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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>Green activation of tea-stalk biochar for sustainable suppression of asphalt fume emissions via multi-mechanism adsorption</title>
      <link>https://trid.trb.org/View/2682545</link>
      <description><![CDATA[To promote sustainable road construction and reduce harmful emissions during asphalt paving, a green bio-based adsorbent was developed by activating tea-stalk-derived biochar (TB) using phytic acid, a biodegradable plant-derived organophosphate. This activation introduced a multiple adsorption mechanism that integrates physical adsorption, chemical interactions, and catalytic transformation. The results show that phytic acid significantly increased the specific surface area and micropore volume of TB, facilitated the development of graphitic structures to enhance π–π interactions with aromatic hydrocarbons, and incorporated phosphorus-containing functional groups that enabled chemical bonding and catalytic conversion. At only 0.5% dosage, the activated biochar (PTB) achieved a 64.2% reduction in VOCs and a 93.1% for H2S, both exceeding the higher dosage of 2% TB (58.6% and 85.4%, respectively). GC-MS results confirmed that, under the influence of multiple adsorption mechanisms, PTB exhibited higher suppression efficiency across all categories of asphalt fume components, particularly for highly hazardous compounds such as benzene derivatives, alkenes, thiophenes, and ketones. This biochar-based approach offers a sustainable pathway for reducing asphalt-related air pollution during road construction, thereby supporting cleaner transport infrastructure and contributing to improved urban air quality.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:52:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682545</guid>
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    <item>
      <title>Synthesis of flower cluster structure from red mud and rice straw through co-hydrothermal carbonization for modified asphalt applications</title>
      <link>https://trid.trb.org/View/2521197</link>
      <description><![CDATA[This study systematically explores the treatment of red mud (RM) and its potential application in asphalt pavements to achieve efficient recycling and resource utilization of hazardous solid waste. An innovative strategy was proposed, combining RM with rice straw for Co-hydrothermal carbonization (Co-HTC). The pH and ICP tests confirmed that the process significantly reduced the alkalinity and heavy metal content of RM, achieving its detoxification. The modified RM (H-HTC) treated with phosphoric acid-assisted hydrothermal carbonization exhibited abundant surface functional groups, a unique flower cluster structure, and increased specific surface area and pore volume. Incorporating modified RM into asphalt binders, DSR and MSCR test results showed that the modified asphalt improved temperature sensitivity and enhanced rutting resistance at high temperatures. Asphalt modified with 5 % H-HTC demonstrated the best performance. Compared to base asphalt, the complex modulus (G*) increased by 87.73 % at 46 ℃, while strain levels at 64 ℃ decreased by 79.36 % under 0.1 kPa and 78.96 % under 3.2 kPa. The thermogravimetric analysis confirmed that adding H-HTC enhanced the thermal stability of asphalt. The thermogravimetric analysis confirmed that adding H-HTC enhanced the thermal stability of asphalt. Molecular simulation further validated the excellent interfacial bonding between the modified RM and asphalt. This study demonstrates that using H-HTC modified RM in asphalt effectively reduces RM accumulation and environmental pollution and decreases asphalt's temperature sensitivity. This results in an extended pavement lifespan, reduced maintenance and repair frequency, and decreased resource consumption and carbon emissions. The widespread use of H-HTC modified asphalt is expected to accelerate the development of eco-friendly road materials and further advance sustainable infrastructure.]]></description>
      <pubDate>Tue, 15 Apr 2025 09:51:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2521197</guid>
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    <item>
      <title>Effect and mechanism of accelerated carbonization on the adhesion property of asphalt mixture containing recycled concrete aggregate</title>
      <link>https://trid.trb.org/View/2418436</link>
