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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Volatile organic compounds (VOCs) source profiles of on-road vehicle emissions in China</title>
      <link>https://trid.trb.org/View/1520581</link>
      <description><![CDATA[Volatile Organic Compounds (VOCs) source profiles of on-road vehicles were widely studied as their critical roles in VOCs source apportionment and abatement measures in megacities. Studies of VOCs source profiles from on-road motor vehicles from 2001 to 2016 were summarized in this study, with a focus on the comparisons among different studies and the potential impact of different factors. Generally, non-methane hydrocarbons dominated the source profile of on-road vehicle emissions. Carbonyls, potential important components of vehicle emission, were seldom considered in VOCs emissions of vehicles in the past and should be paid more attention to in further study. VOCs source profiles showed some variations among different studies, and 6 factors were extracted and studied due to their impact to VOCs source profile of on-road vehicles. Vehicle types, being dependent on engine types, and fuel types were two dominant factors impacting VOCs sources profiles of vehicles. In comparison, impacts of ignitions, driving conditions and accumulated mileage were mainly due to their influence on the combustion efficiency. An opening and interactive database of VOCs from vehicle emissions was critically essential in future, and mechanisms of sharing and inputting relative research results should be formed to encourage researchers join the database establishment. Correspondingly, detailed quality assurance and quality control procedures were also very important, which included the information of test vehicles and test methods as detailed as possible. Based on the community above, a better uncertainty analysis could be carried out for the VOCs emissions profiles, which was critically important to understand the VOCs emission characteristics of the vehicle emissions.]]></description>
      <pubDate>Mon, 27 Aug 2018 14:05:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1520581</guid>
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    <item>
      <title>Evaluation of an Updated Version of the Risk Awareness and Perception Training Program for Young Drivers</title>
      <link>https://trid.trb.org/View/1465452</link>
      <description><![CDATA[Previous research suggests newly licensed teen drivers often fail to anticipate where unexpected hazards might materialize. One training program designed to address these apparent deficiencies in knowledge and skills that has shown promise in previous tests is the Risk Awareness and Perception Training (RAPT) program. This project updated RAPT using high definition video and computer simulations to create a more interactive and realistic program. Researchers evaluated the modified program’s impact on the behaviors of novice and experienced drivers through the use of a computer-based test and during on-road drives in live traffic on a pre-defined route. Both the novice and experienced driver RAPT-trained groups showed substantial improvement in performance from pre- to post-test with the RAPT trainees hitting almost all of the targets during the computer post-test. The performance differences extended to the eye-tracker data arising from the on-road drives. The RAPT-trained groups hit significantly higher numbers of total primary targets and percentages of targets compared to the control groups. The study also employed a “Think Aloud,” or commentary driving, data collection effort. This data collection approach did not reveal any performance differences among the training groups. This study also included a persistence measure using the computer assessment one month after training. Results showed the RAPT-trained groups’ target hit rates decreased from the initial post-test to the persistence measure but remained above their baseline hit rates and above the control groups’ persistence measure hit rates. Taken together, the results suggest the RAPT revision represented a significant improvement over the previous versions in terms of realism with a similar impact on driver behaviors as measured by a computer assessment and through the use of eye-tracking in a live traffic environment.]]></description>
      <pubDate>Sun, 28 May 2017 18:52:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1465452</guid>
    </item>
    <item>
      <title>Modelling the fuel consumption and pollutant emissions of the urban bus fleet of the city of Madrid</title>
      <link>https://trid.trb.org/View/1464718</link>
      <description><![CDATA[An integrated methodology to estimate the emissions of automotive vehicles is proposed in this work, with application to the vehicle fleet of Madrid Municipal Transport Company. The fleet composed of 2000 buses and 20 different types, operating 167 routes providing a service to the whole of the city of Madrid, with 3.165 million inhabitants and over 404 million passengers in the year 2014. The results of the model have been validated by calculating the fuel consumption and comparing them with the actual consumption, as this is the only data that can be used by taking estimations that are external to the model. The errors found were small and acceptable. Thus, the approach of this work has two features: it uses both measured transport activity data and vehicle activity data with specific emissions models for the calculation of consumption and emissions for a bus fleet based on an urban area; it also has two outcomes: it provides useful information for understanding where and how air pollutants are originated and it is a tool for designing intervention measures.]]></description>
