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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Investigation of the Performance and Emissions of a Compression Ignition Mechanical Engine Operating in a Dual-Fuel Mode with Diesel and CNG</title>
      <link>https://trid.trb.org/View/2669820</link>
      <description><![CDATA[This study investigates the impact of adding compressed natural gas (CNG) to diesel on the performance of a compression ignition engine. In diesel dual-fuel systems, CNG is used to replace part of the energy originally supplied by diesel. The objective is to evaluate the performance of an Agrale BX6110 agricultural tractor engine operating in dual-fuel mode, with simple adaptations that allow it to function in its original mode as well, ensuring easy reversibility. Additionally, CNG can represent a cost-effective and environmentally advantageous alternative for farmers, significantly reducing their operational costs. Tests were conducted with four different CNG injection cases and three diesel injection cases, using an AW Dynamometer NEB 200 test bench. The maximum diesel substitution by CNG was 45.20%. In dual-fuel mode, the engine achieved maximum torque and power values of 665 N·m and 37.3 kW, respectively, representing a 20.45% loss compared to diesel-only operation. A reduction of 20.50% in carbon dioxide (CO2) emissions was observed, while unburned hydrocarbon emissions increased by approximately 4.52 times. Through economic analysis, it was concluded that, at the point of maximum torque and power operating in dual-fuel mode, a cost reduction of 14.32% per kWh produced was achieved.]]></description>
      <pubDate>Wed, 25 Feb 2026 08:54:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669820</guid>
    </item>
    <item>
      <title>Experimental Evaluation of Energy and Exergy of Hydrogen, CNG and Gasoline Fuelled High-Speed Spark Ignition Engine</title>
      <link>https://trid.trb.org/View/2663562</link>
      <description><![CDATA[The maximum power is recorded with Gasoline than CNG and Hydrogen fuel. The maximum exergy and energy efficiency is with Hydrogen, followed by CNG and then Gasoline. Hydrogen fuel has a maximum potential to convert into energy. The maximum energy destruction of 48.7kW for gasoline fuel at 3000 rpm and followed by CNG and hydrogen. The maximum entropy generation of 85.5 W/K with Gasoline and 60.72 W/K and 29.39W/K for CNG and hydrogen engine respectively at 10000 rpm. The entropy generation rate increase with engine speed. The highest rate of heat release is from hydrogen fuel, followed by Gasoline and CNG.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663562</guid>
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    <item>
      <title>Design Solutions for Ice-Induced CNG Filling Failures- Field Issue Resolution through Filter Geometry and Seal Material Reengineering</title>
      <link>https://trid.trb.org/View/2663462</link>
      <description><![CDATA[This study investigates the phenomenon of receptacle icing during Compressed Natural Gas (CNG) refueling at filling stations, attributing the issue to excessive moisture content in the gas. The research examines the underlying causes, including the Joule-Thomson effect, filter geometries, and their collective impact on flow interruptions. A comprehensive test methodology is proposed to simulate real-world conditions, evaluating various filter types, seal materials and moisture levels to understand their influence on icing and flow cessation. The findings aim to offer ideas for reducing icing problems. This will improve the reliability and safety of CNG refueling systems.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663462</guid>
    </item>
    <item>
      <title>Thermal Shock Test Rig for CNG Shut-Off Valve</title>
      <link>https://trid.trb.org/View/2669753</link>
      <description><![CDATA[In Automobile, Gasoline Engines are being used along with electrically operated shut-off valve installed at the roof of bus in case of higher capacity of CNG systems. In order to start/ stop CNG supply from cylinder for running of engine/ safety/ servicing an electrical operated ignition switch/ key controlled CNG Shut-Off Valve is placed just after the cylinders. There have been few failures of these CNG shut-off valves in field application. On investigation, it was observed that the CNG shut-off valve gets failed due to water ingress in coils from the cracks on surface generated due to spray of water (due to daily washing of bus and rain) on heated shut-off valves. In order to validate this field failure and subsequent validation of modified design, a need was felt to use a test rig which can exactly simulate the water spray based thermal shocks. However, there was no low cost facility available to simulate the field service condition for validation. Therefore, a low cost test set-up was designed and developed to simulate the failure in test lab to analyze the failure and root cause analysis and further durability validation of improved design. The designed and developed test rig was very useful to investigate the root cause of failures and validation of improved samples. The test rig has been in operation for 2 years without any failures and has validated more than 30 samples of existing and improved samples. The test rig was designed and developed completely in-house and is a low cost in price as well as low running cost.]]></description>
