<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Toward sustainable clean ports: Smoke opacity measurement based on semantic segmentation and edge device</title>
      <link>https://trid.trb.org/View/2594752</link>
      <description><![CDATA[To overcome the limitations of manually determining the opacity of smoke emitted from ships, the authors present a novel framework using artificial intelligence and an edge device. Four deep learning models trained with black and white smoke images for semantic segmentation were compared and analyzed. It was confirmed that two of these models, namely the novel W-Net and DeepLab v3+m exhibited superior performance compared with the conventional models. DeepLab v3+m achieved the best performance as it improved localization performance by adding features through basic convolution layers and various transfer-learned models to the encoder and decoder, respectively. DeepLab v3+m was converted to an open neural network exchange model and used for the edge device. Two algorithms, the first of which saved images using a camera connected to the edge device, and the second, which generated a smoke opacity measurement report and transmitted the same to the smoke observer via e-mail, were executed simultaneously. Reports that accurately predicted and summarized the smoke images were delivered via e-mail at random times every hour. Finally, the authors proposed a policy framework for implementing the developed system in the field using smoke observers. A novel proposed policy framework based on DeepLab v3+m was demonstrated to be able to seamlessly and automatically detect smoke opacity from ships within a port.]]></description>
      <pubDate>Wed, 24 Sep 2025 15:31:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2594752</guid>
    </item>
    <item>
      <title>Opacity in car augmented reality head-up displays: users’ preferences, visual attention, and situation awareness</title>
      <link>https://trid.trb.org/View/2583074</link>
      <description><![CDATA[Car augmented-reality heads-up displays (AR-HUDs) superimpose driving information on the outside view. However, there are concerns that AR-HUDs may be distracting and questions remain about how best to present AR-HUD imagery. This study explores people's opinions about AR-HUD opacity and its effects on driver attention and situation awareness. Videos of driving scenes were created and navigation-related AR-HUD imagery was added at different opacity levels. Twenty-seven participants watched these videos while their eye movements were tracked. Participants answered questions related to the opacity of the AR-HUD imagery and to their situation awareness. Results suggest that drivers are ambivalent about AR-HUD opacity, opacity affects how people look at and perceive the roadside environment, opacity levels of 20 % and 60 % both support situation awareness, and the effects of AR-HUD opacity are different for different types of AR-HUD imagery. Thus, AR-HUD opacity levels need to be further investigated to maximize driving safety.]]></description>
      <pubDate>Thu, 18 Sep 2025 09:47:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2583074</guid>
    </item>
    <item>
      <title>Study on Correlation Between Particulate Matter Emissions and Exhaust Smoke Levels in CI Engines</title>
      <link>https://trid.trb.org/View/2407969</link>
      <description><![CDATA[Particulate matter is one of the harmful exhaust emissions that effect both environment and human health. Various universities and research centers often estimate the level of particulate matter through the smoke levels. For more than three decades, researchers have been trying to validate the existing correlation between particulate matter emissions and exhaust smoke levels. While the measuring principles of both pollutants follow similar principles, the cost and operation associated with them are widely different. Instruments that measure particulate emissions that are released from the engine exhaust are very valuable because of their high cost, unavailability of skilled technicians and maintenance of equipment. While some proposed that dark substance from the exhaust and on smoke filter is because of the presence of the primary component of the particulate matter, soot, others proved it with results of their experiments. In this article, the authors study the research results that prove the existing correlation between the both. It is observed that the particulate matter and smoke opacity follow a linear relationship.]]></description>
