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    <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" />
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    <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>
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    <item>
      <title>Evaluation of Low Pressure Sodium Vapor Illumination</title>
      <link>https://trid.trb.org/View/2572965</link>
      <description><![CDATA[Low Pressure Sodium (LPS) roadway illumination systems of 35, 55, 90, 135 and 180 watts were studied and compared to Mercury Vapor (MV) and High Pressure Sodium (HPS) roadway illumination systems. Systems of 180-watt LPS, 400-watt HPS, and 1000-watt MV, and systems of 135-watt LPS, 250-watt HPS, and 400-watt MV are compared with respect to photometrics, visual acuity, disability veiling glare, and energy savings. Actual photometric data, including isolux curves are shown as measured on a simulated roadway.]]></description>
      <pubDate>Sat, 27 Sep 2025 13:02:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572965</guid>
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    <item>
      <title>A Hg-Type Cold Cathode Fluorescent Lamp with Rapid Light-Output Response for Instrument Cluster Backlighting</title>
      <link>https://trid.trb.org/View/1787511</link>
      <description><![CDATA[A Hg-Type cold cathode fluorescent lamp with rapid light output response, which is suitable for a backlighting of instrument clusters and navigation displays, has been developed. By optimizing the kind of gas, the gas pressure, the tube wall thickness and the lighting condition, a rapid rise of light output has been accomplished. By controlling the amount of mercury content, long life has been realized at wide temperature ranges. This newly developed lamp does not require any heating system, therefore a backlighting unit with simple structure can be achieved.]]></description>
      <pubDate>Wed, 22 Jan 2025 09:33:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787511</guid>
    </item>
    <item>
      <title>Optimizing the University of Wisconsin's Parallel Hybrid-Electric Aluminum Intensive Vehicle</title>
      <link>https://trid.trb.org/View/1787266</link>
      <description><![CDATA[The University of Wisconsin - Madison FutureCar Team has designed and built a lightweight, charge sustaining, parallel hybrid-electric vehicle for entry into the 1999 FutureCar Challenge. The base vehicle is a 1994 Mercury Sable Aluminum Intensive Vehicle (AIV), nicknamed the “Aluminum Cow,” weighing 1275 kg. The vehicle utilizes a high efficiency, Ford 1.8 liter, turbo-charged, direct-injection compression ignition engine. The goal is to achieve a combined FTP cycle fuel economy of 23.9 km/L (56 mpg) with California ULEV emissions levels while maintaining the full passenger/cargo room, appearance, and feel of a full-size car. Strategies to reduce the overall vehicle weight are discussed in detail. Dynamometer and experimental testing is used to verify performance gains.]]></description>
      <pubDate>Mon, 02 Dec 2024 12:49:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787266</guid>
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    <item>
      <title>Impacts of forest harvesting on mercury concentrations and methylmercury production in boreal forest soils and stream sediment</title>
      <link>https://trid.trb.org/View/2296266</link>
      <description><![CDATA[Methylmercury (MeHg) is the most neurotoxic and bioaccumulative form of mercury (Hg) present in the terrestrial and aquatic food sources of boreal ecosystems, posing potential risks to wildlife and human health. Harvesting impacts on Hg methylation and MeHg concentrations in forest soils and stream sediment are not fully understood. In this study, a field investigation was carried out in 4 harvested and 2 unharvested boreal forest watersheds, before and after harvest, to better understand impacts on Hg methylation and MeHg concentration in soils and stream sediment, including their responses to different forest management practices. Changes in total Hg (THg) and MeHg concentrations, first-order potential rate constants for Hg methylation and MeHg demethylation potentials (K[subscript meth] and K[subscript demeth]) as well as total carbon content and carbon-to-nitrogen ratio post-harvest in upland, wetland and riparian soils and stream sediment were assessed and compared. Increases in MeHg production were not observed in upland, wetland or riparian soils after harvest. Sediment in streams with minor buffer protection (∼3 m), greater fractions (>75%) of harvested watershed area and more road construction had significantly increased THg and MeHg concentrations, %-MeHg, K[subscript meth] and total carbon content post-harvest. From these patterns, we infer that inputs of carbon and inorganic Hg into harvest-impacted stream sediment are likely sourced from the harvested upland areas and stimulate in situ MeHg production in stream sediment. These findings indicate the importance of stream sediment as potential MeHg pools in harvested forest watersheds. The findings also demonstrate that forest management practices aiming to mitigate organic matter and Hg inputs to streams can effectively alleviate harvesting impacts on Hg methylation and MeHg concentrations in stream sediment.]]></description>
