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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>Nitrous Oxide Enhanced Fires in an Aircraft Lower Deck (LD-3) Sized Steel Test Chamber</title>
      <link>https://trid.trb.org/View/2222831</link>
      <description><![CDATA[The transport of oxidizers and compressed oxygen within aircraft is heavily regulated, largely as a result of the fatal 1996 ValuJet accident. Past Federal Aviation Administration (FAA) studies have found that released oxidizers can exacerbate burning within a halon- suppressed cargo compartment fire, potentially overwhelming the fire suppression system within an aircraft. Recently, a request was submitted to ship medical devices containing small quantities of gaseous nitrous oxide (N₂O). As part of the certification process, the manufacturer of this device completed the Pipeline and Hazardous Materials Safety Administration (PHMSA)-required thermal resistance and flame penetration tests; however, the packaging was unable to pass the thermal resistance portion of the required tests and small quantities of N₂O were able to escape. As a result of these initial tests, the manufacturer requested an exemption from this requirement. PHMSA requested assistance from the FAA Fire Safety Branch to determine if quantities of released N₂O would significantly impact a cargo compartment fire. Although N₂O is not flammable, it is an oxidizing agent that could exacerbate an otherwise controlled cargo compartment fire, and ultimately overwhelm the integrity of the suppression and containment capabilities of the system. Tests were conducted within an aircraft lower deck (LD-3) sized steel test chamber using a fire load of eighteen cardboard boxes filled with shredded paper. During each test, the shredded paper was ignited and the ensuing fire was allowed to develop. Two baseline tests were first conducted, in which the fire within the test chamber was allowed to burn unabated, without introducing N₂O. Three subsequent tests were conducted in which various quantities of N₂O gas (5.8 oz, 11.6 oz, and 17.4 oz) were released into the test chamber once the fire was fully developed. Results indicated that released quantities of N₂O less than or equal to 11.6 oz did not produce a significant reaction within the fire in the test chamber. However, it was observed that as the quantity of released N₂O increased, more significant combustion reactions occurred. Therefore, until further data is acquired, it is recommended that the amount of N₂O be limited to no more than 11.6 oz per Unit Load Device (ULD) for air transport.]]></description>
      <pubDate>Thu, 10 Aug 2023 11:01:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2222831</guid>
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    <item>
      <title>Assessment of the Effectiveness of Three Aftermarket Gasoline Fuel Stabilizers in Preventing Gum Formation and Loss of Oxidation Stability</title>
      <link>https://trid.trb.org/View/1937866</link>
      <description><![CDATA[Fuel stabilizers have long been marketed to consumers to prevent oxidation and gum formation. In the past, gasoline storage for long periods of time was commonly limited to off-road equipment that was used infrequently. Cars and trucks that were driven regularly consumed the fuel in their tanks rapidly enough to avoid excessive fuel aging. However, plug-in hybrid electric vehicles (PHEVs) may be operated frequently without engine operation, raising the possibility that fuel may be stored in the tank for longer periods of time. Studies of the oxidation of gasoline have provided scientific understanding of the process, but there is little if any scientifically backed information aimed at aiding consumers in assessing the need to use an aftermarket fuel stabilizer if they anticipate lengthy periods of fuel storage in their fuel tank. This study was conceived to address this information gap by evaluating three aftermarket stabilizer products alongside baseline gasoline using sealed samples over a period of 12 months of aging. The aging was carried out under ambient temperature conditions with an additional series of samples kept in refrigerated storage. Analyses of vapor pressure, copper strip corrosion, oxidation stability, existent gums, and potential gums were carried out using standard ASTM tests to evaluate the samples as aging progressed. The results show that baseline gasoline remained compliant with relevant specifications to at least 12 months of aging without the use of aftermarket stabilizer additives. Use of two of the aftermarket additives increased the oxidation stability of the baseline gasoline, but this added stability was not necessary to comply with gasoline specifications.]]></description>
      <pubDate>Fri, 22 Apr 2022 16:10:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1937866</guid>
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    <item>
      <title>Effect of Polymer and Oil Modification on the Aging Susceptibility of Asphalt Binders</title>