      <pubDate>Wed, 23 Oct 2024 17:13:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407969</guid>
    </item>
    <item>
      <title>Inter-correlations between smoke opacity, Legal Particulate Sampling (LPS) and TEOM, during transient operation of a diesel engine</title>
      <link>https://trid.trb.org/View/1812986</link>
      <description><![CDATA[The Particulate Matter (PM) emissions from a diesel passenger car were measured using three units concurrently: a commercially-available opacimeter (Celesco), a Tapered Element Oscillating Microbalance (TEOM) and a Legal Particulate Sampling (LPS) unit consisting of dilution tunnel with Constant Volume Sampling (CVS). The opacimeter provides a time resolved measurement for the visible component of the Particulate Matter (PM); the TEOM does the same for particulate mass. The motivation was to determine whether the opacimeter or TEOM could be used to suggest the likely result with CVS during transient engine operation. This would be accomplished more conveniently by empirical correlations, but with the advantage, that temporal variations during transients are then available. Forty-seven tests were conducted on a 4-cylinder 1.8l Turbo-Diesel Common-Rail Injection (TDCi) engine, operated under transient conditions according to the European Extra-Urban Drive Cycle (0-70kph EUDC). A linear relationship was found to exist between the CVS and the opacimeter, with the latter signal integrated with respect to time throughout the EUDC. The highest transient smoke emissions were consistently associated with the highest scheduled transient Exhaust Gas Recirculation (EGR) demands. The TEOM was unable to capture the fastest transient features in the emission behaviour; the opacimeter was better able to pin-point the operating conditions responsible for these events. It should, however, be noted that the transient maneuvers in the EUDC are quite gentle: real-world duty cycles contain harsher accelerations for which further correlations may be required.]]></description>
      <pubDate>Mon, 26 Sep 2022 09:12:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1812986</guid>
    </item>
    <item>
      <title>Cylinder-to-cylinder high-pressure exhaust gas recirculation dispersion effect on opacity and NOₓ emissions in a diesel automotive engine</title>
      <link>https://trid.trb.org/View/1777392</link>
      <description><![CDATA[The objective of the study is to determine the effect of the high-pressure exhaust gas recirculation dispersion in automotive diesel engines in NOₓ and smoke emissions in steady engine operation. The investigation quantifies the NOₓ and smoke emissions as a function of the dispersion of the high-pressure exhaust gas recirculation among cylinders. The experiments are performed on a test bench with a 1.6-L automotive diesel engine. In order to track the high-pressure exhaust gas recirculation dispersion in the intake pipes, a valves system to measure CO₂, that is, exhaust gas recirculation rate, was installed pipe to pipe. In addition, a valves device to measure NOₓ emissions cylinder to cylinder in the exhaust was installed. Moreover, a smoke meter device was installed downstream the turbine, to measure the effect of the high-pressure exhaust gas recirculation dispersion on smoke emissions. Five different engine speeds were studied with different torque levels; thus, the engine map was widely studied, from 1250 to 3000 r/min and between 6 and 20 bar of brake mean effective pressure. The exhaust gas recirculation rate varies between 4% and 25% depending on the operating point. The methodology focused on experimental tools combining traditional measuring devices with a specific valves system, which offers accurate information about species concentration