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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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      <title>Reproducing the Products of Flaming Combustion in the Microscale Combustion Calorimeter</title>
      <link>https://trid.trb.org/View/2769815</link>
      <description><![CDATA[The Federal Aviation Administration (FAA) microscale combustion calorimeter (MCC) operates by burning the evolved gases from a thermally degrading sample and measuring the oxygen consumption to calculate a heat release rate. Recent method developments using hyphenated MCC techniques enables measurements of the effect of vitiation on toxic combustion gas yields. Stoichiometric fuel to oxygen ratio tests were performed where a constant fuel to oxygen ratio relative to the stoichiometric ratio, Φ, in the combustor is controlled throughout the sample decomposition. When Φ < 1, combustion is fuel lean (over ventilated). When Φ > 1, combustion is fuel rich (vitiated). The MCC was coupled with an infrared spectrometer (MCC-IR) and a multigas analyzer (MCC-Testo), which were used to monitor gases and evaluate combustion toxicity at different Φ and combustion temperature set points. These hyphenated techniques demonstrate a unique capability to elucidate the effect of constant fuel to oxygen ratios on combustion product yields. Measurements made at different Φ’s will help to better understand the flame chemistry and the mix of complete/incomplete combustion products for various aircraft materials throughout the different stages of a full-scale fire. Combustion equivalence ratios of 0.5, 1.0 and 1.5 were evaluated in this study. A set of hydrocarbon materials with elemental compositions, including C, H, N, O, and S, were examined to provide a spectrum of gaseous combustion products where a small set of potential toxic combustion products could be evaluated. Yields of the gaseous decomposition/combustion products were compared as a function of equivalence ratio for the set of materials. Trends in combustion products produced at different oxygen ratios correlate with large-scale fire test data from the literature and showed an increase in toxic product yields with increasing Φ.]]></description>
      <pubDate>Mon, 14 Sep 2026 16:10:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2769815</guid>
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    <item>
      <title>Holistic assessment of ship scrubbers, with emphasis on the marine environment</title>
      <link>https://trid.trb.org/View/2534201</link>
      <description><![CDATA[The ocean is essential, providing life support, food and recreation and ocean economy is projected to grow, implying more human activities and ocean claims. A key player in ocean economy is the shipping sector, both as an industry on its own and as a prerequisite for the development of other ocean-based sectors. The daily operations of a ship exert multiple pressures on the environment, affecting climate change, human welfare and ocean health. As shipping can trigger change in environmental state which may cause negative impact on both the environment and human welfare, there is a need to get a complete perspective of the environmental impacts associated to ship activities. The DAPSIR framework offers a structured approach to assess the cause-effect relationship of society (Drivers, Pressures), environment and human welfare (State, Impact) and policy (Response). The overall aim of this thesis is to assess pressures, changes in environmental state and impacts on the marine environment following the wide-scale use of scrubbers, an aftertreatment technology to reduce sulphur oxide emissions to the atmosphere by spraying the exhaust with (sea)water, producing large volumes of heavily acidified and contaminated water that is discharged to the marine environment.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:14:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534201</guid>
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    <item>
      <title>Navigating towards environmental impact assessment of shipping : the marine perspective</title>
      <link>https://trid.trb.org/View/2344767</link>