      <link>https://trid.trb.org/View/1428933</link>
      <description><![CDATA[Oxidative aging causes hardening of asphalt binders and, consequently, contributes to the deterioration of asphalt pavements. The principal cause of asphalt aging and embrittlement in service is the atmospheric oxidation of molecules with the formation of highly polar and strongly interacting functional groups containing oxygen. Therefore, aging is a complex process in unmodified asphalt binders, and the complexity increases for modified binders. The dynamics of world resource economics suggest that the asphalt pavement industry should be exploring economically and environmentally sustainable approaches to development, such as the addition of recycled oils to the base asphalt binder, and thus research activities are noteworthy in this area. The effect of oil and polymer modification on asphalt binder rheology and oxidative aging has become a popular topic for research in recent years. However, the effects of oil and polymers are often studied independently. The objective of this study was to investigate the modification effects of biooil, re-refined wasted engine oil, polymers, and the interaction between polymers and oil on the aging susceptibility of asphalt binders. After laboratory accelerated aging procedures were conducted, dynamic shear rheometer and bending beam rheometer tests were used for the rheological performance evaluation. Gel permeation chromatography and Fourier transform infrared spectroscopy were used to verify the rheological results with chemical analysis tools. Results indicate that the aging susceptibility of modified asphalt binders is dependent on modification chemistry. Certain polymers and combinations of polymers with oil can reduce the base asphalt binder’s susceptibility to aging.]]></description>
      <pubDate>Mon, 07 Nov 2016 11:07:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1428933</guid>
    </item>
    <item>
      <title>Firing tests of hybrid engine with varying oxidiser nature and operating conditions</title>
      <link>https://trid.trb.org/View/1303654</link>
      <description><![CDATA[Hybrid combustors are of increasing interest for space and civilian propulsion. A test facility has been settled to investigate high-density polyethylene combustion (propellant of length 0.15 m). A parametric study has been conducted on the oxidiser nature (gaseous oxygen diluted in nitrogen, from 31.4 vol.% to 69.2 vol.% of O₂), on the oxidiser flow rate (from 28.6 g/s to 53.1 g/s), on the combustor pressure (from 11.4 bar to 25 bar) and on the nozzle diameter (from 6.4 mm to 12.9 mm). The regression rate has been estimated by weight loss (mean value of 0.207 mg/s) and by thermocouples (0.198 mg/s). Its values are compared to existing data through the Marxman law; this enlarges the range of validity of this law. The conduction heat flux in the solid reducer is estimated around 6000–8000?W; which is related to the low regression rate of the solid fuel. The axial thrust has been measured in addition to other parameters (pressures, temperatures and mass flow rates). Solid particles have been gathered at the combustor outlet to conduct additional chemical analyses. These particles were formed at the surface of the reducer and extracted by the oxidiser from the solid surface.]]></description>
      <pubDate>Fri, 25 Apr 2014 16:13:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1303654</guid>
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    <item>
      <title>The PEM Fuel Cell System for Autonomous Underwater Vehicles</title>
      <link>https://trid.trb.org/View/767371</link>
      <description><![CDATA[Various types of autonomous underwater vehicles (AUVs) have been developed and are used for conventional surveys due to their small size. Large AUVs are also being developed that are equipped with high technology computers, high-precision navigation systems, and efficient power sources. One ocean-going AUV powered by a polymer electrode membrane fuel cell system was completed by The Japan Agency for Marine-Earth Science and Technology. Its fuel cell system generates 4kW of electric power for the control electronics and propulsion system. Hydrogen gas is stored under low pressure in the metal hydride. Heat generated by the fuel cell is used to discharge hydrogen gas into the metal hydride. This article proposes one method in which to equip the proton exchange membrane fuel cell with storage devices for fuel and oxidizer, and a heat transfer device using the new generation AUV as its power source. Test results of the fuel cell, storage system and the 317 km Suruga Basin sea test are presented in this article.]]></description>
      <pubDate>Thu, 29 Dec 2005 15:06:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/767371</guid>
    </item>
    <item>
      <title>THE NEW CRITERIA OF SEPARATION OF OXIDISES AND AMMONIUM SALT IN SEA TRANSPORT. IN MARINE TECHNOLOGY V</title>
      <link>https://trid.trb.org/View/662581</link>