      <pubDate>Tue, 17 Feb 2026 10:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669753</guid>
    </item>
    <item>
      <title>Hydrogen Transportation in Delhi? Investigating the Hydrogen Compressed Natural Gas (H-CNG) Option</title>
      <link>https://trid.trb.org/View/2628295</link>
      <description><![CDATA[Given the success of Delhi’s compressed natural gas (CNG) vehicle program, energy stakeholders are now investigating a transition to hydrogen-compressed natural gas (H-CNG) blends. Past research has shown H-CNG can reduce tailpipe emissions of both criteria and greenhouse gas pollutants relative to diesel and CNG. Here, we examine hydrogen production via gasification of three abundant, non-fodder residues: rice straw, cotton stalk, and mustard stalk. The total availability of these three residues in districts within 150 km of Delhi is 4,717 kilotons (KT) per year, enough to produce 270.7 KT per year of hydrogen using gasification. This amount far exceeds what is needed to support the current CNG vehicle population with 18%-82% H-CNG blends. The cost of each step of the biohydrogen supply chain is reported in terms of rupees per kg of hydrogen and the total cost of using biohydrogen in Delhi is estimated to be 149.6 rupees ($3.39) per kg.]]></description>
      <pubDate>Mon, 09 Feb 2026 08:57:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2628295</guid>
    </item>
    <item>
      <title>CoMeBustMe : final report</title>
      <link>https://trid.trb.org/View/2666512</link>
      <description><![CDATA[In the CoMeBust-Me project both industrial development and academic research has been performed. ScandiNAOS has developed a methanol-diesel dual-fuel concept from TRL 4 to TRL 7 while the academic research performed by Chalmers has had a more general objective to develop concepts for maximum replacement of fossil diesel with methanol while maintaining high engine efficiency and low emissions. The technology developed in the project enables the conversion of existing and new diesel engines to methanol operation In the project a Volvo 13L common rail laboratory engine has been used for the research and development of methanol combustion and two Volvo Penta D16 unit injector engines which were installed in a Swedish Pilot boat have been converted to dual-fuel methanol. To make the Pilot boat suitable for methanol fuel a completely new methanol fuel system including a double walled fuel tank, pump, pressure regulators, filters and valves were installed. In addition, auxiliary systems such as ventilation and gas detection were added and fire suppression system updated.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666512</guid>
    </item>
    <item>
      <title>Charting a sustainable course beyond carbon : a critical carbon-water-energy assessment of net-zero shipping scenarios with synthetic fuels and GHG offsetting</title>
      <link>https://trid.trb.org/View/2666497</link>
      <description><![CDATA[This thesis extends the scope of maritime decarbonization studies by incorporating cradle-to-grave assessment of energy and water use versus greenhouse gas (GHG) emission reduction. This framework is employed to question the sustainability of decarbonization strategies centered on synthetic fuels and GHG offsetting techniques. The thesis first introduces a ship energy model to predict ships' fuel consumption from various design options for propulsion and energy generation systems. Validated on real data, the model yields energy predictions with 11% accuracy at 90% confidence. The energy modeling tool is further incorporated into a comprehensive life cycle assessment (LCA) framework, addressing GHG, water, and energy footprints of ships from cradle to grave.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:32:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666497</guid>
    </item>
    <item>
      <title>Navigating within the planetary limits : a prospective life cycle environmental sustainability assessment in support of the energy transition in Swedish aviation</title>
      <link>https://trid.trb.org/View/2666486</link>
      <description><![CDATA[Despite its social and economic benefits, aviation is notoriously known for its impacts on the environment, particularly climate change. In 2023, direct emissions from aviation accounted for approximately 2% of global greenhouse gas emissions, and without intervention, they are projected to increase by two to fivefold compared to 2023 levels by mid-century. To advance our knowledge of aviation sustainability and inform energy transition pathways, this thesis assesses the environmental sustainability of future air travel powered by alternative fuels and novel propulsion systems, using Sweden as a representative case. Due to its multi-dimensionality, aviation is conceptualized from a socio-technical system perspective, where the interplay between political, economic, social, technological, and ecological issues is considered. Using prospective life cycle assessment and absolute environmental sustainability assessment, the potential environmental performance of future air travel in Sweden is evaluated both in relative terms and from an absolute perspective. These different approaches seek to determine whether air travel supported by alternative fuels and novel propulsion technologies can offer environmental advantages over fossil kerosene, and if so, whether they can operate within the planetary limits. The results suggest that while alternative fuels and novel propulsion systems can support air travel with a lower climate change impact than that of fossil kerosene, these travel alternatives may have a relatively higher potential to degrade the overall environment, demonstrating significant burden-shifting between environmental problems, across sectors, geographies, and time scales. When assessing future air travel in an absolute sense, the results indicate that the potential environmental impacts associated with Sweden's projected air travel in 2050, even with advanced technologies, could overshoot the climate change and biodiversity loss thresholds by several orders of magnitude.