in both the intake and the exhaust manifolds. The study was performed at constant raw NOₓ emissions to observe the effect of the exhaust gas recirculation dispersion in the opacity and fuel consumption. The study concludes that when the exhaust gas recirculation dispersion is low, the opacity presents reduced values in all operating points. However, above a certain level of exhaust gas recirculation dispersion, the opacity increases dramatically with different slopes depending on the engine running condition. This study allows quantifying the exhaust gas recirculation dispersion threshold. In addition, the exhaust gas recirculation dispersion could contribute to increase the fuel consumption up to 3.5%.]]></description>
      <pubDate>Wed, 31 Mar 2021 17:53:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1777392</guid>
    </item>
    <item>
      <title>Development of Control Techniques to Reduce NOx and Noise in Transition Phase to Premixed Compression Ignition by Use of Glow Plug with Cylinder Pressure Sensor</title>
      <link>https://trid.trb.org/View/1500099</link>
      <description><![CDATA[A feed-back control of fuel injection timing to reduce NOx and combustion noise during transition phase from diffusion combustion to Premixed Compression Ignition was attempted by utilizing maximum pressure increase rate (dP/dθmax) and 30% mass fraction burned (MFB) based on the pressure acquired by a glow plug with a cylinder pressure sensor. The outcome of this control was a great reduction in NOx and combustion noise.拡散燃焼からPCI燃焼への燃焼方式切替時に発生する騒音やNOx低減を目的に，筒内圧力センサ付グロープラグを用いて，メイン燃料噴射時期を変更し，最大圧力上昇率のフィードバックコントロールを試みた．その結果，燃焼方式切替時における燃焼騒音，NOx，及びオパシティーへの低減効果を紹介する．]]></description>
      <pubDate>Fri, 30 Mar 2018 16:32:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1500099</guid>
    </item>
    <item>
      <title>Characterization of Palm Fiber for Development of Biocomposites Material for Automotive Industries</title>
      <link>https://trid.trb.org/View/1431408</link>
      <description><![CDATA[The physical and optical properties viz., water absorption pattern, density, color and opacity of oil palm fiber-LLDPE composites were studied.  The effect of fiber size, fiber loading and fiber treatment on the above parameters was also studied.  Alkali treatment on fibers was done to reduce the hydrophilic nature of composites.  It was found that the water absorption in most of the combinations followed typical fickian behavior.  The rate of water absorption and swelling increased with fiber loading.  However alkali treatment on fibers resulted in reduction of water absorption at higher fiber loading only and composites with higher fiber size exhibited higher water absorption.  True density of oil palm fiber-LLDPE composites were in the range of 967-1177 kg m-3, whereas the bulk density ranged from 942-1122 kg m-3.  The dielectric constant of the composite was in the range of 3.22 to 6.73.  The L*, a* and b* values of oil palm fiber-LLDPE composites were respectively in the range of 42.25-59.69, 5.85-6.30, 15.65- 22.06.  Opacity of LLDPE specimen of 3 mm thickness was 63.58%.  Predicted values of true density of composites were in good agreement with measured values.       ]]></description>
      <pubDate>Fri, 15 Sep 2017 10:39:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1431408</guid>
    </item>
    <item>
      <title>The Influence of Magnetic Field on Low Pressure Injection of Oxyhydrogen in Turbocharged Compression Ignition Engines</title>
      <link>https://trid.trb.org/View/1466447</link>
      <description><![CDATA[The paper analyzed experimentally the influence of magnetic field on low pressure injection of oxyhydrogen gas, in supercharged compression ignition engine. The experiment consists in the series of power and tests on the chassis dynamometer, and opacity measurements of flue gas by free acceleration of the engine. Initially the engine is tested with standard diesel fuel, followed by the oxyhydrogen blended diesel fuel with different volume percentages, and finally oxyhydrogen blended diesel fuel is passed through the magnetic device. The experimental data revealed a positive influence of the magnetic device on opacity of the flue gas and indicated specific fuel consumption.]]></description>
