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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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    <item>
      <title>BUS ENGINES' FUTURE DEPENDS ON TRUCKS</title>
      <link>https://trid.trb.org/View/277293</link>
      <description><![CDATA[This article shows how the relatively small volumes of engines for buses are based on the much larger volumes for trucks and states that despite this, there is still a future for horizontal engined buses.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/277293</guid>
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      <title>DEDICATED NGV GETS TESTS IN TEXAS</title>
      <link>https://trid.trb.org/View/217771</link>
      <description><![CDATA[Lone Star Gas Company, based in Dallas, Texas, is one of 25 American and Canadian companies taking part in a two-year field test of America's first factory-built vehicles designed to run exclusively on natural gas.  Ford Motor Company designed and built the test fleet of 1984 Ranger pickup trucks.  Each NGV Ranger is powered by a 2.3 liter four-cylinder engine with increased compression to take advantage of the high (130) octane rating of natural gas. Fuel economy with an automatic transmission is estimated by Ford to be equivalent to 21 miles per gallon for city driving, compared to 22 mpg for gasoline-powered Ranger. Based on current cost of  natural gas and gasoline, the price of fuel is equivalent to 60-cent-per-gallon gasoline. The friving range is expected to be about 225 miles per fill-up for the Ranger being tested by Lone Star. The NGV Ranger Lone Star is testing has a number of modifications. It is equipped with fuel tanks constructed of fiber glass-wrapped aluminum, hardened valve seat inserts to compensate for lack of lubrication with a "dry" fuel, a sppcially designed gaseous fuel mixer to replace the carburetor, unique calibration of the distributor and spark plugs to accomodate the distinctive combustion characteristics of natural gas and a three-stage pressure regulator to reduce the natural gas pressure regulator to to reduce the natural gas pressure to slightly above atomospheric before induction into the engine.  (Author)]]></description>
      <pubDate>Wed, 25 Aug 2004 02:37:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/217771</guid>
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      <title>TRUCK NOISE III-E: FREIGHTLINER QUIETED TRUCK COOLING SYSTEM, FIFTH REPORT</title>
      <link>https://trid.trb.org/View/30283</link>
      <description><![CDATA[Considerations that determine the selection and the interrelation of major cooling system components are reviewed. The importance of viewing the entire cooling system when making design changes to reduce fan noise is emphasized. Freightliner's uniquely large radiator and extra large flow-through engine enclosure is described. These two design features allowed use of a large diameter, slow turning fan having negligible contribution to the truck's overall 72 dB(A) noise rating.]]></description>
      <pubDate>Mon, 04 Feb 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/30283</guid>
    </item>
    <item>
      <title>CHALLENGES FACED BY TRUCK ENGINEERS IN THE MID-1990'S</title>
      <link>https://trid.trb.org/View/462547</link>
      <description><![CDATA[This article takes a look at how truck engineers and designers are turning to highly sophisticated technology for assistance in meeting increased market and regulatory demands for vehicle improvements.  It begins with a look back to the "Year of the Engine Engineer" in 1995, briefly glimpses back to earlier developments, and closes with an up-to-the-moment look at what truck technical people are doing this year (1996).]]></description>
      <pubDate>Fri, 21 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462547</guid>
    </item>
    <item>
      <title>ALTERNATIVE FUEL ENGINES PACE 1996 TRUCK OFFERINGS</title>
      <link>https://trid.trb.org/View/452130</link>
      <description><![CDATA[The move to alternative fuels for trucks has been under way for more than two decades, largely due to regulatory actions concerning motor vehicles. Although diesel technology has made important strides in emission controls, fleets still face increasing restrictions on using diesel trucks in certain hard-hit urban airsheds. Regulations have been proposed or are in place to limit the number of days a week diesel trucks can operate in certain districts, or require them to work after hours when traffic is lighter. Information on the following truck manufacturers is provided: Volvo GM Heavy Truck Corporation, Peterbilt Motors Company, Ford Motor Company, Chrysler Corporation (Fleet Operations), Freightliner Corporation, Navistar International Transportation Corp., Mitsubishi Fuso, and Oshkosh Truck Corporation.]]></description>
      <pubDate>Wed, 15 Nov 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452130</guid>