      <pubDate>Wed, 27 Mar 2024 11:52:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2296266</guid>
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    <item>
      <title>Spatiotemporal variation and inter-transport of atmospheric speciated mercury between Kaohsiung Harbor and neighboring urban areas</title>
      <link>https://trid.trb.org/View/2305055</link>
      <description><![CDATA[This study investigated the spatiotemporal variation, gas-particle partition, and source resolution of atmospheric speciation mercury (ASM) in Kaohsiung Harbor and neighboring Metro Kaohsiung. Four sampling sites were selected to determine the pollution characteristics and inter-transport of ASM between the port and urban areas. The yearly average GEM, GOM, and PBM concentrations were 7.13 ± 2.2 ng/m³, 331 ± 190 pg/m³, and 532 ± 301 pg/m³, respectively. Notably, GEM emerged as the predominant ASM species (85–94%), primarily originating from anthropogenic emissions from the harbor area and nearby industrial complex. The study revealed a distinct seasonal variation in ASM concentrations in the Kaohsiung Area in the following order: winter > fall > spring > summer. Concerning spatial distribution, ASM concentrations in the port areas were generally higher than those in the urban areas. This disparity was chiefly attributed to the influence of the prevailing winds, local sources, and atmospheric dispersion. Backward trajectory simulation revealed that polluted air masses blown from the northeast in winter and spring, moving along the western in-land part of Taiwan Island, were likely influenced by local sources and long-range transport (LRT). In summer, air pollutants originating from the south were likely transported from the coastal industrial sources. During fall, air masses blown from the western offshore waters transport air pollutants from Kaohsiung Harbor to neighboring Metro Kaohsiung. The results obtained from principle component analysis (PCA) indicated that primary sources in the port areas included ship emissions, vehicular exhausts, and nearby industrial complex, which align with the primary source factors identified by the positive matrix factorization (PMF), which were mobile sources and coal-fired industrial boilers. Meanwhile, mobile sources and sulfur-containing fuel/waste combustion were identified as the primary sources in the urban areas.]]></description>
      <pubDate>Wed, 27 Mar 2024 11:52:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2305055</guid>
    </item>
    <item>
      <title>Land use impact on mercury in sediments and macrophytes from a natural lake in the Brazilian savanna</title>
      <link>https://trid.trb.org/View/2251363</link>
      <description><![CDATA[Freshwater ecosystems are essential to human and wildlife survival. They harbor a wide biodiversity that contributes to ecosystem services. In the ecosystem of the Brazilian Savanna, anthropic activities related to environmental pollution that includes mercury (Hg) is of concern. The authors studied total mercury concentrations ([THg]) in bottom sediments and macrophytes to assess its short-term (2012 and 2019) impact on a natural lake. Temporal changes in [Hg] were assessed with the geoaccumulation index (Igeo) and the sediment quality guidelines (SQG). The land use index (LUI) was used to assess differences in anthropogenic activities and the Normalized Difference Aquatic Vegetation Index (NDAVI) was used to assess macrophyte biomass density. The bioaccumulation factor (BAF) was used to assess Hg accumulation in macrophytes relative to sediments. The LUI showed an increase in the intensity of agricultural activities in the vicinities of the lake. The NDAVI indicated an increase in the density of macrophytes in the evaluated period. The I[subscript geo] indicated that in all sampling sites, pollution levels in sediments increased in 2019 (I[subscript geo] > 0), with concentrations exceeding the SQG in 2019. In 2012, [THg] in sediments ranged from 20.7 to 74.6 ng g⁻¹, and in 2019 they ranged from 129.1 to 318.2 ng g⁻¹. In macrophytes, [THg] ranged from 14.0 to 42.1 ng g⁻¹ in 2012, to 53.0 and 175.3 ng g⁻¹ in 2019. [THg] in bottom sediments and macrophytes were significantly higher in the second collection period (p < 0.05). There was no significant difference in BAF values between the periods and no significant bioaccumulation in macrophytes (BAF <1). The authors' results demonstrated that the macrophytes are not sensitive indicators of Hg pollution in lentic environments of the Brazilian Savanna; however, the increased land use intensity (agriculture, automotive traffic, and urban infrastructure) could increase Hg accumulation in sediments and macrophytes in a short time interval.]]></description>
      <pubDate>Mon, 13 Nov 2023 09:01:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2251363</guid>