      <pubDate>Thu, 25 May 2017 13:56:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1464718</guid>
    </item>
    <item>
      <title>Resuming Manual Control or Not? Modeling Choices of Control Transitions in Full-Range Adaptive Cruise Control</title>
      <link>https://trid.trb.org/View/1438179</link>
      <description><![CDATA[Automated vehicles and driving assistance systems such as adaptive cruise control (ACC) are expected to reduce traffic congestion, accidents, and levels of emissions. Field operational tests have found that drivers may prefer to deactivate ACC in dense traffic flow conditions and before changing lanes. Despite the potential effects of these control transitions on traffic flow efficiency and safety, most mathematical models evaluating the impact of ACC do not adequately represent that process. This research aimed to identify the main factors influencing drivers’ choice to resume manual control. A mixed logit model that predicted the choice to deactivate the system or overrule it by pressing the gas pedal was estimated. The data set was collected in an on-road experiment in which 23 participants drove a research vehicleequipped with full-range ACC on a 35.5-km freeway in Munich, Germany, during peak hours. The results reveal that drivers were more likely to deactivate the ACC and resume manual control when approaching a slower leader, when expecting vehicles cutting in, when driving above the ACC target speed, and before exiting the freeway. Drivers were more likely to overrule the ACC system by pressing the gas pedal a few seconds after the system had been activated and when the vehicle decelerated. Everything else being equal, some drivers had higher probabilities to resume manual control. This study concludes that a novel conceptual framework linking ACC system settings, driver behavior characteristics, driver characteristics, and environmental factors is needed to model driver behavior in control transitions between ACC and manual driving.]]></description>
      <pubDate>Wed, 08 Mar 2017 09:07:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1438179</guid>
    </item>
    <item>
      <title>On-Road Vehicle Trajectory Collection and Scene-Based Lane Change Analysis: Part I</title>
      <link>https://trid.trb.org/View/1441026</link>
      <description><![CDATA[This two-part paper aims to study lane change behaviors at the tactical level from an on-road perspective, with a special focus on analyzing the interactions between an ego and surrounding vehicles during the procedure. Part I addresses vehicle trajectory collection, whereas Part II addresses lane change extraction and scene-based behavioral analysis. Different from the general technique of moving object detection and tracking, trajectory collection for tactical driving behavior study is required to have the properties of consistency, completeness, continuity, and accuracy. This paper proposes a system of on-road vehicle trajectory collection, where an instrumented vehicle is developed with multiple horizontal 2-D lidars that have 360° coverage. The software is developed by fitting the laser points of all lidars on a vehicle model using a coupled estimation of features and reliability along frames to achieve accurate state estimations of occluded data and robust data association in multiviewpoint sensing. The performance is investigated extensively, and a large trajectory set is developed through on-road driving at the Fourth Ring Road in Beijing for a total distance of 64 km, with more than 5700 environmental trajectories with a total length of over 19 h. The performance is demonstrated to be of high quality in terms of the required properties. To the authors' knowledge, this is the first system that is able to automatically collect all-around vehicle trajectories during on-road driving and to demonstrate good performance in providing a high-quality database for driving behavior studies from an on-road perspective that addresses vehicle interactions in real-world traffic at the trajectory level.]]></description>
      <pubDate>Wed, 15 Feb 2017 17:03:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1441026</guid>
    </item>
    <item>
      <title>Analysis of fuel consumption and pollutant emissions of regulated and alternative driving cycles based on real-world measurements</title>
      <link>https://trid.trb.org/View/1403591</link>
      <description><![CDATA[Discrepancies between real-world use of vehicles and certification cycles are a known issue. This paper presents an analysis of vehicle fuel consumption and pollutant emissions of the European certification cycle (NEDC) and the proposed worldwide harmonized light vehicles test procedure (WLTP) Class 3 cycle using data collected on-road. Sixteen light duty vehicles equipped with different propulsion technologies (spark-ignition engine, compression-ignition engine, parallel hybrid and full hybrid) were monitored using a portable emission measurement system under real-world driving conditions. The on-road data obtained, combined with the Vehicle Specific Power (VSP) methodology, was used to recreate the dynamic conditions of the NEDC and WLTP Class 3 cycle. Individual vehicle certification values of fuel consumption, CO₂, HC and NOx emissions were compared with test cycle estimates based on road measurements. The fuel consumption calculated from on-road data is, on average, 23.9% and 16.3% higher than certification values for the recreated NEDC and WLTP Class 3 cycle, respectively. Estimated HC emissions are lower in gasoline and hybrid vehicles than certification values. Diesel vehicles present higher estimated NOx emissions compared to current certification values (322% and 326% higher for NOx and 244% and 247% higher for HC + NOx for NEDC and WLTP Class 3 cycle, respectively).]]></description>