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      <title>TAKE CHARGE OF YOUR DATA. LEARN TO CONTROL THE INFORMATION TODAY'S HIGH-TECH ENGINES SPEW AND YOU CAN CONTROL FLEET EFFICIENCY</title>
      <link>https://trid.trb.org/View/408434</link>
      <description><![CDATA[The benefits of electronic engines center on three fundamental fleet objectives:  safety, operating economy, and longer engine life.  In this brief article, the author encourages truck fleet managers to program electronic engines simply at first, fine tuning or reprogramming later.  Managers should take advantage of information stored in the engine's computer as well.  An electronic control module can monitor numerous operating parameters--oil level, battery voltage, etc.--as well as service and change intervals for key vehicle components.  The article ends with advice to talk to drivers to improve operation and provide positive feedback.]]></description>
      <pubDate>Fri, 29 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/408434</guid>
    </item>
    <item>
      <title>DEVELOPING DEDICATED NATURAL GAS VEHICLE TECHNOLOGY. 1991 NATURAL GAS VEHICLE CHALLENGE</title>
      <link>https://trid.trb.org/View/368218</link>
      <description><![CDATA[This publication contains 21 student papers describing approaches for natural gas conversion and operation, emissions control, and cold and hot start driveability for the SAE 1991 Natural Gas Vehicle Challenge. Partial contents include: Liquefied Natural Gas Conversion of a GMC Truck; the Development of GM's Natural Gas Powered Sierra Pick-Up; The NGV Challenge: A Controlled Environment for Natural Gas; Conversion of a Light Duty Truck to Dedicated Compressed Natural Gas Operation; and Development of a Viable Dedicated Natural Gas Vehicle.]]></description>
      <pubDate>Thu, 23 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/368218</guid>
    </item>
    <item>
      <title>HI-TECH TRUCKING. GLOBAL COMPETITION MEANS MORE CHOICES FOR CONTRACTORS</title>
      <link>https://trid.trb.org/View/364148</link>
      <description><![CDATA[This article examines the newest kinds of trucks available from domestic and foreign manufacturers. Examines engines, safety features, options for the following makes/models: Dodge Jeep/Eagle; Chevrolet/GMC; Nissan; Toyota; Volvo GM; Freightliner; Ford; Isuzu; and Mitsubishi.]]></description>
      <pubDate>Fri, 31 Jan 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364148</guid>
    </item>
    <item>
      <title>U.S. TRUCKING MAINTENANCE PRACTICES LAG EUROPEANS</title>
      <link>https://trid.trb.org/View/354198</link>
      <description><![CDATA[This article explains what the Europeans know about automatic lubrication systems (ALS) that the U.S. does not. In a paper presented at the European Transport Maintenance Council (ETMC) meeting held in 1987 in Florence, Italy, Mr. Henk Baartmans noted the lower replacement rate of chassis components on trucks equipped with ALS. Topics of discussion in this article are the following: cost savings; operational efficiency; and testing the system.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354198</guid>
    </item>
    <item>
      <title>CATERPILLAR 3406 SPARK IGNITED NATURAL GAS ENGINE EMISSIONS ON EPA (ENVIRONMENTAL PROTECTION AGENCY) HEAVY DUTY TRANSIENT TEST CYCLE. TOPICAL REPORT MARCH-DECEMBER 1988</title>
      <link>https://trid.trb.org/View/304970</link>
      <description><![CDATA[The emissions of a lean burn natural gas fueled 3406 spark ignited engine were determined on the EPA transient emission cycle for heavy duty vehicle engines.  The engine was a minimally modified generator set engine developed under the same GRI contract and was not optimized for truck applications or transient emissions.  Transient emissions in g/hp-hr were 4.1 NOX, 9.2 total hydrocarbons, 0.84 non-methane hydrocarbons, 3.2 CO, 0.42 aldehydes, and 0.60 particulates.  Steady state emissions were also measured. The results indicate lean burn spark ignited engine technology is a promising approach to meeting 1994 EPA truck engine emission standard.  NOX and CO standards can be readily met.  Hydrocarbon emissions exceed the standard in the engine as presently configured but are believed to be controllable by improved air/fuel ratio control, combustion system modification and/or an oxidation catalyst.  The particulates were primarily from the lubricating oil and should be controllable with piston ring and valve seal improvements and/or an oxidation catalyst.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/304970</guid>
    </item>
    <item>
      <title>TRUCK NOISE III-B: ACOUSTIC AND PERFORMANCE TEST COMPARISON OF INITIAL QUIETED TRUCK WITH CONTEMPORARY PRODUCTION TRUCKS</title>
      <link>https://trid.trb.org/View/135421</link>
      <description><![CDATA[The report begins with acoustic and performance testing of a number of contemporary White-Freightliners powered by the Cummins NTC-350 engine in order to establish a datum from which quieted truck design could be evaluated.  Next, the engine to be used in the quieted test truck is characterized.  The text then describes the details of construction and the tests made on the initial quieted truck configuration.  The noise tests directly compared the quieted test truck to a datum truck and to a passenger car. /NTIS/]]></description>