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:32:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666486</guid>
    </item>
    <item>
      <title>Early Prediction of CNG Filling Time Using Artificial Intelligence for Design Optimization</title>
      <link>https://trid.trb.org/View/2663365</link>
      <description><![CDATA[Over the past few decades, Compressed Natural Gas (CNG) has gained popularity as an alternative fuel due to its lower operating cost compared to gasoline and diesel, for both passenger and commercial vehicles. In addition, it is considered more environmentally friendly and safer than traditional fossil fuels.Natural gas's density (0.7–0.9 kg/m3) is substantially less than that of gasoline (715–780 kg/m3) and diesel (849–959 kg/m3) at standard temperature and pressure. Consequently, CNG needs more storage space. To compensate for its low natural density, CNG is compressed and stored at high pressures (usually 200-250 bar) in on-board cylinders. This results in an effective fuel density of 180 kg/m3 at 200 bar and 215 kg/m3 at 250 bar. This compression allows more fuel to be stored, extending the vehicle's operating range per fill and minimising the need for refuelling.Natural Gas Vehicles (NGVs), particularly those in the commercial sector like buses and lorries, need numerous CNG cylinders in order to maximise vehicle range on a single fill. However, increasing the number of on-board cylinders results in a proportional increase in refuelling time, which can have a detrimental impact on operational costs for commercial fleet owners. The CNG fuel system, which usually consists of large-volume petrol cylinders (up to 800 litres), is an essential part of vehicle development. A quick petrol fill-up time is ideal because these vehicles must frequently refuel because they frequently travel vast miles each day. At the moment, the refuelling time is calculated by evaluating the CNG filling time following prototype development. Design modifications to the fuel system are necessary if the filling time is too long, which results in severe time and cost penalties as well as delays in the development cycle of new vehicle products.A mathematical model based on a number of influencing factors has been created by combining AI and ML technology. At the initial Zero design release gateway, this model will forecast the time needed to fill up with CNG petrol on all commercial vehicle platforms. This early prediction will enable additional optimization to improve gas filling time. The goal of this research work is to optimize the filling time for various platform before physical vehicle builds.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663365</guid>
    </item>
    <item>
      <title>Narratives of transport transitions: The shift from diesel and petrol to Compressed Natural Gas in Delhi (1980–2012)</title>
      <link>https://trid.trb.org/View/2625346</link>
      <description><![CDATA[This paper examines the transition from diesel and petrol to Compressed Natural Gas in Delhi’s urban transport system between 1980 and 2012 through the Multi-Level Perspective framework on socio-technical transitions. The author argues that Compressed Natural Gas transition was not driven by technological innovation alone, but by a convergence of judicial intervention, actor coalitions, and strategic narrative reframing. The Supreme Court of India played a pivotal role in mandating Compressed Natural Gas adoption, framing access to clean air as a constitutional right. Civil Society Organization, environmental Non-Governmental Organization (NGOs), health experts, and sections of the media constructed a counter-narrative that challenged the dominant fossil fuel regime and positioned Compressed Natural Gas as a socially and environmentally necessary innovation. The Delhi Compressed Natural Gas transition case challenges conventional assumptions of Multi-Level Perspective and shows how judiciary-led interventions and actor coalitions in the Global South can drive sustainability transitions. The case also demonstrates that transitions in developing urban contexts are shaped as much by legal and institutional actions as by technological readiness. A key policy lesson from Delhi’s experience is that successful low-carbon mobility transitions in India are not solely dependent on technological advancement or market incentives, but require strong legal backing to overcome regime resistance, ensure compliance, and protect public interest.]]></description>
      <pubDate>Thu, 18 Dec 2025 15:37:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625346</guid>
    </item>
    <item>