      <description><![CDATA[Weak interfacial adhesion between asphalt and recycled concrete aggregate (RCA) poses a significant engineering challenge in asphalt pavements. Accelerated carbonization treatment effectively enhances the performance of RCA by filling microcracks and pores in the mortar on its surface. This study investigated the optimal carbonization time, balancing economic feasibility, using boiling water experiments, pull-off tests, X-ray diffraction, and thermogravimetric analysis. Changes in the micro-morphology of the RCA surface at various carbonization times were observed using scanning electron microscopy. Molecular dynamics simulation was then employed to analyze the mechanism by which accelerated carbonization affects the adhesion properties of asphalt mixtures containing RCA. The results indicate that interfacial adhesion between RCA and asphalt gradually improves with increasing carbonization time. After 48 hours of carbonization, the asphalt adhesion rate increased from 52.7 % to 92.2 %, and the tensile strength rose from 1.13 MPa to 2.85 MPa. As the carbonization reaction progresses, spherical vaterite, acicular aragonite and massive calcite in lump form gradually appear on the RCA surface. Eventually, a calcium carbonate film forms and adheres to the RCA surface, enhancing adhesion properties at the RCA-asphalt interface. At the molecular level, carbonization significantly increased the concentrations of asphaltenes, aromatics, and saturates near the interface. The interaction energies between RCA and asphaltenes, aromatics, saturates, and resins increased by 97.5 %, 51.4 %, 35.7 %, and 6.0 %, respectively. Accelerated carbonization offers a viable solution for incorporating RCA in hot-mix asphalt, contributing to the sustainability of pavement infrastructure.]]></description>
      <pubDate>Tue, 24 Sep 2024 09:52:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2418436</guid>
    </item>
    <item>
      <title>End-of-life tyre conversion to energy: A review on pyrolysis and activated carbon production processes and their challenges</title>
      <link>https://trid.trb.org/View/2257200</link>
      <description><![CDATA[The number of end-of-life waste tyres has increased enormously worldwide, which is one of the non-biodegradable Municipal Solid Waste (MSW) piling up in an open space for a long time. Every year, various types of tyres are released in the environment from different vehicles, such as trucks, buses, cars, motorcycles, and bicycles, which negatively impact the environment. Nowadays, waste tyres are treated in several ways, whereas thermochemical conversion is one of them, including combustion, gasification, incineration, and pyrolysis. Many literatures revealed that pyrolysis is a more environmentally friendly process than others since it can convert waste tyres into crude oil, char, and syngas without emitting harmful gases. In this study, the pyrolysis of tyres and the chemical activation of tyres are reviewed in terms of their kinetic behaviour. According to the literature, the most influential factors of the pyrolysis process are reactors, temperature, heating rate, residence time, feedstock size and catalyst. As the main ingredient of the tyre is rubber, tyre pyrolysis starts from 300 °C and completely decomposed nearly 550 °C. It can be found from literature that Pyrolysed tyre can produce 30–65% oil, 25–45% char and 5–20 % gas. It is also explained how the properties of active carbon (AC) are affected by activating conditions, including activation temperature, agent, the ratio of reagent mixture and others. Generally, pyrolytic char has surface area between 20 and 80 m²/g, whereas tyre-derived activated carbon's (TDAC) surface area varied from 90 to 970 m²/g. For large surface area and porous structure, TDAC has large application in purification and energy storage sector. The individuality of this article is to depict the entire pathway of AC production from waste tyres. The findings of this literature review help to improve technologies for producing activated carbon from waste tyres pyrolysed char.]]></description>
      <pubDate>Fri, 27 Oct 2023 12:11:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2257200</guid>
    </item>
    <item>
      <title>Hydrothermal carbonization of waste wood: Sustainable recycling of biomass by-products and novel performance enhancer for bitumen</title>
      <link>https://trid.trb.org/View/2248772</link>
