANE OXIDE.  THE RESULTS SHOWED NO SIGNIFICANT CHANGE IN THE APTITUDE TO SERVICE OF THE MARKING PAINTS CONTAINING DIFFERENT EXTENDERS.]]></description>
      <pubDate>Sun, 21 Nov 2010 11:08:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1068342</guid>
    </item>
    <item>
      <title>THE SPRAY CHARACTERISTICS OF ACRYLIC ESTER RESIN SYSTEMS</title>
      <link>https://trid.trb.org/View/106692</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106692</guid>
    </item>
    <item>
      <title>THE PAINT INDUSTRY IN 1965-A REVIEW OF PROGRESS</title>
      <link>https://trid.trb.org/View/106693</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106693</guid>
    </item>
    <item>
      <title>SOME REFLECTIONS ON PIGMENT DISPERSION</title>
      <link>https://trid.trb.org/View/106694</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106694</guid>
    </item>
    <item>
      <title>SURFACE PREPARATION-APPLICATION FAILURES</title>
      <link>https://trid.trb.org/View/106695</link>
      <description><![CDATA[SLIDES ARE PRESENTED SHOWING TYPICAL PAINT FAILURES ON HOUSES AND STRUCTURAL STEEL. CONDITIONS OF CRACKING, MILDEWING, DIRT COLLECTION, BLISTERING, EROSION AND REDWOOD AND CEDAR STAINING ARE DISCUSSED. IT IS CAUTIONED THAT ADHESION TROUBLE CAN DEVELOP WHEN EMULSION PAINTS ARE APPLIED TO WEATHERED SURFACES THAT CARRY EXCESSIVE AMOUNTS OF CHALK. TO INSURE AGAINST THIS, AN EMULSION PAINT SHOULD BE SELECTED THAT CONTAINS AN OIL OR ALKYED MODIFIER WHICH WILL PROVIDE WETTING PENETRATING THROUGH THE CHALK DOWN TO A SOLID SUBSTRATE. SOME PAINT MANUFACTURERS FURNISH AN AUXILIARY OIL WHICH MAY BE ADDED TO THEIR WATER BASE PAINT TO ACCOMPLISH THE SAME THING. ANOTHER PRACTICE IS TO PRIME A CHALKY SURFACE WITH A SOLVENT BASE OIL OR ALKYED PRIMER PRIOR TO APPLICATION OF AN EMULSION PAINT. METAL SURFACE PREPARATION IS DESCRIBED. IT HAS BEEN FOUND THAT PAINT LIFE CAN BE DOUBLED WHEN USED OVER METAL PRIMERS ON PARTICULAR STEELS.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106695</guid>
    </item>
    <item>
      <title>MAINTENANCE COATINGS AND APPLICATIONS</title>
      <link>https://trid.trb.org/View/106696</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106696</guid>
    </item>
    <item>
      <title>ADDITIVES</title>
      <link>https://trid.trb.org/View/106697</link>
      <description><![CDATA[ONE OF THE MAJOR INGREDIENTS OF A PAINT FORMULATION IS THE ADDITIVE WHICH IS USED TO: (1) SPEED UP PRODUCTION AND DEVELOP FULL VALUE FROM THE INGREDIENTS USED, (2) INSURE THAT COATINGS WILL NOT DEGRADE UPON PROLONGED SHELF STORAGE, (3) PRODUCE COATINGS WHICH CAN BE EASILY APPLIED AND DRY IN A REASONABLE TIME, FREE FROM DEFECTS, (4) IMPROVE THE APPEARANCE OF THE DRIED FILM, (5) INCREASE SERVICE LIFE AND PREVENT PREMATURE FILM FAILURE, AND (6) PROVIDE CORRECTIVE MEASURES IF PROBLEMS ARISE EITHER IN MANUFACTURE, STORAGE, OR APPLICATION OF THE COATING. VARIOUS DRIERS, SLIP AGENTS, VINYL STABILIZERS, MILDEW INHIBITORS, AND ULTRAVIOLET LIGHT ABSORBERS ARE DISCUSSED. TYPICAL FORMULATIONS ARE PRESENTED WHICH SERVE TO DEMONSTRATE THE VARIETY AND CONCENTRATION OF MANY OF THE SOLVENTS AND ADDITIVES DISCUSSED.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106697</guid>
    </item>
    <item>
      <title>SOLVENTS</title>
      <link>https://trid.trb.org/View/106698</link>
