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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>The impact of port throughput and throughput growth on sulphur-oxide concentrations in China's coastal ports: boosters or brakes</title>
      <link>https://trid.trb.org/View/2717101</link>
      <description><![CDATA[This study investigates how port throughput scale and throughput growth relate to sulphur-oxides (SOₓ) concentrations at 18 major coastal ports in China. Using a port-year panel dataset over 2005-2019 and combining satellite-based SOₓ observations with a consistent set of port operational indicators, we apply quantile regression to examine nonlinearities and distributional heterogeneity. The results suggest an EKC-type pattern in which expanding throughput can increase SOₓ in earlier stages, whereas further expansion can coincide with reduced SOₓ as ports modernise and compliance capacity strengthens. We also document pronounced regional and scale heterogeneity: northern and eastern ports exhibit an inverted-U relationship between throughput and SOX, while southern ports show a U-shaped pattern. Overall, high-throughput ports tend to exert stronger impacts on SOₓ outcomes, underscoring the role of operational intensity. These findings imply that mitigation policies should be tailored to port-specific characteristics, including development stage, scale and regional context.]]></description>
      <pubDate>Wed, 16 Sep 2026 11:21:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717101</guid>
    </item>
    <item>
      <title>Factors influencing decision to sulphur oxide emission abatement for cruise shipping companies</title>
      <link>https://trid.trb.org/View/2507258</link>
      <description><![CDATA[Like the rest of the shipping industry, the cruise industry needs to meet the requirements of the IMO's sulphur cap 2020. Cruise lines have three options: (1) using alternative fuels; (2) switching to low-sulphur fuels; (3) installing scrubbers. This paper aims to identify the influencing factors of abatement decisions through multinomial logit regression. The results indicate cruise shipping companies have different patterns in choosing emission reduction options for existing fleets and new ships. Abatement options are found to be dependent on the cruise ship's size, age, and flag but are irrelated to its sailing area. In addition, cruise lines’ decisions are influenced by headquarters’ location, but fuel price fluctuations and the competitiveness of cruise lines have no decisive effect. This study fills a gap in the empirical analysis of actual abatement choices for cruise lines and provides practical policy implications for the green transition of the cruise industry.]]></description>
      <pubDate>Wed, 12 Mar 2025 09:20:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2507258</guid>
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    <item>
      <title>Comparative Performance of Unmodified and SBS-Modified Asphalt Mixtures Made with Blowdown (CarSul) and Calcium Carbonate as Mineral Fillers</title>
      <link>https://trid.trb.org/View/2352962</link>
      <description><![CDATA[This research aims to find a cost-effective way to mitigate the environmental problems caused by waste disposal, and Iraq is struggling to deal with the growing problem of rising solid waste creation and declining landfill capacities, such as blowdown, a carbon-sulfur by-product material of sulfur purification. This study evaluated the effects of blowdown [carbon-sulfur (CarSul)] as a mineral filler on both unmodified and styrene-butadiene-styrene (SBS)-modified asphalt mixtures as potential calcium carbonate (CaCO3) replacement. Performance tests and parameters were conducted, and the results were analyzed statistically using Minitab software. The results showed that using blowdown for unmodified and SBS-modified asphalt mixtures as a filler replacement led to improve Marshall stability, indirect tensile strength, deformation strength, Marshall quotient, and semicircular bending test parameters, such as maximum load, total fracture energy, and critical J-integral, compared with the mixtures with CaCO3 filler. This provides advantages such as improved cracking and rutting resistance while meeting the requirements for Marshall characteristics and moisture susceptibility, indicating that using blowdown as a mineral filler in asphalt mixtures can potentially lead to cost savings and conserve valuable landfill space while also improving asphalt mixtures’ performance. Furthermore, the analyses of test results show that the performance of SBS-modified asphalt mixtures is significantly better compared with unmodified mixtures, reducing the temperature susceptibility and improving the rutting and cracking resistance.]]></description>
      <pubDate>Wed, 17 Apr 2024 11:29:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2352962</guid>
    </item>
    <item>
      <title>Structure Formation, Rheology and Properties of Sulfur Concrete Mixtures and Sulfur Concrete Modified with Bitumen and Stone Flour</title>
      <link>https://trid.trb.org/View/2334284</link>
