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Automobile paint chips are a crucial piece of trace evidence for forensic investigators. This is because automotive paints are composed of multiple layers, including the primer, basecoat, and clearcoat, each of which has its own chemical composition that can vary by vehicle make, model, year, and manufacturing plant. Thus, Fourier‐transform infrared (FTIR) spectral databases for automobile paint systems have been established to aid law enforcement in, for example, narrowing search parameters for a suspect's vehicle. Recently, car manufacturers have implemented primers on plastic substrates that are much thinner (~5 μm) than those on metal substrates, making it more difficult to manually separate for analyses. Here, we evaluated FTIR microspectroscopy (μ‐FTIR) and optical photothermal infrared spectroscopy (O‐PTIR) to chemically image cross sections of paint chips without manually separating the layers. For μ‐FTIR, transmission and transflection modes provided the highest quality spectra compared to reflection and μ‐ATR analyses. Point analysis was preferable to chemical imaging, as peaks were identified in the point (MCT) detector's lower spectral range that was below the imaging (FPA) detector's cutoff, such as those associated with titanium dioxide. Reduced spectral range can lead to a similar issue in O‐PTIR analyses depending on instrument configuration. However, its complementary Raman spectra showed strong titanium dioxide peaks, providing an alternate means of identification. Both techniques are likely to become more relevant as they are non‐destructive and avoid manual separation of the layers. O‐PTIR is particularly well‐suited for analysis of the thin primer layer due to its superior spatial resolution. [ABSTRACT FROM AUTHOR]

Discriminating paints of the same color has always been a challenge in automotive paint examination. The process is even more difficult when these paints originate from the same manufacturer and color. Raman spectroscopy is an effective and non‐destructive method that is commonly used to differentiate automotive paint. This method is often used to provide a reliable information about pigments and extenders contained in topcoats and is barely used to examine other layers of paints. In this study, A total of 54 white automotive paints from one single manufacturer (Volkswagen) were prepared and analyzed by Raman Spectroscopy. Each layer of the samples was measured in order to evaluate if Raman spectroscopy can provide good discrimination power. Statistical methods were used to characterize and classify these samples. Correlations between paint characteristics and discriminating factors (such as model, topcoat color code, production year, and assembly plant) were also investigated to get a deeper understanding of automotive paints. [ABSTRACT FROM AUTHOR]

Forensic paint comparisons are generally conducted on samples which, while small relative to their source, are still visible to the unaided eye and are thus located and analyzed without great difficulty. Here we demonstrate that a more detailed examination of candidate transfer surfaces can capture materials (questioned samples), even when such traces are invisible to the unaided eye. While certain analytical details (such as layer sequence or a pure FTIR spectrum) may not be obtainable from such traces due to their size and condition, a detailed analysis of the sample characteristics that are analytically accessible may still provide sufficient analytical data to arrive at a probative result. Here we present the application of this approach to a suspected paint transfer case, involving particles of paint as small as 40 μm in size. Using a combination of stereomicroscopy, polarized light microscopy, infrared microspectroscopy, Raman microspectroscopy, and SEM/EDS, all performed on a single, subsample of the original minute particle, it was possible to demonstrate evidence of a two‐way transfer between the suspected sources. Furthermore, the transferred paint particle in one direction could be classified as automotive in nature based on a combination of polymer composition, microscopic texture, and pigment package (which included three specifically identified pigments). This work demonstrates (i) the potential for improving detection limits when searching for a questioned sample, (ii) the potential benefits of higher resolution analyses on samples that would be traditionally labeled as "sample‐size limited," and (iii) the value of case‐specific interpretation over standardized, one‐size fits all report templates. [ABSTRACT FROM AUTHOR]

This population study was conducted to assess the frequency of physical, microscopical, and chemical properties of automotive paint chips. Population studies of trace evidence provide valuable analytical data for criminalists to assess evidentiary significance. Two‐hundred automotive paint chips were collected from auto body shops from the Northeastern United States. All samples were analyzed using stereomicroscopy, brightfield, and polarized light microscopy. Red paints were targeted for further analysis using a sequence of modern instrumental techniques commonly used by forensic paint examiners: Fourier‐transform infrared (FT‐IR), Raman, and ultraviolet–visible (UV–Vis) microspectroscopy. The discrimination potential of each analytical method was evaluated by inter‐comparing the paint samples. Results demonstrated that macroscopic and microscopic properties were able to differentiate 99.995% of the population (one undifferentiated pair out of 19,900). When combined with either FT‐IR or UV–Vis microspectroscopy, all paints were differentiated. The results of this research lead to the conclusion that one would not expect to encounter two indistinguishable paint chips originating from different sources during the investigation of a single event. [ABSTRACT FROM AUTHOR]