      <pubDate>Thu, 28 Apr 2016 14:43:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1403591</guid>
    </item>
    <item>
      <title>Development of a real-time on-road emissions estimation and monitoring system</title>
      <link>https://trid.trb.org/View/1354553</link>
      <description><![CDATA[Transportation has been a significant contributor to total greenhouse gas and criteria air pollutant emissions. Emission mitigation strategies are essential in reducing transportation's impacts on the environment. In order to effectively develop and evaluate on-road emissions reduction strategies, it is important to have an information support system which can estimate and monitor on-road emissions under real world traffic operations. Emission data provided by such a system can be used to identify emission hot spots and their causes, and to develop and evaluate reduction strategies. In this paper, a system is developed to estimate and monitor operational on-road emissions with high accuracy and resolution in real time. The two sets of critical information for emission estimation, vehicle mix and vehicle activity, are directly generated from traffic detection using inductive vehicle signature technology. An initial implementation on a section of the I-405 freeway at Irvine, California is demonstrated. With more widespread deployment, the system can be used to perform before-and-after evaluation of certain mitigation strategies, to develop time sensitive optimal traffic control strategies with the purpose to control emissions, and to provide high fidelity greenhouse gas and air quality information to policymakers, researchers, and the general public.]]></description>
      <pubDate>Mon, 08 Jun 2015 16:00:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1354553</guid>
    </item>
    <item>
      <title>Comparisons Between Vehicular Emissions from Real-World In-Use Testing and EPA MOVES Estimation</title>
      <link>https://trid.trb.org/View/1223274</link>
      <description><![CDATA[This research study developed a methodology to perform mandatory dynamometer vehicular emissions tests on real roads, performed on-road emissions tests, and compared the test results to the estimates using the current Environmental Protection Agency (EPA) emissions estimation model. Currently, mandatory vehicular exhaust emission tests are performed on chassis or engine dynamometers  using the Federal Test Procedure (FTP)/Supplemental Federal Test Procedure (SFTP) drive schedules. Based on the developed real-world in-use emissions testing methodology with using a modified test vehicle, authors could follow the FTP/SFTP drive schedules while the vehicle was driven on real roads, and measure emissions during the in-use on-road FTP/SFTP emissions testing. Emissions from the vehicle during the testing were measured, analyzed, and compared to estimated emissions using the current EPA emissions estimation model, MOtor Vehicle Emission Simulator (MOVES). The authors observed discrepancies between the measured data and the MOVES estimates, especially when associated with cold-start emissions. More detailed analysis results, along with the detailed test methodologies, are provided in this report.]]></description>
      <pubDate>Tue, 27 Nov 2012 09:45:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1223274</guid>
    </item>
    <item>
      <title>Integrated Vehicle-Based Safety Systems Light-Vehicle On-Road Test Report</title>
      <link>https://trid.trb.org/View/1097262</link>
      <description><![CDATA[This report presents results from a series of on-road verification tests performed to determine the readiness of a prototype integrated warning system to advance to field testing, as well as to identify areas of system performance that should be improved prior to the start of the field test planned for 2009. Data was collected from tests conducted on public roads using a 2007 Honda Accord equipped with the prototype safety system. The system provides forward crash warning (FCW), lane departure warning (LDW), curve speed warning (CSW), and lane change/merge (LCM) functions, managed by an arbitration function that addresses multiple crash threats. The objectives of the on-road tests were to drive the test vehicle in an uncontrolled driving environment to measure the system’s susceptibility to nuisance alerts, assess alerts in perceived crash situations, and evaluate system availability. The prototype system showed continued improvement in system performance throughout the series of tests conducted between October 2007 and February 2008. Based on positive results from the track-based verification tests conducted in February and these on-road tests, it was recommended that the light-vehicle platform proceed to field testing in Phase II. Additional adjustment of the LCM and LDW warning functions is recommended to further reduce nuisance alerts and improve system robustness.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:13:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097262</guid>