      <description><![CDATA[The development and improvement of cementless concrete, including by use of various types of refuse, is especially important due to their economic and environmental efficiency. Sulfur as a refuse of the oil and gas industry can act as the production of a binder of a new environmentally friendly building material - sulfur concrete (SC). The purpose of the study was to improve effective designs of SC containing refuse from the oil and gas and stone processing industries, and to analyze their rheological and physical and mechanical appearances. Methods of laboratory testing of SC samples, as well as microscopic analysis of its structure, were applied. SC with the best values of compressive strength (CS) and water occlusion has the following formula according to the content of the main components: sulfur - 20% of the mass; stone flour - 10% of the mass; crushed stone - 40% of the mass; sand - 30% of the mass; bitumen modifying additive - 6% by weight of sulfur. The mobility of these combinations is enhanced by up to 2.2 times by adding a bitumen addition to SC formulations. Compared with the control design, the optimal design of modified SC presented an enhancement in CS up to 105% and a reduction in water occlusion up to 70%. The structure of samples of SC of the optimal design does not have shrinkage cavities and pronounced phase boundaries, in contrast to the SC of the control design.]]></description>
      <pubDate>Fri, 09 Feb 2024 14:51:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2334284</guid>
    </item>
    <item>
      <title>Future Heavy Duty Diesel Lubricants For Low Emission Engines</title>
      <link>https://trid.trb.org/View/1792507</link>
      <description><![CDATA[Meeting future emission legislation for heavy duty diesel engines is expected to require the use of various exhaust after-treatment systems. In order to maintain their functionality these devices may not tolerate some of the key elements used in lubricant formulations today: sulfur, phosphorus and sulfated ash. In this paper, the authors discuss the excellent performance and ramifications of prototype lubricants meeting some possible requirements for sulfur, phosphorus and sulfated ash.]]></description>
      <pubDate>Mon, 22 May 2023 13:28:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1792507</guid>
    </item>
    <item>
      <title>Impact of Thermal and Engine Ageing on a Fully Formulated Lean NOx Trap</title>
      <link>https://trid.trb.org/View/1826670</link>
      <description><![CDATA[Comparative study of impact of thermal aging on both surface morphology and catalyst performances was performed over fully formulated commercial lean NOx Trap using hydrothermal (oven) and engine aging for 5 hours at 750°C and 5 hr at 800°C. Investigations show that engine aging lead to more important degradation than hydrothermal aging because of the greater structural degradations that happened after engine aging: sintering of Pt particles, reaction of support (γAl₂O₃) with the storage material and a higher drop of surface area. It follows a decrease of oxidation and storage efficiency particularly after engine aging. During lean rich cycle environment, the rich step was not efficient to remove all the stored NOx due to storage on Ba-Bulk sites leading to accumulation of NOx after each cycle. The observed trend after engine aging was attributed to the presence of sulfur and mainly to soot as engine aging was performed with low concentration of sulfur in fuel. Presence of soot could have an inhibiting effect on NOx storage capacity leading to a decrease of NOx storage capacity due to adsorption over Ba sites of the CO₂ produced by soot oxidation with formation of BaCO₃. Additionally, outlet channels are not able to compensate the NOx storage loss due to the soot deposit in inlet channels.]]></description>
      <pubDate>Tue, 24 May 2022 10:05:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1826670</guid>
    </item>
    <item>
      <title>Study on SBS modifier of bio-oil/sulfur compound under dry modification mode</title>
      <link>https://trid.trb.org/View/1924281</link>
      <description><![CDATA[To solve the problem of poor modification effect caused by insufficient swelling of SBS modifier in asphalt mixture under dry modification mode, the crosslinking reaction among bio-oil, sulfur, and SBS was used to prepare an efficient dry modifier to improve the road performance of dry modified asphalt mixture. At the micro level, the molecular models of asphalt, mineral, and compound SBS modifier were established. The basic properties of the compound-modified asphalt and the interaction between the compound-modified asphalt and mineral were predicted by four indexes, namely, microviscosity, relative distribution concentration, mean square displacement, and adhesion work. Macroscopically, the compound modifier was prepared by using bio-oil, sulfur, and SBS, and the reaction time was determined. The modification effect of the compound dry modifier was verified by a basic performance test of the asphalt and asphalt mixture. On the micro level, bio-oil/sulfur compound matched the SBS molecules in the asphalt model after determining that microscopic viscosity was higher than that in the common SBS model. The complex model matched the SBS asphalt in ore material on the surface in terms of the molecular diffusion rate, and adhesion effect also improved the SBS model in terms of predicting whether the complex matches dry process modification effect was superior to that of the common SBS modified agent. At the macro level, the reaction time of the compound modified agent was 30 min, and the prediction conclusion of molecular simulation was verified by the asphalt and asphalt mixture test. The penetration degree, softening point, ductility and aging indexes of the complex dry modified asphalt meet the standards of the wet modified asphalt in The Technical Specifications for Highway Asphalt Pavement Construction (JTG F40-2004). The indexes of high temperature rutting resistance, ultimate flexural strain and residual strength ratio of freezing-thawing splitting also reach the standard of wet-modified asphalt mixture.]]></description>