      <title>Effects of Intake-Air Heating on a Light-Duty CNG-Diesel Reactivity-Controlled Compression Ignition Engine</title>
      <link>https://trid.trb.org/View/2623889</link>
      <description><![CDATA[Reactivity controlled compression ignition (RCCI) is a promising low-temperature combustion strategy that offers high thermal efficiency with reduced nitrogen oxides (NOx) and soot emissions. However, at low loads, RCCI operation often suffers from incomplete combustion, leading to elevated partial combustion products, such as, unburned total hydrocarbons (THC) and carbon monoxide (CO) emissions. Intake-air heating is a potential strategy to address these issues by enhancing fuel reactivity and promoting more complete combustion. In this study, the effects of intake-air heating (from ambient to ~95°C) on performance, combustion, and emissions were experimentally investigated in a light-duty diesel engine operated in compressed natural gas (CNG)-diesel RCCI mode. Experiments were conducted at low and intermediate loads at various engine speeds. A single injection strategy was employed for low-load, while a double-injection strategy was used at intermediate-load operating conditions. CO and THC emissions were significantly reduced at low loads with intake-air heating, but at intermediate-loads no significant reductions in CO and THC emissions were observed. However, NOx emissions increased and combustion stability improved with intake-air heating at all the investigated operating conditions. Furthermore, increased intake-air temperature at low-load high-speed operation with single injection strategy resulted in significant combustion oscillations due to end-gas auto-ignition. The presence of oscillations was confirmed by a fast Fourier transform (FFT) analysis of the in-cylinder pressure that revealed significant resonance in the first circumferential mode at higher intake temperatures. Furthermore, with intake-air heating, an increase in the energy substitution by CNG from 50% to 70%, and a marginal increase in EGR from 45 to 55%, improved the THC-NOx trade-off in RCCI operation.]]></description>
      <pubDate>Thu, 13 Nov 2025 16:12:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2623889</guid>
    </item>
    <item>
      <title>Mixing hydrogen and methane as fuel for ship engines : a feasibility assessment of hydrogen-enriched compressed natural gas as an alternative fuel for ship engines in short sea shipping</title>
      <link>https://trid.trb.org/View/2598638</link>
      <description><![CDATA[This project evaluates the feasibility of HCNG as an alternative to conventional maritime fuels in short-sea shipping, focusing on technical and economic aspects. It examines HCNG's potential for CO2 emission reduction to meet emission regulations and the required modifications for logistics and storage of hydrogen and methane in next-generation ferries. The assessment includes various blending ratios of H2/CH4 and suitable locations (on board or at the port) for blending and storage within existing infrastructure. This project uses the current operations of so-called roll-on roll-off passenger vessel on the Gotland route between the Swedish East Coast and Gotland Island, along with the corresponding port infrastructure, as a case study. The technical assessment explores various blending ratios (H2/CH4) and storage opportunities, both in port and on board, addressing their characteristics and challenges. The economic assessment estimates only the costs of the required amount of fuel for different blending ratios (H2/CH4) for the case study vessel and routes. The economic assessment gives an idea of how the fuel cost (based on the fuel choice) can affect the economy of the system. Other technical aspects (hydrogen management and logistics, hydrogen facilities and injection systems, etc. are not included as they were out of the scope of the project. However, the economic assessment based on fuel price will provide a sufficient insight into the economic aspects for the stakeholders. The project also focuses largely on the environmental and climate benefits (performance) of the use of green hydrogen mixed with methane (at different ratios) as a fuel for shipping (using the case study).]]></description>
      <pubDate>Fri, 12 Sep 2025 10:19:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598638</guid>
    </item>
    <item>
      <title>An implemented Operative-TCO analysis to assess the company cost of hydrogen compared to diesel and CNG-fueled buses</title>
      <link>https://trid.trb.org/View/2571378</link>
      <description><![CDATA[In the context of the transport sector’s decarbonization efforts, targeting zero direct emissions in urban areas by 2040, Local Public Transport (LPT) companies within the European Union (EU) are mandated with the task of fleet renewal, gradually replacing internal combustion engine (ICE) vehicles with electric vehicles, including those powered by hydrogen fuel cells electric (HFCE).Integrating novel vehicle technologies associated with the utilization of green energy carriers poses an additional challenge for LPT companies concerning the management of service production costs.For economic evaluation purposes, an effective method relies on Total Cost of Ownership (TCO) analysis, which encompasses both fixed and variable costs associated with vehicles and their corresponding functional systems over their operational lifespan. However, TCO analysis fails to encompass a segment of company costs attributable to operational vehicle performance aspects.This paper proposes and elucidates an implementation of the Operative-TCO (OTCO) methodology, which additionally incorporates costs stemming from vehicle operational constraints, such as mileage range and energy recharging time, as a function of the service requirements along a designated route.Utilizing data from the monitoring of an Italian LPT corporate fleet as a case study, the TCO and OTCO of green/grey-HFCE vehicles are computed in comparison to diesel and compressed natural gas (CNG) vehicles. The findings are presented and discussed in a comparative framework, inclusive of the assessment of emission-related costs.]]></description>