      <pubDate>Mon, 27 Nov 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/135421</guid>
    </item>
    <item>
      <title>ENGINE ENCLOSURE FOR SUBSEQUENT INSTALLATION ON TRUCKS, BASED ON THE DAIMLER-BENZ CHASSIS 1613</title>
      <link>https://trid.trb.org/View/293206</link>
      <description><![CDATA[Within the reported project a glass fiber reinforced plastic engine enclosure has been developed for subsequent installation.  The enclosure works according to the principle of a tube which is open at the front and at the end, and which surrounds the whole engine as well as the gear unit.  The regular supply of fresh air has been interrrupted and the fresh air is now sucked in via a spoiler which is installed below the front bumper.  Fresh air intake and fresh air exhaust which are installed behind the gear unit have been closed acoustically by means of mufflers.  The upper part of the engine enclosure has been glued durably with noise absorbing material.  The noise absobing material has a skin at its surface and is resistant against fuel oil.  Equipped with sufficiently dimensioned mufflers for the compressed air system the Daimler Benz chassis 1613 will fulfill the required standards and regards noise reduced trucks in all points.]]></description>
      <pubDate>Fri, 30 Jun 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/293206</guid>
    </item>
    <item>
      <title>HEAVY-DUTY ENGINE TESTING REPORT-CORRELATION TESTING OF GMC (GENERAL MOTORS CORPORATION) 5.7L/MVMA ENGINE</title>
      <link>https://trid.trb.org/View/291513</link>
      <description><![CDATA[The correlation between the heavy-duty test facilities of a manufacturer and the Environmental Protection Agency Motor Vehicle Emission Laboratory (MVEL) is of significant interest to both the manufacturer and EPA.  It is especially important from a regulatory standpoint because of Selective Enforcement Audit (SEA) testing requirements.  Thus, EPA/MVEL conducted testing on a Chevrolet heavy-duty gasoline fueled engine with the intent of providing correlation data for comparison with similar data developed by laboratories which conduct SEA emissions tests for the manufacturers of heavy duty gasoline (HDG) engines.  The round robin program was a joint effort on the part of EPA/MVEL and the Motor Vehicle Manufacturers Association (MVMA).]]></description>
      <pubDate>Fri, 31 Mar 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/291513</guid>
    </item>
    <item>
      <title>MEETING BUS EMISSIONS STANDARDS--A PERSPECTIVE</title>
      <link>https://trid.trb.org/View/290075</link>
      <description><![CDATA[Concern for the urban environment has resulted in strict particulates emissions requirements for bus diesel engines beginning in 1991.  Similar standards become applicable to on-highway truck engines in 1994.  Current technological developments suggest that bus heavy-duty diesel engines manufactured in 1991 are unlikely to meet the standards. Combustion of methanol and natural gas in internal combustion engines results in low particulates emissions and may present an opportunity to meet these limits.  In this paper the characteristics of these fuels relative to diesel and technologies for alternate fuel engines are discussed, and emissions and performance trade-offs are highlighted. The criteria such engines must meet to gain customer acceptance are also developed.]]></description>
      <pubDate>Sat, 31 Dec 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/290075</guid>
    </item>
    <item>
      <title>LOW HEAT REJECTION REFERENCE ENGINE FOR ON-HIGHWAY APPLICATIONS</title>
      <link>https://trid.trb.org/View/287898</link>
      <description><![CDATA[The Adiabatic Diesel Engine Component Development (ADECD) Program is a multiple phase effort to develop and demonstrate the critical technology needed to advance the heavy duty adiabatic diesel engine concept for the line-haul truck market.  The main objectives of Phase I of the ADECD Program were to select an advanced low heat rejection Adiabatic Diesel Reference Engine (ADRE), and to carry out ADRE systems analysis and design.  The objective of Phase II is to examine the proof of concept of relevant ADRE advanced systems and components.  Phase II is planned to be completed in 1988.  The ADRE concept selection consisted of four distinct studies: (1) rate point performance optimization; (2) study of various exhaust energy recovery scenarios; (3) components, systems, and engine configuration studies; and (4) life cycle cost estimates of the ADRE economic worth. These studies are described.]]></description>
      <pubDate>Mon, 31 Oct 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/287898</guid>
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