      <description><![CDATA[PAINTS ESSENTIALLY CONSIST OF THE FOLLOWING FOUR MAJOR INGREDIENTS: PIGMENTS, BINDERS OF FILM FORMERS, SOLVENTS, AND ADDITIVES. THE MAJOR FUNCTIONS OF THE SOLVENTS ARE TO DISSOLVE BINDERS OR RESINS AND REDUCE THE VISCOSITY OF THE FINISHED PRODUCT SO THAT IT CAN BE APPLIED BY BRUSH, ROLLER, SPRAY OR DIP. THE PROPERTIES OF SOLVENTS THAT ARE IMPORTANT IN DETERMINING THEIR SELECTION FOR VARIOUS TYPES OF COATINGS ARE: (1) DISTILLATION RANGE, (2) EVAPORATION OR DRY TIME, (3) SOLVENT STRENGTH, (4) SAFETY, (5) ODOR, (6) WEIGHT PER GALLON AND (7) COST. VARIOUS TYPES OF SOLVENTS ARE DESCRIBED AND THEIR PROPERTIES DISCUSSED. THE FOLLOWING TRENDS ARE OBSERVED WITHIN THE MAJOR GROUPS OF SOLVENTS AS DISTILLATION RANGE INCREASES WITHIN EACH GROUP: (1) EVAPORATION TIME INCREASES RAPIDLY, (2) FLASH POINT INCREASES RAPIDLY, (3) SOLVENT STRENGTH EITHER IS UNAFFECTED OR DECREASES RELATIVELY SLIGHTLY, (4) TOXICITY EITHER IS UNAFFECTED OR INCREASES, AND (5) COST GENERALLY INCREASES. WITH THIS DATA AVAILABLE IT IS POSSIBLE TO DETERMINE WHICH SOLVENT SHOULD BE USED WITH THE FOLLOWING PROCEDURE: (1) THE COATING INGREDIENTS MUST BE DISSOLVED AND THEIR VISCOSITY MUST BE REDUCED RAPIDLY, (2) EVAPORATION RATE IS CHOSEN TO FIT THE METHOD OF APPLICATION TO BE USED, (3) THE LOWEST COST SOLVENT OR SOLVENT BLEND WHICH WILL MEET THESE REQUIREMENTS IS CHOSEN, AND (4) THE SOLVENTS ARE CHECKED TO DETERMINE WHETHER THEY MEET ANY SPECIFICATIONS ESTABLISHED BY THE CUSTOMER OR GOVERNMENT IN REFERENCE TO FLASH POINT AND TOXICITY.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106698</guid>
    </item>
    <item>
      <title>THE COATINGS INDUSTRY AND POLLUTION ABATEMENT</title>
      <link>https://trid.trb.org/View/106655</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Sun, 01 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106655</guid>
    </item>
    <item>
      <title>CHLORINATED RUBBER PAINTS, NEW APPROACH TO AN OLD PROBLEM</title>
      <link>https://trid.trb.org/View/106605</link>
      <description><![CDATA[CHLORINATED RUBBER PAINTS ARE USED MAINLY IN PLANT MAINTENANCE, BUT ALSO IN CONCRETE COATINGS, TRAFFIC AND SWIMMING POOL PAINTS, AND MARINE FINISHES. DIFFICULTIES IN SPRAYING, LOW SOLIDS CONTENT, POOR SOLVENT RESISTANCE, AND FACILE THERMAL DEGRADATION LIMIT THEIR USE FOR INDUSTRIAL PRODUCTION FINISHES. HOWEVER, FAST DRYING ENAMELS OF HIGH HARDNESS AND CHEMICAL RESISTANCE CAN BE OBTAINED BY PROPER FORMULATION WITH MEDIUM- OR LONG-OIL ALKYD RESINS. PROPER SOLVENT BALANCE AND HIGH AMOUNTS OF DRIER ARE REQUIRED. THICK THIXOTROPIC CHLORINATED RUBBER PAINTS CAN BE FORMULATED WITH CASTOR OIL THICKENERS, GELLING AGENTS, OR A COMBINATION OF BOTH. /AUTHOR/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106605</guid>
    </item>
    <item>
      <title>FUTURE FUELS FOR ROAD TRANSPORT</title>
      <link>https://trid.trb.org/View/187126</link>
      <description><![CDATA[The events of 1973 and, more recently, 1979, have emphasised our dependence upon oil as an energy source. This paper presents some thoughts on future availability which, although the outlook is far from gloomy, suggests that we cannot be complacent.  Emphasis is placed upon the need to direct oil consumption into non-substitutional applications, and automotive fuels are clearly an area where no ready alternative is available.  