      <description><![CDATA[Recycling biomass by-products into bitumen is one of the most effective ways to develop sustainable pavements. To cope with the shortage of petroleum resources and improper disposal of discarded biomass, the hydrothermal carbon (HTC) produced by hydrothermal carbonization of waste wood was adopted to reduce the consumption of bitumen and enhance the performance of bitumen, and the mechanical performances and working mechanism of hydrothermal carbon-modified bitumen (HTCMB) were investigated in this study. The results indicate that HTC significantly enhances bitumen's high-temperature and fatigue properties. When the content of HTC is not more than 3%, its effect on the low-temperature cracking resistance of bitumen can be ignored. The addition of HTC absorbs the polar components in bitumen, thus promoting the dispersion of polar components and effectively preventing the mutual aggregation and crystallization of wax components and asphaltenes in bitumen. The excellent mechanical properties of HTCMB can be attributed to the irregular fibrous composition and porous structures of HTC, which play a good role in reinforcing and connecting the bitumen matrix and dramatically enhances the interaction with bitumen. This study proposes a win–win solution to the shortage of petroleum resources in road engineering and the improper disposal of discarded biomass.]]></description>
      <pubDate>Fri, 13 Oct 2023 08:55:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2248772</guid>
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    <item>
      <title>The Use of Selected Carbonized Agricultural Waste as a Low Cost Scrubber in Air Pollution Control</title>
      <link>https://trid.trb.org/View/2240287</link>
      <description><![CDATA[The production of activated carbon from agricultural waste is one of the most environmental friendly solutions of transforming less valuable into more valuable materials and it is also a way of converting waste to wealth. Rice husks, maize cobs and coconut shells were individually used to prepare activated carbon under the same experimental conditions of 500°C carbonization temperature, impregnation ratio of 10:1 under 1hr activation time using chemical activation method with ZnCl₂ as the activation agent. After being subjected to carbonization and chemical activation, the farm residues were examined for their surface areas, pHs, conductivities, specific gravities, bulk densities and moisture contents. Elemental composition of each of the waste at carbonized stage, when chemically activated, when used to trap air pollutants and when reactivated were also determined. The adsorptive capacities of these activated carbons were investigated and compared by loading each of them in an adsorption column of 1.5m tall, 0.98m diameter with four openings at height 0m (input), 0.5m,1.0m, 1.5m (output). A 0.85kVa generator was connected to the column and the concentrations of some selected primary pollutants (HC, CO, CO₂, NOₓ) were determined at the input was analyzed and compared to the concentrations at different heights in the column, as the fumes passed through. Optimization studies were also carried out to investigate the adsorptive efficacies of blends of the activated carbons, at different ratios and proportions. When the three activated carbons were mixed at same ratio and proportion, the adsorptive capacity was found to be less than when compared to the efficiencies of the individual activated carbons. Activated carbon produced from coconut shells was experimentally found to have the highest adsorptive capacity followed by that produced from maize cobs and rice husks. The adsorptive capacity was experimentally found to be dependent on adsorbate dosage, contact time and concentration of the adsorbate. CO and CO₂ were found to be easily absorbed by all the three activated carbons. Some recommendations have been made.]]></description>
      <pubDate>Thu, 12 Oct 2023 11:45:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2240287</guid>
    </item>
    <item>
      <title>Study on the freeze–thaw cycles and carbonization of ultra-high molecular weight polyethylene fiber reinforced engineered cementitious composite for link slab</title>
      <link>https://trid.trb.org/View/2225156</link>
      <description><![CDATA[To explore the mechanical properties of ultra-high molecular weight polyethylene fiber reinforced engineered cementitious composite (UHMWPE-ECC) used as link slabs in Northeast and South China, experimental schemes of freeze–thaw cycles and carbonation were designed based on the service life of link slabs replacement expansion joints. Scanning Electron Microscopy (SEM) was used to analyze the microscopic morphology of UHMWPE-ECC after undergoing freeze–thaw cycles and carbonization. The carbonization front of UHMWPE-ECC was determined by X-ray diffractometer (XRD). Results indicate that freeze–thaw cycles cause minor surface damage, gradual mass loss, and a decrease in the relative dynamic elastic modulus. Furthermore, the compressive strength of the simulated link slabs is reduced by 9.8%, the tensile strain is reduced by 24.5%, and the ultimate load of