      <description><![CDATA[The International Maritima Danger Goods Code contains information concerning various aspects of sea handling of hazardous materials.  This paper presents a study aimed at finding objective magnitudes that would make it possible to determine levels of separation of the oxidisers and ammonium salts required for sea transport.  The paper then provides the results of some oxidisers from ammonium nitrate, ammonium dichromate and ammonium chloride.  The basis of oxidants and incompatible material separation was found to be the determination of the temperature change rate.]]></description>
      <pubDate>Sun, 27 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/662581</guid>
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    <item>
      <title>USING CHEMICAL PRIMING AS A MEANS OF ENHANCING THE PERFORMANCE OF BIOCELLS FOR TREATING PETROLEUM PRODUCTS CONTAINING RECALCITRANT CHEMICAL SPECIES</title>
      <link>https://trid.trb.org/View/719107</link>
      <description><![CDATA[Biocell technology is a soil remediation technology that utilizes commercial roll-off dumpsters as simple, yet effective bioreactors.  Reported implementation costs for biocells range from $20 - $40 per cubic yard treated.  Biodegradation of some petroleum hydrocarbons has been found to be difficult in terms of both the rate and extent of removal.  Since petroleum products are literally made up of numerous organic chemicals, some of these chemicals are difficult to degrade due to bacterial associated limitations (i.e., enzyme reactivity toward targeted chemicals or cell permeability hindrances) and/or adsorption onto soil particles, which greatly limits the bioavailability of the pollutants to the cells.  Chemical priming involves the addition of powerful chemical oxidizers, such as ozone and/or hydrogen peroxide, to chemically transform the targeted chemicals into more biodegradable compounds, plus the oxidizers attack the sorptive bonds between the soil and chemical(s) to increase bioavailability.  Results from this study showed that the addition of chemical oxidizers, after a period when biodegradation rates approached zero, yet significant product remained in the soil, greatly enhanced the rate and extent of removal.  The addition of the chemical oxidizer immediately reduced some of the petroleum in the soil via direct oxidation, plus restarting bioremediation after chemical priming also reduced a significant portion of the residual petroleum products in the soil samples.  The major conclusion was that chemical priming indicated a high potential for enhancing the performance of bioremediation systems attempting to treat soils contaminated with petroleum products containing appreciable amounts of refractory chemicals.]]></description>
      <pubDate>Fri, 16 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/719107</guid>
    </item>
    <item>
      <title>WILLMAR, MINNESOTA BATTLES COPPER CORROSION. PART 1</title>
      <link>https://trid.trb.org/View/577221</link>
      <description><![CDATA[Considering the competitive chemical oxidizing and reducing conditions, as well as the potential for microbial mediation of these chemical processes, the problem Willmar, Minnesota is confronted with, owing to the new federal and state regulations governing copper, is an exceptionally complex one. It has defied both definition and resolution to this date.]]></description>
      <pubDate>Mon, 20 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577221</guid>
    </item>
    <item>
      <title>WHEN ARE COATINGS TOO THICK TO REPAIR?</title>
      <link>https://trid.trb.org/View/576546</link>
      <description><![CDATA[This question is of critical importance in all maintenance painting.  The answer varies with the type of coating, the chemistry of the polymer, the dry film thickness, the coating's condition in terms of built-up internal stress, how any defects caused by this have manifested themselves and adhesion to the substrate.  Generally, overcoating will probably not provide good long term performance on existing multicoat systems of more than approximately 1 mm (39 mils) thick, especially where these systems consist of various generic types.]]></description>
      <pubDate>Thu, 25 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576546</guid>
    </item>
    <item>
      <title>E-N-ONE CLAY STABILIZER</title>
      <link>https://trid.trb.org/View/452464</link>
      <description><![CDATA[Since U.S. municipalities began paving their roads 100+ years ago, poor soils and moisture have driven highway engineers crazy. Roadbuilders have long known the three keys to lasting roads are: drainage, drainage and drainage. Many ingenious drainage materials and methods have been developed, however, problems persist and failures still occur at too high a rate -- especially on local roads. The main culprit in these failed roads is clay soils in the sub-grade which prevents water from draining through or out of the road base. Now there is a new clay stabilizer (E-NONE) capable of increasing soil strength 50 percent when used alone, and 100 percent when used with as little as 2 percent cement. E-N-One is a unique liquid stabilizer containing a strong oxidizer, powerful surfactant and a natural dispersant.]]></description>
