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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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    <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>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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    <item>
      <title>COST ANALYSIS OF PARTICULATE EMISSION CONTROL TECHNOLOGY FOR HEAVY-DUTY DIESEL VEHICLES</title>
      <link>https://trid.trb.org/View/273599</link>
      <description><![CDATA[New particulate emission standards for heavy-duty diesel engines require the use of particulate traps in heavy-duty diesel vehicles by 1991.  The viability and cost of such traps is a subject of disagreement between the U.S. Environmental Protection Agency (EPA) and manufacturers of trucks, buses, and engines.  This study discusses particulate trap-oxidizer technology and available cost estimates, the basis of their derivation, and the reasons for their differences.  Particular focus is placed on the EPA estimates, about which several tentative conclusions were reached.  First, EPA does not account for trap assembly costs or potential vehicle modification in its total-cost estimates.  Second, EPA's allowance for research and development costs appears low.  Third, EPA's allowance for manufacturer's markup may be limited, particularly if the markup is to cover warranty, recalls, and marketing. Fourth, EPA does not assume that trap replacement will be required during the life of the vehicles; however, other analyses suggest that trap life may be shorter than estimated by EPA. Fifth, EPA's allowance for fuel economy impact is lower than that of the other estimates.  The report concludes that EPA life-cycle cost estimates for heavy-duty vehicle particulate traps are the lowest estimates possible and may be realized only if all of EPA's assumptions are valid.]]></description>
      <pubDate>Wed, 31 Dec 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/273599</guid>
    </item>
    <item>
      <title>DIESEL EXHAUST PARTICULATE CONTROL BY MONOLITH TRAP AND FUEL ADDITIVE REGENERATION</title>
      <link>https://trid.trb.org/View/211293</link>
      <description><![CDATA[This paper summarizes development of a diesel exhaust-particulate control system using a ceramic wall flow monolith trap and an organometallic additive in the engine fuel.  Regenerative features of the additive and limitations of the trap are identified.  Included is a description of a supplemental ignition system.  Limited trap-durability data are given and additive-deposit effects on the trap, engine and vehicle fuel system are described. Exhaust emissions of regulated constituents and additive effluent are also presented.  A detailed study of additive-concentration and particulate-loading effects on trap regeneration and durability is described.  It is concluded that although trap durability has been improved with fuel-additive-assisted regeneration, much basic development remains to be accomplished for this system to be considered a candidate for production application.]]></description>
      <pubDate>Thu, 28 Feb 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211293</guid>
    </item>
    <item>
      <title>APPLICATION OF PARTICULATE TRAPS AND FUEL ADDITIVES FOR REDUCTION OF EXHAUST EMISSIONS</title>
      <link>https://trid.trb.org/View/211295</link>
      <description><![CDATA[With the aid of a mathematical model the course of the reaction has been calculated for the system fuel additive/particulate trap; the effects of various additives were measured.  The adjustment of a suitable regeneration system on a 1.6 liter turbocharged diesel engine is described, the effects on emission and wear is shown, an additive metering system is demonstrated.]]></description>
      <pubDate>Thu, 28 Feb 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211295</guid>
    </item>
    <item>
      <title>TRAP-OXIDIZER TECHNOLOGY FOR LIGHT-DUTY DIESEL VEHICLES: STATUS, PROSPECTS, AND CURRENT ISSUES</title>
      <link>https://trid.trb.org/View/210168</link>
      <description><![CDATA[Current U.S. Environmental regulations will limit particulate emissions by light duty diesel automobiles and trucks to 0.2 and 0.26 grams per mile respectively, beginning in 1987.  Barring some breakthrough, attainment of these emissions levels will require the use of trap-oxidizers on all but the smallest vehicles.  This paper reviews the present state of the art in trap-oxidizer technology and examines the requirements which a trap-oxidizer system would have to meet in order to be installed and marketed in production vehicles.  The tasks remaining to be accomplished in the development of commercially feasible trap-oxidizer systems are briefly discussed.  It is concluded that trap technology is quite advanced, with at least two apparently feasible types of particulate traps now available.  The remaining tasks in developing a commercial trap-oxidizer system involve the development of improved trap regeneration systems and the development of automatic controls for the regeneration process.  Three promising trap/regeneration system combinations are identified and discussed in detail.]]></description>
      <pubDate>Fri, 30 Nov 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210168</guid>
    </item>
    <item>
      <title>DIESEL PARTICULATE TRAPS</title>
      <link>https://trid.trb.org/View/200842</link>