three-point bending is reduced by 35.4% after 15 years of service in the Northeast. After 15 years of service in the Southern region, the compressive strength increased by 24.2%, the tensile strain increased by 45.1%, and the ultimate load of three-point bending increased by 61.4%. SEM reveals that carbonization roughens the fibers surface, enhancing bonding between the fiber and cement matrix. Additionally, freeze–thaw cycles cause cracks of less than 1 µm to appear in the matrix, which loosens the matrix and weakens the adhesion between the fiber and cement matrix. The carbonization fronts of link slabs in Southern China for 5, 10, and 15 years were 3–4 mm, 5–6 mm, and 6–7 mm. The tensile strain of UHMWPE-ECC after 15 years of service in the Northeast and Southern regions is 3.38 and 6.29 times what is required for the link slab in that region, and the compressive strengths all meet the requirements of the Chinese Bridge Code.]]></description>
      <pubDate>Mon, 28 Aug 2023 09:34:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2225156</guid>
    </item>
    <item>
      <title>Study on carbonation of construction joints through field tests on a 30-year-old bridge and accelerated carbonation tests</title>
      <link>https://trid.trb.org/View/2206820</link>
      <description><![CDATA[Construction joints accelerate concrete carbonation, which is one critical durability concern of concrete infrastructures. However, due to the lack of experimental data, it is still challenging to quantify its negative impact on concrete carbonation resistance. In this study, the carbonation depth of construction joints in the girder of Jinshan Bridge, which was exposed to an urban atmospheric condition in a metropolitan city for 30 years, were examined. Moreover, accelerated carbonation tests were conducted to investigate the effect of the water-cement ratio, compressive stress level, carbonation time, and the surface treatment of the joint on the concrete carbonation. The results showed that the joint influence factor, defined as the ratio between the depth at the joint section and the depth of monolithic concrete, ranged from 1.34 to 3.99 with a mean value of 2.26, and a lognormal distribution represented the random nature of the factor well. Furthermore, a function for predicting the distribution curve of carbonation depth for concrete with a construction joint was proposed, and methods to improve the carbonation resistance at the construction joint were suggested: reducing concrete’s water-cement ratio and applying silane impregnation on both sides of the joint within the range of 2.0 times of cover thickness.]]></description>
      <pubDate>Wed, 26 Jul 2023 15:59:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2206820</guid>
    </item>
    <item>
      <title>Shore power as a first step toward shipping decarbonization and related policy impact on a dry bulk cargo carrier</title>
      <link>https://trid.trb.org/View/1910913</link>
      <description><![CDATA[Maritime shipping currently emits 2.89% of the world greenhouse gas (GHG) emissions and it is estimated that the sector will reach the road transportation level by 2060. International environmental regulations push the industry to lower their GHG emissions, but the feasibility and viability of future green energy is uncertain. This paper presents a road towards green maritime shipping by proposing shore power, also known as cold ironing or alternative marine power, as a key measure to decarbonize the industry. Therefore, transition pathways and the available measures to decarbonize the industry are analyzed. A theoretical description of shore power along with a strengths, weaknesses, opportunities, and threats (SWOT) analysis of the technology is discussed. The paper is also supported with a test case on a real bulk carrier to measure the score improvement of shore power on the Energy Efficiency Design Index (EEDI), the Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Index (CII). In summary, shore power can reduce GHG and air polluting emissions at ports right now and across the world. The case of study determined that shore power could improve CII by 7.8% and policy modifications have been presented to include shore power in EEDI and EEXI calculations. Most of all, shore power can eliminate 100% of emissions of ships at berth right now. Furthermore, shore power is a prime mover for the development of new maritime applications like hybridization and electrification.]]></description>
      <pubDate>Fri, 25 Feb 2022 08:58:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1910913</guid>
    </item>
    <item>
      <title>Assessment of decarbonization alternatives for passenger transportation in Rio de Janeiro, Brazil</title>