      <description><![CDATA[The shipping sector exert multiple pressures on the environment, affecting climate change, human health and the marine environment. From a policy perspective, shipping is usually assessed based on the emissions to air (e.g. carbon dioxide (CO2), sulphur and nitrogen oxides (SOX and NOX) and particles) with the focus on limiting impact on climate and human health. Shipping is generally not considered as a main contributor of other hazardous substances to the marine environment. At the same time, none of the Baltic Sea basins has achieved Good Environmental Status in accordance with the Marine Strategy Framework Directive goals. Therefore, this thesis aims to lay the foundations to enable environmental impact assessment of the shipping sector, following the DAPSIR approach. DAPSIR connects society, environment and policy within a structured framework where for example; Driver can be human needs, Activity is the shipping sector, Pressures are contaminants that enter the environment which may change the environmental State that result in Impact on both the environment (e.g. biodiversity loss) and human welfare. Finally, Responses represent the actions needed to reduce adverse effects. One objective within this work is to quantify the contaminant loads of metals and polycyclic aromatic hydrocarbons (PAHs), from different ship-activities with a focus on scrubbers. A scrubber is installed on ships as an abatement technique to meet the requirements stated in the new regulations of sulphur content in marine fuels. In a scrubber, the ship exhausts are led through a spray of water and SOX is easily dissolved and particles are scavenged. The scrubber system can be open (where seawater is pumped through the system continuously), closed (where water is recirculated with a small bleed-off) or hybrid (where the mode of operation can be shifted between open and closed). The scrubber technique has moved the emissions from air to water with unknown impacts. Emission factors of metals and PAHs from usage of marine gas oils (MGOs) and heavy fuel oils (HFOs), with and without the use of scrubbers, where derived from an extensive literature review. The results show that HFO combustion with a scrubber result in much higher emission factors of metals and PAHs as compared to the use of MGO. These emission factors were then used to determine the relative load contribution from scrubbers compared to other ship-activities, coastal industries, atmospheric deposition and riverine input to the Baltic Sea. The comparison revealed that open loop scrubber discharge and release of biocides from antifouling paints are the two largest anthropogenic sources of several metals and PAHs, e.g. copper, vanadium and anthracene, to the Baltic Sea. In addition, the cumulative environmental risk assessment of 9 metals and 16 PAHs from near-ship atmospheric deposition, antifouling paint, bilge water discharge, closed and open loop scrubber water discharge) show unacceptable risk in three out of four ports.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:25:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344767</guid>
    </item>
    <item>
      <title>Innovative parallel synthesis of 5-nonanone and furfural from lignocellulosic biomass accompanied by deep economic analysis</title>
      <link>https://trid.trb.org/View/2269932</link>
      <description><![CDATA[An integrated strategy is developed to utilize all three primary components (cellulose, hemicellulose, and lignin) of lignocellulosic biomass for the coproduction of hydrocarbon fuel (5-nonanone) and bio-chemicals (furfural and high purity lignin). After biomass fractionation, (1) 5-nonanone is produced with high yield of 89% using cellulose-derived γ-valerolactone (GVL), which can potentially serve as a platform molecule for the production of liquid hydrocarbon fuels for the transportation sector; (2) furfural, a valuable platform chemical, is produced using hemicellulose; and (3) production of high-purity lignin, which can be used to produce carbon foams or battery anodes. Separation subsystems are designed to effectively recover the solvents for reuse in the conversion processes, which ultimately improves the economic feasibility of the integrated process, resulting in achieving lower minimum selling price (MSP) of $5.47 GGE⁻¹ for 5-nonanone compared to market price. Heat pump is introduced to perform heat integration, which reduces utility requirements more than 85%. Finally, a wide range of techno-economic analysis is performed to highlight the major cost and technological drivers of the integrated process.]]></description>
      <pubDate>Mon, 23 Oct 2023 08:52:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2269932</guid>
    </item>
    <item>
      <title>Preparation and Mix Design of Usual-Temperature Synthetic Pitch–Modified Cutback Asphalt</title>
      <link>https://trid.trb.org/View/2035101</link>