    </item>
    <item>
      <title>In-line measurement of exhaust mercury emissions by an instrumented light-duty vehicle using both on-road and test track experiments</title>
      <link>https://trid.trb.org/View/1879501</link>
      <description><![CDATA[The initial purpose of this study has been to develop an instrumental platform for monitoring mercury (Hg) emissions from vehicle exhausts under actual traffic conditions. The platform was then mounted onto a fully-instrumented passenger car to identify emission proxies and factors governing the emissions of gaseous elemental Hg (GeM) and its complementary fraction (GdPM). Data obtained from the road were complemented by data acquired on a test track at either stabilized speeds or well-characterized speed variations. GeM emissions increased overall with both driving speed and fuel consumption; nonetheless, they were influenced by the sequence of accelerations and duration associated with the preceding idling or low-speed driving situations. GdPM emissions varied considerably over the course of trips or track tests, with medians ranging from 7% to 70% of the total Hg emissions stemming from fuel. Such high percentages could be explained by a series of redox reactions, whose kinetics and yield were influenced as much by exhaust gas temperature as by driving conditions or the exhaust system structural configuration. Lastly, an analysis of the GeM and GdPM signals showed that urban cores constitute emission hotspots during rush hour when handling low-speed driving and stop-and-go traffic.]]></description>
      <pubDate>Thu, 28 Oct 2021 17:07:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1879501</guid>
    </item>
    <item>
      <title>Elevated concentrations of mercury and methylmercury in the Gadani shipbreaking area, Pakistan</title>
      <link>https://trid.trb.org/View/1778609</link>
      <description><![CDATA[Gadani shipbreaking area, Pakistan, is the world's third largest shipbreaking unit. However, to date, only a few studies on the environmental impacts of the industry, including mercury (Hg) pollution, have been conducted. To address this, concentrations of total Hg (HgT) and methylmercury (MeHg) were measured in surface sediments collected from the Gadani shipbreaking area as well as a local reference area. The highest concentrations of HgT and MeHg (median ± interquartile range) were detected in samples from the beach at the yard zone (HgT: 270 ± 230 μg kg−¹, MeHg: 0.65 ± 0.69 μg kg−¹), followed by sediment samples from the inter/sub-tidal zone where ships are dismantled (HgT: 20 ± 5.8 μg kg−¹, MeHg: 0.043 ± 0.016 μg kg−¹). These concentrations were on average 4–50 and 3–30 times greater than the concentrations of HgT and MeHg, respectively, observed in the reference area. 	 	Elevated concentrations of total and methylated mercury observed in the Gadani Shipbreaking area sediments.]]></description>
      <pubDate>Mon, 19 Apr 2021 17:21:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1778609</guid>
    </item>
    <item>
      <title>Mercury in the Bottom Sediments of the Ship Channel and River Mouths: the Vistula Lagoon</title>
      <link>https://trid.trb.org/View/1757078</link>
      <description><![CDATA[It is studied the distribution of Hg in bottom sediments of estuaries on the banks of the open water area of the Vistula Lagoon and in the Kaliningrad Sea Canal (KSC) isolated from it. Methods for the determination of Hg: inversive voltammetry and highly sensitive flameless atomic absorption spectrometry. It has been established: from spring to autumn the activation of storms and surge events in the lagoon, intensification of the water flushing regime of the channels ensure a significant Hg decrease in river mouths, but in dynamically weakened KSC conditions - an increase in Hg (from 0.05 to 0.85 mg / kg). In KSC bays, the safe level of Hg (0.3 mg / kg) for the period 2000-2015 was not exceeded (0.008 to 0.216 mg / kg), which indicates a favorable ecological and epidemiological situation. Hg determinations by low-sensitivity methods can be used only in qualitative assessments of the variability in concentrations of any dangerous toxicant. Finding a reliable amount of Hg in river mouths requires the use of highly sensitive methods of analysis.]]></description>
      <pubDate>Mon, 28 Dec 2020 10:07:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1757078</guid>
    </item>
    <item>
      <title>Impact of emission reductions and meteorology changes on atmospheric mercury concentrations during the COVID-19 lockdown</title>
      <link>https://trid.trb.org/View/1739868</link>
