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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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      <title>NEW, SIMPLE, RAPID, AND PRECISE METHOD FOR TRACE ANALYSIS OF NICKEL AND VANADIUM IN PETROLEUM ASPHALT</title>
      <link>https://trid.trb.org/View/474214</link>
      <description><![CDATA[A wet-digestion method for trace analysis of nickel and vanadium in asphalt is presented.  A weighed sample is mixed with nitric acid and hydrogen peroxide and then digested for slightly over 3 hr.  Oxides of Ni and V, formed during digestion, dissolve in the acidic medium.  Upon cooling, metal oxides insoluble in the acidic medium (e.g., those of Al, Fe, Mo, Cu, and Cr) form a yellowish brown precipitate that coexists with the carbon left after asphalt decomposition.  The soluble Ni and V ions are separated by filtration.  Ni and V concentrations are measured by inductively coupled plasma emission spectrometry, a selective, sensitive, and rapid analytical tool.  Complete analysis (digestion, filtration, and measurement) consumes 4 hr and thus provides a fast measure of asphalt aging propensity; alternative methods require 3 days.  Ni + V content correlates very strongly with the molecular weight of SEC-I-1, the first subfraction of the first fraction obtained from size exclusion chromatography.  The aging index correlates very strongly with Ni content.  The method also serves for asphalt characterization.  The proposed method has good repeatability as measured by the standard deviation and the coefficient of variation of triplicate analyses of each of the eight core asphalts.  Results of analysis agree with those reported from earlier studies, reflecting satisfactory accuracy.  The procedure, without modification, can be used to determine the concentration of other metals (e.g., B, Ca, K, Mg, Na, Si, Y, and Zn) known to exist in asphalt and, on digestion, to form oxides soluble in the acidic medium.]]></description>
      <pubDate>Wed, 03 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474214</guid>
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      <title>FUNDAMENTALS OF ANAEROBIC DIGESTION OF WASTEWATER SLUDGE</title>
      <link>https://trid.trb.org/View/275904</link>
      <description><![CDATA[This paper presents a literature review of anaerobic digestion of municipal wastewater sludges.  The paper focuses on fundamentals of anaerobic digestion, setting forth a checklist for review of key process factors including:  retention time, mixing, pH, temperature, nutrients, toxic materials, and feed characteristics.  Major areas discussed are the microbiology and biochemistry of digestion, kinetics of digestion, environmental factors of concern, process performance indices, product stability, and laboratory and pilot studies on digestion.  Although the text is aimed at digestion of municipal sludges, the fundamentals are sufficiently general to permit extrapolation to decomposition of other organics.]]></description>
      <pubDate>Fri, 31 Oct 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/275904</guid>
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    <item>
      <title>NATURAL GAS AND METHANE AS VEHICLE FUELS AT SRP</title>
      <link>https://trid.trb.org/View/171459</link>
      <description><![CDATA[The practicality of altering the 700 gasohol-consuming vehicles in the Savannah River Fleet to run on compressed gas or methane is examined. Pipeline natural gas would be purchased or water hyacinths could be grown in ponds at SRP and anaerobically digested to generate methane. Conversion of vehicles to natural gas using a kit, safety considerations, fuel characteristics of natural gas, and costs of converting to natural gas fuel are briefly discussed. The production procedures for hyacinths, the mass that would be required, the water acreage and fertilizers needed, harvesting and transport expenses, operation and performance of the digester, and yields from the digester are also discussed briefly. In sum, it is economically attractive to fuel plant vehicles with natural gas and technically feasible to utilize hyacinths to generate methane, but expensive. (ERA citation 06:028938)]]></description>
      <pubDate>Fri, 29 Jan 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/171459</guid>
    </item>
    <item>
      <title>A LIMITED INVESTIGATION INTO REGENERATIVE BRAKING AND ENERGY STORAGE FOR MASS TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/75669</link>