      <description><![CDATA[Usual-temperature synthetic pitch (USP) is a modifier that can efficiently reduce the mixing temperature and improve the overall engineering properties of warm-mix asphalts; however, few studies are reported for its application in cold patch asphalt. In this article, cutback asphalts were prepared with USP, bitumen, biodiesel, an antistripping agent, and a tackifier. Referring to a series of single-factor analyses on the cutback asphalt viscosity, the reasonable dosage ranges for the USP, antistripping agent, and tackifier were first determined. Based on these, a four-factor and four-level orthogonal test plan was proposed to guide the selection of some potential appropriate mix design schemes. The recommended mix design schemes were then screened out by successively examining the physical properties, adhesion, workability, Marshall stability, high- and low-temperature rheological properties, and compatibility. Two design schemes with mass proportions of 6:18:0.3:6 (Scheme 1) and 6:20:0.4:2 (Scheme 2) for USP, diluent, antistripping agent, and tackifier, respectively, were finally selected. The engineering properties of the prepared specimens meet the standard requirements. Compared with Scheme 1, Scheme 2 presents better Marshall stability and high- and low-temperature performance. The proposed mix design schemes can guide the preparation of USP-modified cold patch asphalts and promote their application in practice.]]></description>
      <pubDate>Wed, 30 Nov 2022 10:56:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2035101</guid>
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    <item>
      <title>Robust Metal–Organic Frameworks with High Industrial Applicability in Efficient Recovery C3H8 and C2H6 from Natural Gas Upgrading</title>
      <link>https://trid.trb.org/View/2026502</link>
      <description><![CDATA[Developing efficient adsorbents with high uptake and selectivity for separation and recovery of C2H6 and C3H8 from natural gas is an important but challenging task. In this work, the authors demonstrate that high surface polarity and suitable pore diameter are two key factors that can synergistically enhance the separation performance, exemplified by metal–organic framework (MOF)-303 and MIL-160 (MIL: Matériaux de l’Institut Lavoisier), both possessing one-dimensional (1D) open channels with high density of heteroatoms and desired pore size (5∼7 Å). Significantly, the uptake of MOF-303 for C3H8 is up to 3.38 mmol g−1 at 298 K and 5 kPa with a record-high C3H8/CH4 (5:85, v/v) ideal adsorbed solution theory (IAST) selectivity of 5114 among all reported MOFs. In addition, MOF-303 also displays high C2H6 uptake capacity (at 10 kPa) and C2H6/CH4 (10:85, v/v) selectivity, reaching 1.59 mmol g−1 and 26, respectively. Owing to the larger pore diameter and lower density of heteroatoms within its 1D channels, MIL-160 shows apparently lower uptake and selectivity compared to those of MOF-303, though the values exceed those of majority of reported MOFs. Density functional theory (DFT) calculations verify that the high surface polarity and the suitable pore diameter synergistically enhance the affinity of the frameworks toward C3H8 and C2H6, giving rise to the high loading capacity and selectivity for C3H8 and C2H6. Both MOFs feature remarkable moisture stability without structural change upon exposure to 95% relative humidity (RH) for a month. In addition, synthesis of both compounds can be readily scaled up through one-pot reactions to afford about 5 g samples with high crystallinity. Finally, the substantial potential of MOF-303 and MIL-160 as advanced adsorbents for efficient separation of C3H8/C2H6/CH4 has been demonstrated by ternary breakthrough experiments, regeneration tests, and cyclic evaluation. The excellent separation performance, high stability, low cost, and good scalability endow both MOFs promising adsorbents for natural gas purification and recovery of C2H6 and C3H8.]]></description>
      <pubDate>Thu, 27 Oct 2022 13:47:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2026502</guid>
    </item>
    <item>
      <title>Mechanical properties of roads unbound treated with synthetic fluid based on isoalkane and tall oil</title>
      <link>https://trid.trb.org/View/1898522</link>