The aim of this work is to study the influence of several analytical parameters on the variability of Raman spectra of paint samples. In the present study, microtome thin section and direct (no preparation) analysis are considered as sample preparation. In order to evaluate their influence on the measures, an experimental design such as 'fractional full factorial' with seven factors (including the sampling process) is applied, for a total of 32 experiments representing 160 measures. Once the influence of sample preparation highlighted, a depth profile of a paint sample is carried out by changing the focusing plane in order to measure the colored layer under a clearcoat. This is undertaken in order to avoid sample preparation such a microtome sectioning. Finally, chemometric treatments such as principal component analysis are applied to the resulting spectra. The findings of this study indicate the importance of sample preparation, or more specifically, the surface roughness, on the variability of the measurements on a same sample. Moreover, the depth profile experiment highlights the influence of the refractive index of the upper layer (clearcoat) when measuring through a transparent layer. Copyright © 2014 John Wiley & Sons, Ltd. [ABSTRACT FROM AUTHOR]

Chrome Yellow ( PbCr O4· xPbSO4) was a common pigment in U. S. automobile OEM finishes for more than three decades, but in the early 1990s its use was discontinued. One of its main replacements was Bismuth Vanadate ( Bi VO4· nBi2 Mo O6, n = 0-2), which was commercially introduced in 1985, as this inorganic pigment also produces a very bright hue and has excellent outdoor durability. This paper describes the in situ identification of Bismuth Vanadate in automotive finishes using FT- IR and dispersive Raman spectroscopy and XRF spectrometry. Some differentiation of commercial formulations of this pigment is possible based on far-infrared absorptions, Raman data, and elemental analysis. The spectral differences arise from the presence or absence of molybdenum, the use of two crystal polymorphs of Bi VO4, and differences in pigment stabilizers. Bismuth Vanadate is usually not used alone, and it is typically found with Isoindoline Yellow, hydrous ferric oxide, rutile, Isoindolinone Yellow 3 R, or various combinations of these. [ABSTRACT FROM AUTHOR]

The identification, analysis, and occurrence in U.S. automobile original finishes (1974–1989) of Nickel Titanate (yellow) and Chrome Titanate (yellow–orange) are described in this report. The titanate pigments are based on the rutile (titanium dioxide) structure and there are only minor differences between the infrared absorptions of rutile and the titanates. Titanate pigment absorptions in paint spectra can thus be easily mistaken for those of rutile. Each of the titanates, however, contains two elements in addition to titanium that can serve to distinguish them using elemental analyses. Fourier transform infrared (4000–220 cm−1) and X-ray fluorescence instruments were used in combination for the in situ analysis of the titanates. In addition to titanium, nickel, and antimony, the three main detectable elements comprising Nickel Titanate, all of the commercial products of this pigment that were examined also contained impurities of zirconium, niobium, and usually lead. These elements were also detected in most of the monocoats in which Nickel Titanate was identified, as well as in the Chrome Titanate pigments, and the zirconium to niobium ratio was found to exhibit a wide variation. Nickel Titanate is a relatively common pigment that was identified in nearly three dozen U.S. automobile yellow nonmetallic monocoats (1974–1989), while Chrome Titanate appears to have been used in only a few yellow and orange nonmetallic monocoats. The use of the titanate pigments likely increased after this time period as they were replacements for lead chromate pigments (last used in a U.S. automobile original finish in the early 1990s), and are more amenable for use in basecoat/clearcoat finishes than in monocoats. Minor distortions of the infrared absorptions of rutile, anatase, and the titanates obtained using accessories with diamond windows were noted, and their origins are discussed. [ABSTRACT FROM AUTHOR]

Chromatic secondary pigments are utilized in achromatic automotive paints to create unique paint systems. These pigments may not be observable in reflected light; however, utilizing visible microspectrophotometry (MSP) discriminating data may be gathered. This study analyzed 160 apparently achromatic automotive paints via this technique for spectral evidence of secondary pigmentation. These results were compared with visual observations made via polarizing light microscopy. Positive spectral results were attained in approximately 25% of the black and gray/silver topcoat sample sets, whereas the white topcoat and gray undercoat set yielded no probative spectral data. The black sample set did yield several samples that produced spectral evidence of pigmentation when no visual chromatic data was observed. The results of this study suggest that paint analysis schemes should incorporate visible MSP for apparently achromatic black and gray/silver paint samples. [ABSTRACT FROM AUTHOR]