      <pubDate>Mon, 25 Apr 2022 10:07:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1924281</guid>
    </item>
    <item>
      <title>Costs of air pollutants from shipping: a meta-regression analysis</title>
      <link>https://trid.trb.org/View/1709250</link>
      <description><![CDATA[This study estimated the external cost of air pollution from shipping by means of a meta-regression analysis, which has not been made before. Three pollutants, which were included in most of the primary studies, were considered: nitrogen oxides (NOx), sulphur dioxides (SO₂) and particulate matters with a diameter of max 2.5 micrometres (PM₂.₅). All primary studies included damages of health and a majority added impacts on agriculture and estimated the cost of air pollutants by transferring cost estimates from studies on costs of air emissions from transports in Europe. Different regression models and estimators were used and robust results were found of statistically significant emission elasticities of below one, i.e. total external costs increase by less than 1% when emissions increase by 1%. There was a small variation between the pollutants, with the highest elasticity for PM₂.₅ and lowest for NOx. Calculations of the marginal external cost of the pollutants showed the same pattern, with this cost being approximately six times higher for PM₂.₅ than for the other pollutants. Common to all pollutants was that the marginal external cost decreases when emission increases. Another robust result was a significant increase in the cost of studies published in journals compared with other publication outlets. These findings point out some caution when transferring constant external unit cost of air pollutant from shipping, which is much applied in the literature, and the cost functions estimated in this study could thus provide a complementary transfer mechanism.]]></description>
      <pubDate>Thu, 04 Jun 2020 10:54:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1709250</guid>
    </item>
    <item>
      <title>Use of green calcium sulphoaluminate cement to prepare foamed concrete for road embankment: A feasibility study</title>
      <link>https://trid.trb.org/View/1690850</link>
      <description><![CDATA[This paper aims at using green calcium sulphoaluminate (GCSA) cement to prepare foamed concrete for the use of road embankment. Solid wastes were used as raw material to prepare the GCSA cement. X-ray diffractometer (XRD) analysis shows that ye'elimite, gehlenite and belite are the main mineral phases in the produced GCSA clinkers, which is in accordance with the sulphoalumiate cement (CSA). Afterwards, the GCSA cement was blended with ordinary Portland cement (OPC) as binder to make the foamed concrete. The dosage of GCSA cement in the blinds was first optimized by comparing the 3-d and 28-d compressive strengths of mixes having different amount of GCSA cement. The optimized blinds (with 25% GCSA cement) was used to design foamed concrete mixes with wet density of 700 kg/m3, 800 kg/m3 and 900 kg/m3 using different amount of foam. Stability and consistency measurements were conducted at the fresh state. Mechanical measurements including compressive strength, flexural strength, splitting strength, elastic modulus and California bearing ratio were conducted at the hardened state. The measurements show that the proposed mixes have good spread ability and stability and high strength, elastic modulus and bearing capacity, indicating that the proposed mixtures can be accepted in industry practice for the in-situ foam concrete road embankment.]]></description>
      <pubDate>Thu, 23 Apr 2020 15:58:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1690850</guid>
    </item>
    <item>
      <title>Use of Sulphoaluminate Cement in Grouted Macadam as Sustainable Pavement Material</title>
      <link>https://trid.trb.org/View/1694997</link>