      <pubDate>Tue, 05 Dec 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452464</guid>
    </item>
    <item>
      <title>MONOPROPELLANT AQUEOUS HYDROXYL AMMONIUM NITRATE/FUEL; PATENT</title>
      <link>https://trid.trb.org/View/406007</link>
      <description><![CDATA[A liquid monopropellant composition comprising the water solution of an hydroxylammonium nitrate and a compatible water soluble or water dispersible fuel.]]></description>
      <pubDate>Mon, 03 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/406007</guid>
    </item>
    <item>
      <title>PARTICULATE TRAP INSTALLATION IN A MAN ARTICULATED TRANSIT BUS</title>
      <link>https://trid.trb.org/View/370660</link>
      <description><![CDATA[The increasing Environmental Protection Agency standards for diesel engine exhaust emissions are forcing the transit industry to find a means of cleaning up the air.  A particulate trap oxidizer system is currently accomplishing this task on two-cycle transit bus engines.  At Phoenix Transit System this same technology is being applied to a Maschinenfabrik Augsburg-Nurnberg AG (MAN) four-cycle engine to demonstrate that four-cycle exhaust can also be cleaned.  The particulate trap system installation in the MAN bus is summarized.  The initial temperature testing was conclusive that all system components were operating within component manufacturers' specifications. Smoke opacity testing on the particulate-trap-equipped bus resulted in readings of 0% smoke opacity compared with a similar MAN bus with as much as 27% opacity.  Operating data are being collected to determine if the system is applicable to a four-cycle transit bus engine in a desert environment similar to that in Phoenix, Arizona.]]></description>
      <pubDate>Tue, 19 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/370660</guid>
    </item>
    <item>
      <title>TRIAL OF PARTICULATE TRAPS FOR HEAVY DUTY VEHICLES WITH DIESEL ENGINES. FINAL REPORT</title>
      <link>https://trid.trb.org/View/350957</link>
      <description><![CDATA[Five city buses and heavy duty trucks were equipped with different particulate traps and tested over a period of up to two years.  The particulate traps were catalytic trap oxidisers without any special mean of regeneration and catalytic coated respectively uncoated ceramic monoliths. The regeneration was forced using either an oilburner, an electrical heating or by throttling the exhaust gas.  In one case a coating was tested in order to decrease the ignition temperature of soot.  For the exhaust emission measurement under instationary conditions a measuring technique was developed with proportional volume sampling.  A ceramic trap with regeneration by oilburner fitted into a bus and one with electrical heating installed into a truck showed the best results.  These both systems have been proved to be suitable in principle for fitting into vehicles in use. Therefore they will be developed and improved in the future.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/350957</guid>
    </item>
    <item>
      <title>ADVANCES IN DIESEL PARTICULATE CONTROL</title>
      <link>https://trid.trb.org/View/343915</link>
      <description><![CDATA[After a decade of concentrated research and development, technological advances in diesel exhaust control are being tested and applied worldwide.  This publication provides an in-depth overview of these advances, presenting up-to-date technology and examining current developments.  Contents include: Transient Performance Prediction of Trap Oxidizer Systems; Modular Trap and Regeneration System for Buses, Trucks, and Other Applications; the Performance of an Electrostatic Agglometer as a Diesel Soot Emission Control Device; and the Effects of Flow-Through Type Oxidation Catalysts on the Particulate Reduction.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/343915</guid>
    </item>
    <item>
      <title>REPORT OF THE ADVANCED DIESEL/ALTERNATIVE FUEL ENGINE TECHNOLOGY WORKSHOP, JACKSONVILLE</title>
      <link>https://trid.trb.org/View/306293</link>
      <description><![CDATA[Urban air quality and the EPA emission regulations; diesel fuel outlook for availability, quality, price and content; trap oxidizer technology and status, performance and experience; use of methanol and alternate fuels for transit buses; engine manufacturer's outlook for alternate fuel use; operating experience with methanol and alternate fuels; safety and training considerations for methanol fuel use; emission control equipment for methanol fueled engines.]]></description>
      <pubDate>Wed, 28 Feb 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/306293</guid>
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