    </item>
    <item>
      <title>Integrated Vehicle-Based Safety Systems Heavy-Truck On-Road Test Report</title>
      <link>https://trid.trb.org/View/1097261</link>
      <description><![CDATA[This report presents results from a series of on-road verification tests performed to determine the readiness of a prototype integrated warning system to advance to field testing, as well as to identify areas of system performance that should be improved prior to the start of the field test planned for 2009. Data was collected from tests conducted on public roads using an International 8600 heavy truck equipped with the prototype safety system. The prototype system provides forward crash warning (FCW), lane change merge (LCM), and lane departure warning (LDW) functions managed by an arbitration function to address multiple crash threats. The objectives of the on-road tests were to operate the heavy truck in an uncontrolled driving environment to measure the system’s susceptibility to nuisance alerts, assess alerts in perceived crash situations, and evaluate the system availability. Test results revealed significant improvement in system performance throughout the series of tests conducted between September 2007 and March 2008. Based on positive results from the track-based verification tests conducted in February and these on-road tests, it was recommended that the heavy-truck platform proceed to field testing in Phase II. Adjustments to alert timing were recommended to further reduce the number of FCW and LDW nuisance alerts.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:13:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097261</guid>
    </item>
    <item>
      <title>Comparison of Driving Errors Between On-the-Road and Simulated Driving Assessment: A Validation Study</title>
      <link>https://trid.trb.org/View/898594</link>
      <description><![CDATA[Driving simulation provides a convenient and safe method for assessing driving behaviors. Many authors, however, agree that validation is a key component of any study that utilizes simulators to assess driving performance. The purpose of this study was to test driver response validity by discerning whether behavioral responses of drivers, as expressed by type and number of errors, are similar on the road and in the simulator. The authors replicated real-world intersections in the study's driving simulator (STISIM M500W; Systems Technology Inc.) and assessed the number and type of driving errors committed by the same 39 participants while negotiating a right and a left turn both on the road and in the simulator. The authors found no significant interactions between the type of vehicle (road vs. simulator) and the type of turn (right versus left) for any of the driving errors, indicating that the same trends exist between driving errors made on the road and in the simulator and thus suggesting relative validity of the simulator. The authors also found no significant differences between the road and the simulator for lane maintenance, adjustment to stimuli, and visual scanning errors, indicating absolute validity for these types of errors. The findings suggest early support for external validity for the study's driving simulator, indicating that the results of assessing driving errors when negotiating turns in the simulator can be generalized or transferred to the road under the same testing conditions. A follow-up study with larger sample size is needed to establish whether driving performance in the simulator is predictive of driving performance on the road.]]></description>
      <pubDate>Mon, 31 Aug 2009 09:27:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/898594</guid>
    </item>
    <item>
      <title>Plug-In Hybrid Emissions Characterization and Demonstration Study</title>
      <link>https://trid.trb.org/View/890265</link>
      <description><![CDATA[A partnership between the Electric Power Research Institute (EPRI) and DaimlerChrysler resulted in some of the first prototype plug-in hybrid vehicles (pHEV) to reach U.S. roadways. Through recruited operating partnerships, the proof-of-concept testing of the pHEV Sprinter began in 2004. The Kansas City Area Transit Authority (KCATA) joined the list of partners in order to test the pHEV’s feasibility in public transit application and in September 2006 on-road testing of the paratransit pHEV commenced. Due to interest in the pHEV’s emission profile and concerns regarding its suitability to meet U.S. federal testing procedures, the University of Kansas Civil, Environmental, and Architectural Engineering Department was contracted to perform a demonstration study of the Kansas City pHEV Sprinter. The demonstration study’s primary aim was to develop a comprehensive dataset capable of describing the paratransit pHEV’s operation and emissions over a variety of different road conditions. The dataset, in its entirety, was to be made available to the industry partners so that they could use it as needed to help meet their individual marketing and certification goals. On-road emission testing was implemented in order to meet the project’s goals. By operating the pHEV on a variety of different transit routes and roadways using different drive configurations, a dataset capable of evaluating the pHEV’s emissions under both transit application