      <description><![CDATA[The unbound layers are an essential component of both highly trafficked and low-volume roads as their mechanical properties are of major importance when it comes to ensuring a well-performing pavement. However, as the aggregates employed as road construction materials naturally display a wide variation in the mechanical properties according to their geological origins, the pavement engineer may be interested in utilizing stabilization technologies to deliberately modify and adjust the behaviour of the road courses. This study sheds light on an innovative synthetic fluid technology composed of isoalkane and tall oil pitch. Repeated load triaxial tests investigate the resilient modulus and the deformation behaviour of samples treated with the synthetic system according to different percentages. Furthermore, cyclic triaxial tests are also performed after exposing stabilized specimens to a series of freeze–thaw cycles. The principle of the rolling bottle test is adopted to assess the integrity with stripping loss on loose aggregates coated by the product. The laboratory results show that evident variations in the mechanical properties can be attained once the aggregates are mixed with the synthetic agent and that a strong coating resistant to water and external actions is formed.]]></description>
      <pubDate>Thu, 20 Jan 2022 12:14:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1898522</guid>
    </item>
    <item>
      <title>Solid Oxide Fuel Cells for Direct Oxidation of Liquid Hydrocarbon Fuels in Automotive Auxiliary Power Units: Sulfur Tolerance and Operation on Gasoline</title>
      <link>https://trid.trb.org/View/1776917</link>
      <description><![CDATA[To be practical, auxiliary power units (APUs) should operate on the same fuels that the internal combustion engine (ICE) uses for vehicle propulsion. Solid oxide fuel cells (SOFCs) have previously been shown to be able to convert the chemical energy of certain room-temperature-liquid hydrocarbon fuels (toluene and synthetic diesel fuel) to electricity by direct oxidation. Because such SOFCs operate without reformers, the systems based on these SOFCs are expected to be compact. To work with existing infrastructure fuels, the cells must be able to tolerate typical contaminants such as sulfur that are found in the everyday fuels. In this paper, the authors report on recent laboratory results that show direct oxidation SOFCs with ceria-copper anodes can provide at least 2 hours operation in the presence of 200 ppm sulfur in the fuel. Also, a laboratory cell has been run for 12 hours on regular unleaded gasoline.]]></description>
      <pubDate>Fri, 26 Mar 2021 17:47:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1776917</guid>
    </item>
    <item>
      <title>A Laboratory Study on Rutting Resistance Performance of High Modulus Asphalt Mixture</title>
      <link>https://trid.trb.org/View/1634837</link>
      <description><![CDATA[In order to improve the rutting resistance of expressway asphalt pavement, a hard asphalt additive compound, EME-14, was used to prepare the high modulus asphalt mixture. Using the rutting test and dynamic modulus test at different temperatures, the high and low temperature properties of the EME-14 and common high modulus asphalt mixtures EME-14, SUP-20, and SBS modified AC-20 asphalt mixtures were compared and analyzed. Predictive analysis was carried out by using the dynamic modulus main curves. The results showed that the dynamic stability of high modulus asphalt mixture EME-14 prepared by hard pitch additive compound was 11,059 times/mm, which was about 1.4 times of EME-14 dynamic stability of common high modulus asphalt mixture, 1.6 times of SUP-20 dynamic stability, and 1.8 times of modified AC-20. Compared with traditional middle-layer asphalt mixture, it has excellent rutting resistance performance at high temperatures.]]></description>
      <pubDate>Thu, 31 Oct 2019 11:35:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1634837</guid>
    </item>
    <item>
      <title>Influence of Viscosities of PDA Pitch and Flux on Blended Bitumen Viscosity</title>
      <link>https://trid.trb.org/View/1558678</link>
      <description><![CDATA[The production of bitumen in Indian refineries is carried out by air blowing and component blending. In the component blending process, a highly viscous propane deasphalted (PDA) pitch is blended with a less viscous flux. The choice of the proportion of these two components is normally arrived at to meet the required technical specification such as penetration at 25°C and viscosity at 60 and 135°C. However, it is not clear at this point in time, the influence of constituent materials on the rheological response of the binder. In this investigation, two ratios of PDA pitch and flux (75:25, 80:20) were blended in the laboratory. The rheological characterization of constituents and the final blend were carried out using a rotational viscometer at temperatures of 120, 140 and 160°C. Four viscosity mixing ‘rules’ were used to estimate the final blend viscosity from the individual constituent viscosities. The predictions varied with a wide range of errors.]]></description>