      <description><![CDATA[Rutting of asphalt pavement is a major issue that affects its serviceability in a hot climate. Grouted macadam (GM) has been used as an alternative material to tackle rutting problems, thanks to its high stiffness. Yet, GM possesses some advantageous properties of asphalt pavements attributed to the contained asphalt binders. Although ordinary Portland cement (OPC) can be used as the grouting material for GM, GM using OPC needs a long period of time to develop its full strength even if admixtures are added for early strength development. Consequently, premature damage can occur if roads surfaced with GM are open to traffic shortly after construction. To address this challenge, a grouting material mainly based on sulphoaluminate cement (SAC) was formulated in this study, and an optimal combination of the grouting material and porous asphalt skeleton was developed. Test results indicate that GM based on SAC (named GM-SAC) can gain its compressive strength much more rapidly than the traditional GM materials. Results from an indirect tensile stiffness modulus test (ITSM) indicate that the GM-SAC also has good flexibility. An indirect tensile fatigue test (ITFT), a Hamburg wheel tracking test, and a thermal stress restrained specimen test (TSRST) have been conducted to characterize the performance of GM-SAC. Results indicate that GM-SAC exhibits outstanding fatigue and rutting resistance, but the low-temperature performance is worse than traditional hot-mix asphalt mixtures. Therefore, GM-SAC has strong potential to serve as a rutting-resistant surface material for pavements in hot climates.]]></description>
      <pubDate>Wed, 22 Apr 2020 12:26:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1694997</guid>
    </item>
    <item>
      <title>The impact of ship emissions on PM₂.₅ and the deposition of nitrogen and sulfur in Yangtze River Delta, China</title>
      <link>https://trid.trb.org/View/1539086</link>
      <description><![CDATA[Ship emissions contribute significantly to the deterioration of air quality, while their impacts on ambient PM₂.₅ and depositions have not been comprehensively evaluated. This is especially true for China because it has a long coastline, busy shipping routes and many large ports. To fill this gap, this study applied the SMOKE/WRF/CMAQ modeling system to quantifying the impacts of ships on PM₂.₅ compositions, annual and seasonal contribution to PM₂.₅ as well as the wet and dry deposition of nitrogen and sulfur compounds over the land areas in YRD region for 2014. The results showed that 4.0% of annual PM₂.₅ concentrations over the land areas could be explained by ship emissions and the largest contribution could reach up to 35.0% in port areas. Temporally, the contribution to PM₂.₅ exhibited an obviously seasonal variation. The highest contribution was predicted in autumn (6.2%), followed by summer (5.4%), spring (3.6%) and winter (1.2%) for the land areas. Spatially, the contribution reached up to 13.6% along the coastline and dropped to 2.1% 300 km inland. As for the impacts on PM₂.₅ components, the primary components were relatively small and increased mainly along the shipping routes and the Yangtze River, whereas the secondary components played a more important role in both water and land areas. The sulfur deposition due to ship emissions was occurred generally along the shipping routes and was dominated by the dry SO₂ deposition. The nitrogen depositions, on the contrary, was observed not only along the shipping routes but also extend to wide land areas. Further investigation revealed that ship emissions have caused an evident increase of dry nitrogen deposition in NO₂ and HNO₃, while a slight decrease in NH₃ over YRD region. These results indicated that comprehensive regulations of ship emissions are required considering their adverse effects on the ambient concentration of PM₂.₅ and the deposition of sulfur and nitrogen.]]></description>
      <pubDate>Thu, 20 Sep 2018 16:36:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1539086</guid>
    </item>
    <item>
      <title>Impact of cyclic lean–rich aging under DeSOₓ condition on the lean-gas light-off and hydrogen formation ability of a lean NOₓ trap (LNT)</title>
      <link>https://trid.trb.org/View/1511563</link>
      <description><![CDATA[In this paper, the aging impact of desulphation (DeSOₓ) procedures on lean NOₓ traps (LNT) was investigated. With accelerated aging procedures on an engine test bench and on a synthetic-gas test bench, LNTs were stressed with lean rich cycling under realistic desulphation conditions. Exhaust gas chassis dynamometer tests showed the impact on emissions of the lean rich treatment. High carbon monoxide (CO) slips were detected in NEDC tests during NOₓ regeneration (DeNOₓ). With light-off tests, the pattern of damage was further investigated. A pronounced deactivation in CO-rich gas conversion was found to be the main reason for the carbon monoxide emissions in the chassis dynamometer tests. A correlation between DeSOₓ  duration (cumulated duration of rich pulses) and the inhibited CO conversion was observed. Determinations of oxygen storage capacities of aged catalysts indicated that the lean–rich cycling mainly damaged the ceria oxide of the LNT. Variations of the rich gas components indicated that hydrogen in the feed gas as well as in situ generated hydrogen out of feed gas components (steam reforming, water gas shift) is accountable for the degradation in carbon monoxide conversion in rich purges. Investigations for lower desulphation temperatures showed that the effect is negligible for temperature <350 °C. Therefore, catalyst deactivation throughout NOₓ regeneration events with much lower temperatures than at DeSOₓ was not observed. As reference to other aging treatments used in the literature, samples aged hydrothermally at 750 °C, a phosphorus poisoned and hydrothermally aged LNT as well as a LNT sample from a vehicle endurance run were compared to the DeSOₓ  aged catalysts. All LNTs had the same conventional LNT coating.]]></description>