      <link>https://trid.trb.org/View/1905385</link>
      <description><![CDATA[This paper applies an energy systems model to evaluate how shared mobility (ride-hailing and shared autonomous vehicles), public buses, alternative energy sources (electricity and biofuels) and carbon pricing contribute to reduce passenger vehicles CO₂ emissions in Rio de Janeiro state, Brazil, from 2016 to 2050. Public buses and carpooled shared mobility increase system capacity, resulting in lower vehicle ownership, energy demand and CO₂ emissions, as well as savings per ton of CO₂ abated (from $3 to $4186). Biofuels reduce CO₂ emissions at no increased system cost, while carbon pricing is the most effective policy to reduce CO₂ emissions, but it is costlier than the alternatives and results in greater private vehicle use (up to 260%) if the expansion of zero-carbon public transportation remains limited due to technology adoption. The policy that reduces the most emissions (by 84%) combines the expansion of renewable electricity generation and implementation of a CO₂ price.]]></description>
      <pubDate>Fri, 25 Feb 2022 08:58:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1905385</guid>
    </item>
    <item>
      <title>Sustainability transitions in coastal shipping: The role of regime segmentation</title>
      <link>https://trid.trb.org/View/1895870</link>
      <description><![CDATA[Maritime transport has received little attention in sustainability transitions research. This sector is mature and heterogeneous, which suggests the need for a more nuanced perspective on socio-technical regimes to understand variation in conditions for adoption of novel technologies that may support sustainability transitions. The authors consider this important in order to develop more efficient policy to decarbonize the shipping sector. The authors develop a framework that explicitly differentiates task and institutional environment of user regimes, enabling us to identify regime segmentation and its influence on three key transition conditions: technology maturity and fit, system integration and infrastructure, and acceptability and legitimacy. The authors apply the framework to analyze development and uptake of battery-electric energy storage solutions within three segments (coastal ferry, coastal fishing, and offshore supply) of Norwegian coastal shipping. The analysis suggests that the transition process unfolds along different pathways in different user segments, pointing to a need for segment-specific policy instruments.]]></description>
      <pubDate>Tue, 25 Jan 2022 17:29:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1895870</guid>
    </item>
    <item>
      <title>Modelling and experimental validation of the performance of a Digital Displacement® hydraulic hybrid truck</title>
      <link>https://trid.trb.org/View/1905142</link>
      <description><![CDATA[The development, modelling and testing of a novel, fuel-efficient hydraulic hybrid light truck is reported. The vehicle used a Digital Displacement® pump/motor and a foam-filled hydraulic accumulator in parallel with the existing drivetrain to recover energy from vehicle braking and use this during acceleration. The pump/motor was also used to reduce gear-shift times. The paper describes the development of a mathematical vehicle model and the validation of this model against an extensive testing regime. In testing, the system improved the fuel economy of the vehicle by 23.5% over the JE05 midtown drive cycle. The validated mathematical model was then optimised and used to determine the maximum fuel economy improvement over the diesel baseline vehicle for two representative cycles (JE05 midtown and WLTP). It was found that the hybrid system can improve the fuel economy by 24%–43%, depending on the drive cycle. When this was combined with engine stop-start, the system improved the fuel economy of the vehicle by 29%–95%, depending on the drive cycle.]]></description>
      <pubDate>Tue, 25 Jan 2022 09:50:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1905142</guid>
    </item>
    <item>
      <title>Study on Mechanical and Microscopic Properties of Nickel–Copper-Contaminated Soil Solidified by Cement, Fly Ash and Desulfurization Gypsum Under Carbonization Condition</title>
      <link>https://trid.trb.org/View/1878816</link>