The changes in refining processes required to produced more transportation fuels are briefly described and the influence of this trend on traditional fuel quality is discussed.  Attention is then drawn to more unconventional choices, both liquid and gaseous, such as liquified petroleum gas; wide cut fuel (basically a mixture of anything between naphta and gas oil.  It includes butane and other light components which the otto engine burns; alcohol fuels, vegetable oils, synthetic hydrocarbons, and hydrogen.  (TRRL)]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187126</guid>
    </item>
    <item>
      <title>GETTING AT THE STEELWORK</title>
      <link>https://trid.trb.org/View/173093</link>
      <description><![CDATA[There is a problem of access to the steelwork on bridges, and this is particularly true of large suspension bridges such as the forth road bridge.  An opportunity was afforded to visit New Zealand and the USA to see the extent of the problem elsewhere and how maintenance and access were being dealt with.  The experience gained as a result of these visits is summarised in this paper and certain conclusions drawn.  From this study a scheme has been devised for giving access to the deck structure of the forth road bridge.  The scheme is described and work has just begun on its implementation.  This is a shortened version of a paper given at a joint meeting of this institution and the structurals in London in November, 1980.(A) (TRRL)]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/173093</guid>
    </item>
    <item>
      <title>WET COLLECTOR UPGRADED BY SIMPLE ADDITION</title>
      <link>https://trid.trb.org/View/138595</link>
      <description><![CDATA[The addition of a set of spray nozzles to a wet scrubber in an asphalt plant improved efficiency to meet more stringent air pollution control requirements. The ability of the spray nozzles to produce a uniform distribution of finely atomized droplets in a wide spray angle was a major factor in reducing the emissions. In this two-fluid atomizer, liquid is brought in axially and enters a vortex chamber having a tangential inlet for air. Interaction of the air and water in the chamber creates extreme turbulence. Atomization and effective fluid distribution are further enhanced by an internal deflector plate, a venturi orifice section, and a stem supported deflector plate at the face of the nozzle. This plate also controls the angle of the conical spray pattern.]]></description>
      <pubDate>Fri, 11 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/138595</guid>
    </item>
    <item>
      <title>NOISE CONTROL ENCLOSURE IMPROVES DRYER EFFICIENCY</title>
      <link>https://trid.trb.org/View/138596</link>
      <description><![CDATA[The noise level in an asphalt aggregrate drying plant has been reduced significantly by means of an acoustical enclosure around the burner. Noise levels of 115 decibels recorded previously have been reduced to 85 DBA since installation.  The enclosure consists of modular acoustical panels which are solid 16 ga cold rolled steel and perforated 22 ga CRS with an acoustical fill. In addition to reducing noise, the enclosure prevents dissipation of dryer heat, thereby increasing drying power and enabling a reduction in fuel consumption.]]></description>
      <pubDate>Fri, 11 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/138596</guid>
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