      <pubDate>Sat, 03 Jun 2017 11:58:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1466447</guid>
    </item>
    <item>
      <title>Investigation of turbocharged diesel engine operation, exhaust emissions, and combustion noise radiation during starting under cold, warm, and hot conditions</title>
      <link>https://trid.trb.org/View/1125670</link>
      <description><![CDATA[Control of performance and transient emissions from turbocharged diesel engines is an important objective for automotive manufacturers, since stringent criteria for exhaust emissions must be met. In particular, (cold) starting is of exceptional importance owing to its significant contribution to the overall emissions during a transient test cycle. In the present work, experimental tests were conducted on a turbocharged and after-cooled bus–truck diesel engine in order to investigate the engine operating behaviour and the formation mechanisms of nitric oxide, smoke, and combustion noise during cold, warm, and hot starting. With this as a target, a fully instrumented test bed was set up, using ultra-fast response analysers capable of capturing the instantaneous development of emissions and various key engine and turbocharger parameters. The experimental test pattern included a variety of starting conditions, defined by the thermal status of the engine (i.e. the coolant temperature) and its idling speed. As expected, turbocharger lag was found to be the major contributor for the pollutant emissions spikes in all cases, with the thermal status of the engine and its idling speed playing important roles in the combustion (in)stability, turbocharger response, and noise radiation.]]></description>
      <pubDate>Wed, 28 Dec 2011 13:33:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125670</guid>
    </item>
    <item>
      <title>Vergleichsmessungen an 15 Truebungsmessgeraeten - Entwicklung eines Zulassungsverfahrens</title>
      <link>https://trid.trb.org/View/961221</link>
      <description><![CDATA[Bei ersten systematischen Vergleichen von Truebungsmessgeraeten (Opazimetern) zeigten sich bei Dieselmotoren mit sehr raschem Hochlauf bei der freien Beschleunigung deutliche Unterschiede in den Messergebnissen. Aus diesem Grund wurde eine weitere Vorgangsweise in folgenden Schritten gewaehlt: 1. Ein Vergleich von 15 Opazimetern mit einem Referenz-Opazimeter anhand ausgewaehlter, konditionierter Dieselfahrzeuge in der freien Beschleunigung. 2. Eine systematische Analyse der physikalischen Eigenschaften der Messgeraete zur Bestimmung der Uebertragungsfunktion der gasfuehrenden Teile sowie eine detaillierte Ermittlung des elektronischen Uebertragungsverhaltens der mehrstufigen Mess- und Auswerteschaltungen. Damit konnte eine Gleichstellung zirka der Haelfte der Opazimeter innerhalb eines Toleranzbandes von plus/minus 15 Prozent zum Referenzgeraet erreicht werden. Um nun bei der Begutachtung der Messgeraete fuer die Zulassung in Oesterreich von einzelnen Fahrzeugen unabhaengig zu werden und gleichzeitig die Reproduzierbarkeit der Testergebnisse zu erhoehen, wurde ein spezieller Motorenpruefstand entwickelt. Mit dessen Hilfe ist es nunmehr moeglich, anhand geeigneter Gasgeschwindigkeits- und Truebungsspruenge im Abgas die dynamischen Eigenschaften der Opazimeter zu messen und mit dem elektronischen Frequenzgang zu ueberlagern. Abschliessend wird die gesamte Messkette - Probenentnahmesonde, Rauchkammer, Signalaufbereitung, elektronische Filterung, Berechnung des Spitzenwertes der Truebung - dynamisch geprueft. Ebenso werden die dynamischen Eigenschaften der Motordrehzahlmessung mit Labor-Winkelmarkengebern verglichen, um eine exakte Durchfuehrung der ebenfalls entwickelten Messprozedur zu gewaehrleisten. (A)]]></description>
      <pubDate>Thu, 07 Oct 2010 17:57:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/961221</guid>
    </item>
    <item>
      <title>Auswertung der Feldversuchsergebnisse "Truebungsmessung im Rahmen der wiederkehrenden Begutachtung von Kfz mit Dieselmotor" nach Motorfamilien. Erstellung eines Sanierungskonzeptes zur Verringerung der Ueberschreitungen des zulaessigen Truebungsgrenzwertes</title>