      <description><![CDATA[The engineering characteristics of remediated soil are easily affected by CO2 erosion in nature. However, there are limited investigations on the mechanical and microscopic properties of heavy metal-contaminated soil. This study introduces effect of accelerated carbonization on the mechanical and microscopic properties of nickel–copper-contaminated soil, and the soil has been treated with a novel curing agent, formed by mixing cement, fly ash and desulfurization gypsum (CFG). The objective of the study is to ascertain CO2 erosion resistance of nickel–copper-contaminated soil solidified by CFG. Using unconfined compressive strength (UCS) tests, carbonization depth, X-ray diffraction, and scanning electron microscopy, the sample’s characteristics are investigated under different carbonization times and heavy metal ion concentrations. The results demonstrate that the UCS of samples of Ni0Cu0, Ni0.02, and Ni0.4 decrease with the increasing carbonization time, while that of Ni1, Cu1, and Ni1Cu1 increase initially and then decrease; in addition, when the concentration of heavy metals is lower, the effect of carbonization on UCS of samples is more significant. Moreover, the carbonization depth of samples increases with the increasing carbonization time, and the prediction model is given. Furthermore, the microscopic analysis demonstrates that calcium carbonate is the main carbonization product. The decomposition of hydrated calcium silicate gel leads to poor integrity of the structure and more pores produced in samples, which is the main reason for the decrease of the UCS in the process of carbonization. The outcomes of this investigation provide a reference for the durability in practical engineering of heavy metal-contaminated soil solidified by CFG.]]></description>
      <pubDate>Tue, 21 Sep 2021 16:00:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1878816</guid>
    </item>
    <item>
      <title>Sustainable Aviation Fuels: the challenge of decarbonization</title>
      <link>https://trid.trb.org/View/1861035</link>
      <description><![CDATA[Aviation is steadily growing worldwide as well as in the European Union (EU). Overall, EU transports increased their GreenHouse Gas (GHG) Emissions since 1990, while the other energy sectors succeeded in achieving a constant reduction over the same period. In this context, air transport is the most critical area to decarbonize, given the limited number of options that can be implemented, such as optimization of flight routes, increase of jet engine energy efficiency, and few others. Switching to renewable or low carbon fuels is thus the main opportunity for aviation. Large scale deployment of Sustainable Aviation Fuels (SAF) is however a real challenge, as it requires large investments in new production facilities, strong reduction in production costs (over the entire value chain, i.e. including feedstock production, collection and delivery), and considerable investments in ASTM certification. The present work shortly reviews the perspectives of aviation fuel in terms of demand and GHG emission trends, possible routes to jet fuel production, and the status of ASTM certified routes to jet fuel as of today.]]></description>
      <pubDate>Wed, 23 Jun 2021 14:37:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1861035</guid>
    </item>
    <item>
      <title>Empirical evidence of the interplay of energy performance and the value of ships</title>
      <link>https://trid.trb.org/View/1686102</link>
      <description><![CDATA[Few years after the introduction of the first global regulation covering the energy efficiency of ships, this article analyzes status quo of the industry, based on the interplay of different technical measures such as ship age, size, propulsion, speed, and consumption as well as the policy benchmark of Energy Efficiency Design Index (EEDI). This paper is one of the first to introduce a combined Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) and Hierarchical Agglomerative Clustering (HAC) approach. The analysis shows that the average vessel age of the most energy efficient cluster of 7 years correlates with the time period since EEDI introduction, thus indicating policy-driven environmental progress. At the same time, results suggest that further action is required. Higher stated energy efficiency is rather exhibited by a smaller part of the world fleet and by vessels characterized by higher commercial value. Two action fields are highlighted by the analysis: Firstly, the elevated role of know-how-transfer by promoting role models and first movers. Secondly, the need for alternative financing models due to significant upfront investments required by the industry to implement green technology and the long time periods between policy introduction and environmental results.]]></description>
      <pubDate>Fri, 20 Mar 2020 16:26:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1686102</guid>
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