      <description><![CDATA[Controlling anthropogenic mercury emissions is an ongoing effort and the effect of atmospheric mercury mitigation is expected to be impacted by accelerating climate change. The lockdown measures to restrict the spread of Coronavirus Disease 2019 (COVID-19) and the following unfavorable meteorology in Beijing provided a natural experiment to examine how air mercury responds to strict control measures when the climate becomes humid and warm. Based on a high-time resolution emission inventory and generalized additive model, the authors found that air mercury concentration responded almost linearly to the changes in mercury emissions when excluding the impact of other factors. Existing pollution control and additional lockdown measures reduced mercury emissions by 16.7 and 12.5 kg/d during lockdown, respectively, which correspondingly reduced the concentrations of atmospheric mercury by 0.10 and 0.07 ng/m³. Emission reductions from cement clinker production contributed to the largest decrease in atmospheric mercury, implying potential mitigation effects in this sector since it is currently the number one emitter in China. However, changes in meteorology raised atmospheric mercury by 0.41 ng/m³. The increases in relative humidity (9.5%) and temperature (1.2 °C) significantly offset the effect of emission reduction by 0.17 and 0.09 ng/m³, respectively, which highlights the challenge of air mercury control in humid and warm weather and the significance of understanding mercury behavior in the atmosphere and at atmospheric interfaces, especially the impact from relative humidity.]]></description>
      <pubDate>Wed, 23 Sep 2020 10:48:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1739868</guid>
    </item>
    <item>
      <title>Special Crash Investigations: On-Site Alleged Air Bag Malfunction Investigation Vehicle: 2005 Mercury Mountaineer Location: Arkansas Crash Date: August 2016</title>
      <link>https://trid.trb.org/View/1696746</link>
      <description><![CDATA[This report documents the driver’s frontal air bag system in a 2005 Mercury Mountaineer and the sources of the driver’s facial injuries. This crash occurred in an urban area on the north roadside of a straight, two-lane State highway. The Mercury was a 4-door sport utility vehicle (SUV) equipped with second-generation frontal air bags. An unbelted 32-year-old male drove the vehicle. The Mercury was traveling northeast in the northeast-bound lane when the vehicle departed the lane and crossed the southwest-bound travel lane. The vehicle then departed the left (north) side of the road near a residential driveway and the front plane struck and displaced a mailbox (Event 1). The vehicle continued across the driveway of the residence and the front plane struck a 39 cm (15.4 in) diameter tree (Event 2) resulting in the deployment of both frontal air bags. The vehicle then came to final rest against the tree heading east. The driver sustained police-reported “A” (incapacitating) injuries and was transported by ambulance to a hospital where he was admitted for treatment of moderate severity facial injuries including the loss of sight in his right eye. The SCI investigation determined that the front plane impact with the tree was of sufficient severity to require the deployment of the driver’s frontal air bag and that the unbelted driver was out of position at the time of the impact, resulting in the top cover flap and air bag contacting his face and causing the facial injuries.]]></description>
      <pubDate>Wed, 22 Apr 2020 12:24:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1696746</guid>
    </item>
    <item>
      <title>Effective Light Source for Illuminating Overhead Guide Signs and Improving Roadway Safety</title>
      <link>https://trid.trb.org/View/1662219</link>
      <description><![CDATA[Driver safety is considered an important issue to departments of transportation. One way to increase highway safety is to improve the visibility of overhead guide signs for drivers. Visibility improving methods include the use of sign illumination or retroreflective sheeting materials. This paper focuses on sign illumination by comparing five light sources including high pressure sodium (HPS), metal halide (MH), mercury vapor (MV), induction lighting, and light emitting diode (LED). A laboratory experiment was conducted to compare effective light distribution of each light source and a cost analysis was performed to compare initial, maintenance, and operating cost components of the light sources. Results of the light distribution experiment indicated that HPS was the optimum light source followed by MH, induction lighting, MV, and LED. Induction lighting is a promising lighting technology which features good efficiency and long life. According to cost analysis, induction lighting was the most effective source, followed by the LED, HPS, MV, and MH. Of the five light sources considered, induction lighting provided the best overall performance when considering initial cost, operating cost, expected maintenance, and sign illuminance. Environmentally, LED does not contain mercury, and for those agencies that prefer using sources that are friendlier with the environment, the LED can be their best choice.]]></description>
      <pubDate>Thu, 02 Apr 2020 09:43:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1662219</guid>
    </item>
    <item>
      <title>Measuring the Pore Structure of Cement Asphalt Mortar by Nuclear Magnetic Resonance</title>
      <link>https://trid.trb.org/View/1553201</link>