and normal civilian driving has been compiled for the project’s partners. Preliminary data analysis investigating the pHEV’s electric-only capacity with respect to state of charge indicated that the pHEV Sprinter paratransit bus did not experience the 20 miles of anticipated electric-only operation in charge-depleting mode. Despite this, the pHEV Sprinter still saw significant electric-only operation during the charge-sustaining or hybrid mode. Roadway type proved to be a statistically significant factor with regards to the pHEV’s operation and emissions. Highway driving proved the most fuel-efficient driving mode, with urban driving the least efficient. Despite this, urban driving resulted in the lowest emission of noxious pollutants (specifically, NOx and hydrocarbons). Finally, the driving profile required by transit bus drivers to meet passenger stop requirements while remaining on a set schedule resulted in overall poorer fuel economy when compared with driving the same route solo.]]></description>
      <pubDate>Thu, 04 Jun 2009 16:05:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/890265</guid>
    </item>
    <item>
      <title>SORT Standardised On-Road Test Cycles</title>
      <link>https://trid.trb.org/View/814938</link>
      <description><![CDATA[This pamphlet describes how the SORT project arose as an initiative of the International Association of Public Transport (UITP) Bus Committee, but rapidly began to extend far beyond the scope of the Committee.  The main objective of the SORT project was to design reproducible test cycles for on-road tests for buses in order to measure their fuel consumption.]]></description>
      <pubDate>Thu, 23 Aug 2007 15:10:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/814938</guid>
    </item>
    <item>
      <title>Southern Nevada Air Quality Study - Final Report</title>
      <link>https://trid.trb.org/View/809183</link>
      <description><![CDATA[The Southern Nevada Air Quality Study (SNAQS) created cross-plume and in-plume measurement systems to quantify emissions distributions and source profiles from transportation emissions, specifically gasoline and diesel powered vehicles. The cross-plume system measures backscattered ultraviolet radiation to estimate particulate emissions and infrared and ultraviolet absorption to measure gas concentrations in exhaust plumes. The in-plume system draws a portion of air from the plume and directs it to continuous monitors and filter samples that are analyzed in the laboratory. Both systems were applied to on-road measurements in Las Vegas, Nevada. Results from both methods found that most of the particulate and gas pollutant emissions came from a small fraction of the vehicles. High carbon monoxide emitters were not always high particulate matter and oxide of nitrogen emitters, implying that smog checks must measure all of these pollutants to be effective. Receptor models were applied to ambient particulate samples taken in Las Vegas using source profiles obtained with the in-plume system. Gasoline engine exhaust was the largest contributor to the carbon component at all sites, and diesel exhaust was only a large contributor at commercial sites near major highways. Residential wood combustion was also an important contributor in residential areas, but not in the commercial areas.]]></description>
      <pubDate>Thu, 24 May 2007 07:57:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/809183</guid>
    </item>
    <item>
      <title>On-Road Vehicle Emission and Activity Data Collection and Evaluation in Houston, Texas</title>
      <link>https://trid.trb.org/View/781472</link>
      <description><![CDATA[The newly developed on-road emission measurement device OEM-2100 was used to collect emissions in the Houston, Texas, area. The device can measure second-by-second fuel consumption and emissions of nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, and particulate matter. A total of 459.0 mi of on-road tests and 813.9 min of idling tests were conducted on three passenger cars and two trucks under 170 different test conditions (170 bags placed). Global Positioning System data were recorded simultaneously in line with the emission data. Data were analyzed by a six-step data processing procedure. The bag-based analysis indicated that vehicle emissions varied strongly, not only with vehicle activity data but also with roadway facility types and vehicle specifications. Spatial distributions of tested emissions illustrated how the emissions altered along the driving routes. The tested vehicle emissions were compared with the MOBILE6.2 estimates, and significant differences were found for all vehicles and for most testing conditions. Among the roadway facility types, the largest difference was on arterial roads, where the tested on-road emissions were higher than MOBILE6.2 estimates. As for idling conditions, the tested emissions were much higher than MOBILE6.2 estimates and indicates a need for further investigation of idling emissions. The large amount of emission and vehicle activity data collected initiated a useful database in Houston with promising potential uses. More on-road vehicle emission tests are necessary to obtain more accurate and reliable local vehicle emission individuality and to establish a richer on-road emission database.]]></description>
      <pubDate>Thu, 11 May 2006 08:25:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/781472</guid>
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