      <pubDate>Sun, 16 Dec 2018 21:39:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1558678</guid>
    </item>
    <item>
      <title>Evaluation of residual products from heavy oil refining for the use as an asphalt pavement material</title>
      <link>https://trid.trb.org/View/1435171</link>
      <description><![CDATA[Global oil prices are increasing, and the current demand for the fuel is outpacing the supply of traditional crude oil sources. Therefore, the petroleum industry has applied great effort to extract more valuable products such as fuel from heavy oil sources such as Canadian oil sands and Venezuelan heavy oils. One refining process that uses heavy oil sources is the solvent deasphalting (SDA) process. SDA extracts most oil components, leaving residual products with more asphaltenes compared to the conventional asphalt binder for road pavement. In this study, the physical and chemical properties of the residual products, known as pitch, have been investigated to evaluate their applicability as a binder for asphalt pavement. From the various tests, it was found that the pitch is too hard and brittle to be used for asphalt pavement due to its very high viscosity. Therefore, the pitch was modified with vegetable-oil-based additives, after which it exhibited similar basic material properties and rheological behaviours to those of conventional asphalt binder, indicating that the modified pitch could be used as a binder for asphalt pavement.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1435171</guid>
    </item>
    <item>
      <title>Förnybara drivmedel: möjligheter och hinder sett utifrån privatbilisters och aktörers perspektiv</title>
      <link>https://trid.trb.org/View/1426593</link>
      <description><![CDATA[This project included three different studies with a view to providing an in-depth understanding of user needs and attitudes to alternative fuels and vehicles, such as: battery electric vehicles, hydrogen vehicles and cars using biogas. In addition the studies also examine attitudes to cars in general and climate change as well as exploring likely prospects for such cars in the future. The studies used three different methods; focus group, survey and interviews. The focus groups included six people, the survey 487 randomly selected road users and the interview study nine different stakeholders from government agencies, industry, branch organizations and the media. The results show that when purchasing a car safety and reliability are more important than the emission of CO2. The perception of cars powered by alternative fuels (electric, fuel cell, biogas), does not differ markedly. The price people are willing to pay for such a car is significantly lower than what these cars cost at present. In general, it could be argued that consumers want a car powered by alternative fuels to be similar or better than, a conventional car. The interview study also shows that politicians have an important role to play in the development of alternative fuels and the related infrastructure. According to the interviewees, the biggest challenge is not the technology, but rather how to provide an infrastructure for these vehicles. The industry is an important player who is willing to invest if the business can be profitable. Long-term is a keyword and is mentioned both in terms of policy instruments and information dissemination. In the latter case, since studies show that there are large gaps in the overall knowledge and understanding by the general public as well as considerable distrust of information presently available. Finally, the results also shows the need for a holistic approach where the focus is not only on fuel, but also on the development of attractive and accessible cities which reduce transport demand and provide for increased transport efficiency.]]></description>
      <pubDate>Mon, 17 Oct 2016 11:58:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426593</guid>
    </item>
    <item>
      <title>Emissionen von Motorraedern</title>
      <link>https://trid.trb.org/View/1417032</link>