      <link>https://trid.trb.org/View/960702</link>
      <description><![CDATA[Die Angleichung der oesterreichischen Rechtsnormen an jene der EU machte die Umstellung von der Filtermessmethode mit Auswertung einer Grautonskala zu einem Verfahren mit Truebungsmessung notwendig. Das Verkehrsministerium erteilte 1995 dem Institut fuer Verbrennungskraftmaschinen und Kraftfahrzeugbau der Technischen Universitaet Wien einen Forschungsauftrag zur wissenschaftlichen Betreuung der Einfuehrung des neuen Verfahren. Ziel des Auftrages war es, die Art der Messdurchfuehrung so festzulegen, dass die Qualitaet der Begutachtung gewaehrleistet wird und das Begutachtungsverfahren nicht unnoetig zeit- und kostenintensiv durchgefuehrt werden muss. Auf der Basis von in der EU bereits angebotenen Abgastruebungsmessgeraeten wurde ein geeignetes Verfahren fuer die Ueberpruefung von Kraftfahrzeugen mit Dieselmotoren erarbeitet und in einem Feldversuch einer eingehenden Pruefung unterzogen. Die Auswertung der Daten erfolgte nach Motorfamilien unter Beruecksichtigung von Hubraum und Leistung, Einfluss der Motorbauart, Verbrennungsverfahren und Zulassungs-Zeitraeumen. Die erarbeiteten Ergebnisse wurden mit den Fahrzeugimporteuren und Herstellern diskutiert. Es ergaben sich Loesungsansaetze in Abhaengigkeit von drei unterschiedlichen statistischen Verteilungsformen der Messergebnisse. Bei Motorfamilien, deren statistische Truebungswertverteilung deutlich ueber den Grenzwert hinausreicht, sollte durch umfassendere und spezielle Konditionierung dieser Fahrzeugfamilie versucht werden, gleichmaessigere Truebungswerte zu erzielen. Besteht eine Normalverteilung der Truebungswerte im Bereich bis zum erlaubten Grenzwert und ueberschreiten darueber hinaus einzelne Fahrzeuge den Grenzwert, wird durch Wartungs- und Instandhaltungsarbeiten an diesen Fahrzeugen das Auslangen gefunden. Die dritte Kategorie an Fahrzeugen wird durch Motorfamilien bestimmt, deren Truebungsmesswerte konzeptionsbedingt den EU-Grenzwert ueberschreiten. Folgendes Sanierungskonzept zur Verringerung der Ueberschreitungen des zulaessigen Truebungsgrenzwertes wird vorgeschlagen: Mit geeigneter Methode den Abgasstrang "freiblasen"; herstellerseitige Vorschriften zur Vorbereitung der Fahrzeuge; Pruefung und Wartung einzelner Motorkomponenten; Einstellarbeiten an den Einspritzanlagen; Ausschoepfung der Justiermoeglichkeiten fuer die Vollastmenge an der Einspritzpumpe gemaess Herstellerangaben bei Fahrzeugen mit mechanischer Einspritzung; Absenkung der maximalen Einspritzmenge bei Fahrzeugen mit elektronisch geregelter Einspritzanlage. Nach der vollstaendigen Einfuehrung des Messverfahrens in Oesterreich sollte auf fahrzeugspezifische beziehungsweise motorspezifische Truebungsgrenzwerte uebergegangen werden, um spezifische Eigenschaften von Motorfamilien detaillierter erfassen zu koennen. Eine staendige statistische Kontrolle der Ueberpruefungsergebnisse ist erforderlich. (KfV/A)]]></description>
      <pubDate>Thu, 07 Oct 2010 17:46:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/960702</guid>
    </item>
    <item>
      <title>Abgastruebung von Fahrzeugen mit Dieselmotor - Ergebnisse in Oesterreich</title>
      <link>https://trid.trb.org/View/949143</link>
      <description><![CDATA[Die statistische Auswertung der Feldversuchsergebnisse  "Truebungsmessung an Kraftfahrzeugen mit Dieselmotor" ergab einen hohen Anteil an Fahrzeugen, die den Grenzwert ueberschritten haben. Zur genauen Analyse erfolgte die Auswertung der Daten nach Motorfamilien unter Beruecksichtigung von Hubraum und Leistung, Einfluss der Motorbauart, Verbrennungsverfahren und Zulassungszeitraeumen. Insbesondere Lkw zeigten mit zunehmendem Fahrzeugalter steigende Truebungswerte. Bei der Diskussion der Ergebnisse ergaben sich Loesungsansaetze zur Verbesserung der Situation. Bei Motorfamilien, deren statistische Truebungswertverteilung deutlich ueber den Grenzwert hinausreicht, sollte durch eine spezielle Konditionierung dieser Fahrzeuge versucht werden, gleichmaessigere Truebungswerte zu erzielen und so die Ueberschreitungshaeufigkeit zu minimieren. Wenn eine Normalverteilung der Truebungswerte im Bereich bis zum erlaubten Grenzwert besteht und darueber hinaus einzelne oder auch eine groessere Anzahl von Fahrzeugen den Grenzwert ueberschreitet, wird durch Wartungsarbeiten an diesen Fahrzeugen das Auslangen gefunden werden. (A) Zur Gesamtaufnahme siehe ITRD-Nummer D346214.]]></description>