      <description><![CDATA[This study examines the technical and economic aspects of a regenerative braking/flywheel energy storage subway system. In order to define the analytical models accurately, it was necessary to gather data on the trains, rail network, schedules, and ancillary equipment. Data on projected costs of flywheels, motors, rails, and other equipment were also gathered for use in the economic analysis. During this data gathering phase, it was decided that the Massachusetts Bay Transportation Authority (MBTA) Red Line would be the source of the most representative and complete data. The problem was to determine what, if any, combination of energy storage devices and high conductivity rails would yield a subway system with a lower life cycle cost. The primary goal of the study was to compare the system costs of wayside storage with those of on-board storage. Using data provided by MBTA, power levels vs. time and rail losses were calculated and used to determine the sizing and location of energy storage units. From the amounts of energy storage required, the costs of the flywheels and i/o equipment were calculated. Utilizing these modules for load leveling was also considered. However, since the energy storage required for load leveling is much greater than that required for regenerative braking, a separate study is needed to examine this in detail.]]></description>
      <pubDate>Sat, 14 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75669</guid>
    </item>
    <item>
      <title>BIOSOLAR SYNFUELS FOR TRANSPORTATION</title>
      <link>https://trid.trb.org/View/56498</link>
      <description><![CDATA[This paper presents a short review of biosolar sources of synthetic liquid fuels (synfuels) for transportation. There are a variety of ways to convert potentially large energy crops into fuels suitable for transportation use; e.g., liquid fuels such as methanol, ethanol, and pyrolytic oils. In addition, organic wastes are widely produced, and although they are still generally not considered a resource, there is little doubt that they will increasingly be recycled for their material and energy value. Major technical, social, economic, environmental, and political questions remain, and although the potential for biosolar transportation synfuels is large, it is still small compared to transportation energy demand. Because of their costs, early implementation of biosolar conversion schemes will likely not be in the area of transportation synfuels. (ERA citation 02:029074)]]></description>
      <pubDate>Wed, 20 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/56498</guid>
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      <title>EFFECT OF TIRE WEAR ON SKID RESISTANCE</title>
      <link>https://trid.trb.org/View/67982</link>
      <description><![CDATA[The Calspan Advanced Tire Research Facility was utilized to measure, under controlled laboratory conditions, the braking traction coefficients of ASTM E501 tires as a function of tread depth, velocity and water film thickness.  Data were collected using shaved and used (road worn) tires in the slip ratio range from 0 to -1.  At constant speed, braking traction coefficients for shaved tires linearly decreased with decreasing tread depth with the rate of loss of traction increasing with velocity and water film thickness. Test results for the used tires did not correlate with those for the shaved tires.  Braking traction coefficients for the former exhibited no consistent sensitivity to tread depth at constant speed.  The report discusses certain aspects of the tire specimens which may have affected the test results and presents recommendations for mitigating these conditions in future tests. /Author/]]></description>
      <pubDate>Wed, 29 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/67982</guid>
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      <title>A MODIFIED PROCEDURE FOR DETERMINATION OF ORGANIC CARBON IN SOILS BY WET COMBUSTION</title>
      <link>https://trid.trb.org/View/121622</link>
      <description><![CDATA[A MODIFIED WET COMBUSTION PROCEDURE FOR DETERMINING ORGANIC CARBON FOR ROUTINE ANALYSIS OF SOIL MATERIALS IS DESCRIBED. THE METHOD IS BASED ON DIGESTION OF THE SAMPLE WITH CHRONIC-PHOSPHORIC ACID SOLUTION AT 160 DEG. C AND COLLECTION OF THE CARBON DIOXIDE FORMED IN A TRAPPING UNIT ATTACHED TO THE DIGESTION FLASK. THE CARBON DIOXIDE IS COLLECTED IN A MEASURED AMOUNT OF POTASSIUM HYDROXIDE, THE CARBONATE IS PRECIPITATED WITH BARIUM IONS AND THE EXCESS POTASSIUM HYDROXIDE IS TITRATED BACK WITH STANDARD HYDROCHLORIC ACID. THE SAMPLE AMOUNT WEIGHED OUT FOR ANALYSIS IS ADJUSTED TO CONTAIN AT THE MAXIMUM 120 MG. C. IN CALCAREOUS SOILS, THE PROCEDURE CAN BE EXTENDED TO A SIMULTANEOUS DETERMINATION OF CARBONATE CARBON, WHERE THE ANALYSIS INCLUDES A PRETREATMENT OF THE SAMPLE WITH METAPHOSPHORIC ACID AT 130 DEGREE. IN COMPARISON WITH THE DRY COMBUSTION TECHNIQUE, THE RECOVERY OF ORGANIC CARBON IN 57 SOIL SAMPLES BY THE WET COMBUSTION PROCEDURE IS 97.6% ON THE AVERAGE. THE CORRESPONDING FIGURE FOR MINERAL SOIL IS 98.4% AND FOR ORGANIC SOILS 97.5%. THE COEFFICIENT OF VARIANCE FOR THE DRY COMBUSTION AND WET COMBUSTION TECHNIQUES TESTED WAS 3.3 AND 1.7 PERCENT, RESPECTIVELY. /AUTHOR/]]></description>
      <pubDate>Mon, 12 Jul 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/121622</guid>
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