      <description><![CDATA[Die Verordnung VO (EU) 168/2013 schreibt fuer Fahrzeuge der Klasse L neue Schadstoffgrenzwerte mit Einfuehrung der Abgasnormen Euro 4 (2016) und Euro 5 (2020) vor. Darin werden neben den Auspuffemissionen im Fahrbetrieb zusaetzlich die Verdunstungsemissionen nach Warm-/Heissabstell-Vorgaengen sowie durch Tankatmung beruecksichtigt, da diese einen hohen Anteil an den gesamten HC-Emissionen in dieser Fahrzeugklasse ausmachen. Die Festlegung und Messung von Verdunstungsemissionen erfolgt hierbei basierend auf dem SHED-Pruefverfahren. Neben den Schadstoffgrenzwerten beinhaltet das Regelwerk einen Zeitplan fuer die Anwendung dieser Verordnung auf die Typgenehmigung (einschliesslich Uebergangsfristen) sowie der zu verwendenden Fahrzyklen. Im Rahmen des Projekts soll die Entwicklung des Anteils aller in der Verordnung VO(EU)168/2013 reglementierter Schadstoffe der Fahrzeugklasse L an den gesamten Schadstoffemissionen des Strassenverkehrs untersucht werden. Neben einer differenzierten Betrachtung der Emissionen im Fahrbetrieb sollen auch solche Emissionsanteile, die durch Kraftstoffverdunstung und Tankatmung entstehen, gesondert betrachtet werden. ABSTRACT IN ENGLISH: With the introduction of the Euro 4 (2016) and Euro 5 (2020) emissions standards, Regulation VO(EU) 168/2013 lays down new emission limits for vehicles of category L. In addition to tailpipe emissions during normal vehicle use, evaporative emissions after the termination of engine operation and tank breathing will also be included, because these emissions constitute a large proportion of the HC emissions in this class of vehicle. The setting and measurement of evaporative emissions is based in this case on the SHED test procedure. In addition to the emission limit values, this procedure includes a time plan for applying the EU regulation to the type-approval of motor vehicles (including transitional periods) as well as the driving cycles to be used. This project seeks to examine the growth in the proportion of all controlled pollutants in Regulation VO(EU)168/2013 for vehicles of category L as a proportion of all pollutant emissions from road traffic. In addition to a nuanced inspection of emissions during normal vehicle use, the project will devote particular attention to the proportion of emissions produced by evaporative emissions and tank breathing.]]></description>
      <pubDate>Tue, 26 Jul 2016 08:06:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1417032</guid>
    </item>
    <item>
      <title>Laboratory evaluation of the effect of gilsonite on the performance of stone matrix asphalt mixtures</title>
      <link>https://trid.trb.org/View/1375545</link>
      <description><![CDATA[This study investigates the benefits of modifying asphalt and stone matrix asphalt (SMA) mixtures in flexible pavement. Sixty to seventy penetration-grade asphalt cement and Iranian natural bitumen (gilsonite) were subjected to physical and performance tests. Physical and conventional tests were conducted on modified and unmodified bitumen (penetration, softening point, ductility and viscosity). Performance tests, including Marshall stability, indirect tensile strength, moisture susceptibility, resilient modulus and rutting resistance, were conducted on unmodified and modified SMA mixtures. Results of conducted tests on the modified asphalt binders with 5%, 10% and 15% gilsonite show that using gilsonite improves performance of SMA mixture.]]></description>
      <pubDate>Wed, 23 Dec 2015 08:12:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375545</guid>
    </item>
    <item>
      <title>In situ evaluation of earthwork machinery emissions</title>
      <link>https://trid.trb.org/View/1327772</link>
      <description><![CDATA[In the last twenty years, international awareness has established the need to assess and reduce the amount of non road vehicles pollutants emissions. Earthwork machines are among the non road vehicles for which these emissions in a site working conditions are not fully quantified. Until 2010, emissions data were obtained from steady-states tests cycles which consist in a several modes of fixed engine parameters. In this context, this paper aims answering at the following question: What are the actual values for in-situ emissions of gaseous chemical compounds? To reach this goal, the emissions of a representative fleet of earthwork machines were determined. The gained results highlighted that, CO2 and NOx emissions are closely related to instantaneous fuel consumption. However, unlike for CO2 and NOx, the CO and HC emission dynamics is a complex function of machine uses and engine parameters. Hence, to improve representativeness, it appears critical to promote the disaggregation of averaged emission factors between tasks and a broader-spectrum of engine parameters values (including transitions).]]></description>
      <pubDate>Wed, 15 Oct 2014 10:37:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1327772</guid>
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