      <pubDate>Tue, 19 Jun 2018 09:34:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511563</guid>
    </item>
    <item>
      <title>Development of EGR Reforming Catalyst for Gasoline Engine with Fuel Reformer</title>
      <link>https://trid.trb.org/View/1499970</link>
      <description><![CDATA[Stability of high EGR combustion is improved by the addition of hydrogen. So, the authors developed "EGR reforming catalyst" which produces hydrogen rich gas from fuel by using heat and water vapor of exhaust in order to realize on-board hydrogen generation. It was found that main issue to realize EGR reforming catalyst was a suppression of catalyst deterioration under the exhaust gas condition. The authors found out that water activation of the catalyst decreased with carbon deposition on the catalyst surface due to sulfur compounds adsorption. Catalyst degradation was inhibited by the improvement of water activation of the catalyst using rare earth component.混合気に燃焼速度の速い水素を添加すると希薄燃焼安定性が改善されるため，高EGR 燃焼が可能になり，燃費を向上できる．そこで，オンデマンド水素ガス生成をオンボードで実現するため，EGR ガスの顕熱と水蒸気を用いてガソリンを改質して水素リッチな改質ガスを生成する“EGR 改質触媒”の開発を行った．]]></description>
      <pubDate>Mon, 23 Apr 2018 16:47:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1499970</guid>
    </item>
    <item>
      <title>Effects of Sulfur Level and Anisotropy of Sulfide Inclusions on Tensile, Impact, and Fatigue Properties of SAE 4140 Steel</title>
      <link>https://trid.trb.org/View/1429591</link>
      <description><![CDATA[During metal forming processes such as rolling and forging, deformable manganese sulfide (MnS) inclusions become elongated. Such elongated MnS inclusions can have considerable adverse effects on mechanical properties, if the inclusions are not aligned with the loading direction. The objectives of this study were to evaluate and compare fatigue, monotonic tensile and CVN impact behavior of SAE 4140 steel with high (0.077% S), low (0.012% S) and ultra low (0.004% S) sulfur contents at two hardness levels (40 HRC and 50 HRC). The longitudinally oriented samples at 40 HRC, where MnS inclusions were oriented along the loading direction, did not exhibit any significant sensitivity of tensile or fatigue properties to the sulfur content. For the transversely oriented MnS inclusions, however, the monotonic tensile test results indicate very low ductility of the high sulfur material at both hardness levels, where specimens failed shortly after yielding. The yield strength of the materials, however, did not differ significantly with the sulfur content. With regards to fatigue strength, the high sulfur material had up to 25% lower fatigue strength than the ultra low sulfur material under transverse loading. The scanning electron microscopy (SEM) inspection of failed fatigue test specimens revealed that the fracture topography of the high sulfur material were very rough and jagged, indicating several cracks originating from MnS inclusions. The fracture surfaces of the other two materials with lower sulfur content exhibited typical fatigue fracture surfaces with clear initiation and final fracture regions.       ]]></description>
      <pubDate>Mon, 30 Oct 2017 11:05:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1429591</guid>
    </item>
    <item>
      <title>Assessing noxious gases of vessel operations in a potential Emission Control Area</title>
      <link>https://trid.trb.org/View/1308754</link>
      <description><![CDATA[This study measures the emissions of noxious gases (NG), such as SO₂, NOx and particulate matter (PM), from vessel operations in a potential Emission Control Area in the Port of Incheon, Korea. This paper provides a detailed estimation of NG emissions based on the type of vessel and the movement of the vessel from the moment of its arrival (anchoring and maneuvering to approach a berth) to its docking, cargo handling, and departure. NG emissions are estimated by taking a bottom-up approach based on the vessels’ characteristics and using the data on all vessels processed by the Port of Incheon (POI) in 2012. The results show that the POI emitted 990 tons of SO₂, 1551 tons of NOx and 142 tons of PM in 2012. 82% of SO₂, 87% of NOX and 76% of PM emissions occur during the cruise phase. Moreover, the emissions of SO₂, NOx and PM are considerable during the maneuvering phase showing 14%, 10% and 20%, respectively. Five groups of vessels, namely international ferries, full container vessels, general cargo vessels, car carriers and chemical tankers, comprise 70–76 % of the respective total emissions of NG. Assuming a future Emission Control Area in POI, the speed reduction measure and the effect of lowering the sulfur contents with two options of 1% and 0.1% are tested. The speed reduction zone can reduce the NG emissions by one third. Moreover, the 1% current rule can reduce the emissions by approximately 60% and the 0.1% rule can reduce the emissions remarkably by 93%.]]></description>
      <pubDate>Thu, 29 May 2014 10:15:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1308754</guid>
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