      <pubDate>Thu, 07 Oct 2010 13:11:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/949143</guid>
    </item>
    <item>
      <title>Mise a niveau des simulateurs INRETS</title>
      <link>https://trid.trb.org/View/947248</link>
      <description><![CDATA[Le present document a pour objet de donner une vue generale des choix de realisation et des travaux effectues dans le cadre des projets de simulateurs de conduite de l'INRETS. On se reportera aux annexes 1 et 2 du present document et aux documents annexes. Memoire de DEA CPN - retours d'efforts pour un habitacle destine a la simulation de conduite. Memoire d'ingenieur IUP Evry - Instrumentation d'un simulateur de conduite automobile. Rapport SERAM - amelioration d'une cabine de simulation automobile pour obtenir des elements plus techniques.]]></description>
      <pubDate>Thu, 07 Oct 2010 12:34:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/947248</guid>
    </item>
    <item>
      <title>Comparison of Real-World Emissions of B20 Biodiesel Versus Petroleum Diesel for Selected Nonroad Vehicles and Engine Tiers</title>
      <link>https://trid.trb.org/View/847972</link>
      <description><![CDATA[Field data for in-use fuel consumption and emission rates were collected for 15 nonroad vehicles by using a portable emission measurement system. Five backhoes, four front-end loaders, and six motor graders were tested once on petroleum diesel and once on B20 biodiesel. The vehicles represented a variety of engine certification tiers. A methodology was developed for study design, field data collection, data screening and quality assurance, data analysis, and benchmarking of the data. On average, 6.9% of data were lost because of quality issues and more than 3 h of valid data were collected in each test. Time-based emission factors increased monotonically with respect to engine manifold absolute pressure. Fuel-based emission factors were sensitive to differences between operations of engines idling and not idling. Typical duty cycles were quantified in terms of frequency distributions of manifold absolute pressure and used to estimate cycle average emission factors. On average, the use of B20 instead of petroleum diesel led to an insignificant 1.8% decrease in the nitric oxide (NO) emission rate and significant decreases of 18%, 26%, and 25% for opacity, hydrocarbons (HC), and carbon monoxide (CO), respectively. Emission rates decreased significantly in newer, higher-tier vehicles compared with older ones. Fuel use, NO, HC, and CO data were of similar magnitude as independent benchmark data. Specific recommendations were made for future work.]]></description>
      <pubDate>Mon, 25 Feb 2008 14:33:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/847972</guid>
    </item>
    <item>
      <title>Quantification of Emission Potential from Asphalt Binders Using Mass Loss and Opacity Measurements</title>
      <link>https://trid.trb.org/View/763010</link>
      <description><![CDATA[The two main objectives of this research were to: determine is mass loss and/or visible emissions can be used to identify asphalt binders with potential visible emissions problems, and establish guidelines for a simple method for determining the visible emission potential of asphalt binders for use in hot mix asphalt contractor plant laboratories.  The results of the research showed that mass loss and visible emissions do not correlate well when products from different oil fields/horizons are considered.  Therefore, a single measurement such as mass loss is nor practical for pass/fail visible emission potential test.]]></description>
      <pubDate>Thu, 03 Nov 2005 08:12:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/763010</guid>
    </item>
  </channel>
</rss>