      <pubDate>Fri, 29 Aug 2025 10:03:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571378</guid>
    </item>
    <item>
      <title>Alternative Fuels and Hybridization as Cost-Effective Pathways to
          Medium-Duty Greenhouse Gas Phase 3 Compliance</title>
      <link>https://trid.trb.org/View/2582831</link>
      <description><![CDATA[The United States Environmental Protection Agency (US EPA) Greenhouse Gas (GHG)                     Phase 3 regulation targets a substantial reduction in GHG emissions across model                     year (MY) 2027–2032 class 2b-8 vehicles. This article explores the                     implementation of alternative fuels, such as compressed natural gas (CNG) and                     liquefied petroleum gas (LPG), along with powertrain hybridization as viable                     pathways for achieving these stringent standards in a cost-effective manner. A                     detailed analysis is performed on a Class-7 medium–heavy-duty (MHD) truck                     configuration, featuring an inline 4-cylinder 5.2-L spark-ignited (SI) engine,                     modeled with both CNG and LPG fuels. The vehicle’s powertrain is simulated to                     evaluate GHG emissions and fuel efficiency. The study further examines the                     impact of low rolling resistance (LRR) tires and varying tire rolling resistance                     coefficients (Crr) on vehicle performance. For further lowering the                     GHG emissions, a hybrid powertrain sizing study was performed. The simulation                     results indicate that hybrid powertrain configurations, when combined with LRR                     tires, can achieve significant CO2 emission reductions, meeting and                     exceeding the US EPA Phase 3 GHG targets. The powertrain with the CNG engine                     equipped with fuel-saving technologies such as neutral-idle, engine start–stop,                     and automatic engine shutdown can comply with MY 2032 standards while running                     7.7 N/kN Crr tires. The hybrid powertrain with the LPG engine and 5.6                     N/kN Crr tires reaches compliance with MY 2032 fleet average                     standards while maintaining minimal payload penalties. This research provides                     critical insights into the feasibility of leveraging alternative fuels and                     hybrid technologies to meet upcoming GHG regulations, presenting a viable                     pathway for manufacturers to reduce operational costs while achieving                     environmental compliance.]]></description>
      <pubDate>Wed, 06 Aug 2025 09:25:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582831</guid>
    </item>
    <item>
      <title>Experimental Analysis of Pressure Pulsation Noise Phenomenon in a CNG-Powered Passenger Vehicle</title>
      <link>https://trid.trb.org/View/2552224</link>
      <description><![CDATA[Compressed Natural Gas (CNG) engines are emerging as a viable alternative to gasoline and diesel in heavy commercial and passenger transport worldwide. They offer reduced CO2 emissions and support energy independence in regions rich in natural gas. In India, enhanced CNG infrastructure and strict emission regulations have driven OEMs to develop CNG vehicles across all segments. Moreover, from a noise and vibration standpoint, CNG vehicles are expected to deliver cabin refinement comparable to that of their fossil fuel counterparts.However, one of the major challenges associated with CNG vehicles is the excitation due to additional components like CNG Pressure Regulator, Injector et al. The operational metallic/pulsation noises are generally higher as compared to liquid fuels like gasoline due to dry nature of the CNG fuel. This paper describes in detail the pulsation noise phenomena encountered during one of the late-stage vehicle development projects. An experimental root cause analysis methodology was established to identify the structural & cavity resonances phenomena of the CNG Regulator & Low-Pressure gas column along with identification of frequencies of various CNG sub-systems. Studies were carried out to de-couple resonance behavior of the system and improve attachment point stiffness as potential improvement solutions to mitigate this noise. The study also helped to define design guidelines to avoid such issues in future similar development models.]]></description>
      <pubDate>Tue, 13 May 2025 10:11:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552224</guid>
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