      <description><![CDATA[Cement asphalt (CA) mortar, a porous and organic-inorganic composite, has been widely used in high-speed rail. Since the high content of asphalt and its low strength, mercury intrusion porosity (MIP) may not be applicable to measure the complete pore structure of cement asphalt (CA) mortar. In this paper, nuclear magnetic resonance (NMR) relaxometry method was used to measure the pore structure of CA mortar with various water-to-cement (W/C) ratio and asphalt to cement (A/C) ratio. The porosity obtained by MIP under the pressure of 0–0.4MPa was used to infer the surface relaxivity which is a key parameter for the calculation of pore size in NMR relaxometry method. Results showed that a value of 40μm/s can be adopted as the surface relaxivity of CA mortar. Pore size distribution of CA mortars presented three peaks. The peaks did not shift with w/c ratios, but got higher with the increase in W/C ratios. Low A/C ratio leads to coarser pore structure of CA mortar.]]></description>
      <pubDate>Thu, 01 Nov 2018 09:29:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1553201</guid>
    </item>
    <item>
      <title>On-Road Comparison of Driving Performance Measures When Using Handheld and Voice-Control Interfaces for Mobile Phones and Portable Music Players</title>
      <link>https://trid.trb.org/View/1431054</link>
      <description><![CDATA[This study presents an on-road evaluation of driver performance when controlling in-car technology via a handheld or voice-controlled interface. Participants drove with an experimenter on public roads while making mobile phone calls, having brief phone conversations, and playing tracks from a portable music player using both types of interface. The test vehicle was an instrumented 2010 Mercury Mariner equipped with the Ford SYNC® system, which allows for voice control of mobile phones and portable music devices. Twenty-one participants were tested, including 12 younger (19-34) and 9 older (39-51). All participants were owners of a vehicle equipped with the voice-control system, and all used the system regularly for phone calls and music playback.         Results indicated that handheld dialing and music track selection tasks were of longer duration and were associated with more frequent and longer glances to the interior of the vehicle, more total glance time to the interior of the vehicle, higher steering variance and maximum steering wheel velocity, and higher subjective mental demand than when using voice control for the same tasks. These differences were not found for conversation tasks. All tasks had higher mental demand than baseline driving. Further, older drivers had more difficulty maintaining vehicle tracking when dialing and playing tracks using handheld controls, as seen in steering variance and maximum steering velocity data. These findings suggest that voice control of in-vehicle devices may allow drivers to keep their eyes on the road longer, track their course more consistently, and have lower mental demand than when these devices are controlled manually.       ]]></description>
      <pubDate>Thu, 27 Sep 2018 16:12:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1431054</guid>
    </item>
    <item>
      <title>Special Crash Investigations On-Site Guardrail End Treatment Impact Investigation; Vehicle: 2008 Mercury Mariner Location: Pennsylvania Crash Date: November 2016</title>
      <link>https://trid.trb.org/View/1524166</link>
      <description><![CDATA[The interest in this on-site investigation was the impact to an ET-Plus guardrail end treatment by a 2008 Mercury Mariner. The crash occurred when the eastbound Mercury traveling the limited-access interstate highway departed the right side of the road and struck the guardrail end treatment during early morning hours. The Mercury was occupied by a 19-year-old female driver and a 20-year-old female in the front row right occupant terminal was displaced along a portion of the guardrail and deformed the W-beam. A section of the W-beam guardrail penetrated the left toe pan of the vehicle and breached the occupant compartment to the rear seats. The two occupants in the vehicle were transported by ambulance from the scene with police-reported C-level “possible” injuries. The crash was identified by the Pennsylvania Turnpike Commission (PTC), which in turn submitted notification to the Federal Highway Administration (FHWA). The FHWA determined that the crash type and guardrail end treatment met the criteria for further research and subsequently forwarded the notification to the Crash Investigation Division (CID) of the National Highway Traffic Safety Administration in November 2016. The CID assigned an on-site investigation of the crash to the Special Crash Investigations (SCI) team at Crash Research & Analysis, Inc., the same day. In turn the SCI team initiated contact with the PTC for the on-site investigation.]]></description>
      <pubDate>Thu, 26 Jul 2018 14:38:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1524166</guid>
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