      <description><![CDATA[This volume brings together the papers presented in the 1984 SAE Annual Congress on the subject of control of particulate emissions from diesel engine exhaust.  The work reported here focuses in some part in trap oxidizer development and its implication for vehicular applications. In the past year, there has been significant progress and change in many aspects of this problem.  Some of the important factors are that: technology of regeneration has advanced, public awareness of the environmental problem has increased, government regulation remains firm and threatens to expand, and the market share of diesel vehicles has changed considerably.  The trap oxidizer appears in various shapes and designs but it is basically a filter combined with some means of removal of the accumulated particulate matter by burning (regeneration).  Not long ago it was strictly a laboratory device, but now has progressed to the point where successful 50,000 mile vehicle durability tests with it are more than a rare event.  The real test of its success will be in vehicles in the hands of the driving public.  The coming year will see the first production application of this device appearing in passenger cars designed to meet the .4 GM particulate standard in 1985 model year in California.  A good deal of time in this conference is devoted to the task of particulate control of the various classes of heavy duty vehicles.  The work reported here describes the progress made particularly in the area of urban buses and explains the uniqueness of the problem with this type of vehicle.  The conclusions from it will have important implications on regulatory policy.  Finally, the costs and benefits of particulate control are once again analyzed.  They conclude the benefits are clearly in excess of the costs and that, depending upon overall sales levels, truck controls may be as important as those on passenger cars.]]></description>
      <pubDate>Mon, 30 Jul 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/200842</guid>
    </item>
    <item>
      <title>REGENERATION OF PARTICULATE FILTERS AT LOW TEMPERATURES</title>
      <link>https://trid.trb.org/View/195563</link>
      <description><![CDATA[Due to good trapping abilities, the ceramic trap filter was chosen for the reduction of the particulate emission of diesel engines.  Both tests and the analysis of the regeneration kinetic show that in real-world application the lite-off limit of 500 degrees C may not be exceeded.  The minimum exhaust gas temperature necessary for regeneration without the use of a catalyst, can be reduced to approximately 200 degrees C to 250 degrees C with the use of fuel additives. The use of additives for the filter regeneration showed excellent results in real-world conditions as well as with endurance tests.  There was no significant change in emissions or specific fuel consumption about 20,000 km as compared to the operation without additives.  The regeneration dependability however, is questionable because of the destruction of the filter.  This destruction is caused by exceeding the melting point of the ceramic by thermal reactions due to erratic regeneration and by thermal reactions due to a high temperature increase rate after exceeding the lite-off limit.  For the increase of the service life of the trap, a ceramic material with a lower thermal expansion coefficient is required.  The start of regeneration can be achieved simultaneously by significantly exceeding the lite-off limit.  Finally, with the control of oxygen in the exhaust gas (i.e. with EGR), it is possible to avoid exceeding the melting point of the ceramic.]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/195563</guid>
    </item>
    <item>
      <title>DIESEL PARTICULATE EMISSIONS CONTROL SP-537</title>
      <link>https://trid.trb.org/View/185576</link>
      <description><![CDATA[The first group of papers summarizes the state of the art in trap oxidizer development by those vendor firms most advanced in this technology. Discussed are ceramic wall flow filters, with and without catalysts, catalyzed metal meshes and ceramic foam. One can draw the conclusion that filtration of particulate matter in diesel exhaust can indeed be accomplished effectively. However, regeneration of the trapped particulate in place by thermal oxidation presents the major challenge. The thrust of the authors' work in this area relates to providing the structural integrity of these filter systems during the regenerative process. The second part of this publication presents the auto makers' experience with adapting trap oxidizers to vehicles. Both laboratory and over-the-road vehicle tests are described. As with most development efforts, the results are a combination of successes and failures. It will be apparent to the reader that the potential to accomplish the task of particulate filtration is in hand and exists, but the job of engineering these devices and having them perform reliably for the lifetime of the vehicle remains. The third segment of this publication includes a mix of related subjects. One important contribution is a cost/benefit analysis of the job of preventing particulate matter from getting into the environment. A successful field trial of the ceramic filter in an underground mine lends encouragement to a very important off-road application. Included also are a theoretical treatment of a regenerative process, the effect of residual matter on the long term durability of a trap, and an innovative method of particulate measurement. Again, the critical subject of trap regeneration is key throughout.]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/185576</guid>
    </item>
    <item>
      <title>OPTIMIZED REGENERATION CONDITIONS OF CERAMIC HONEYCOMB DIESEL PARTICULATE FILTERS</title>
      <link>https://trid.trb.org/View/189672</link>
      <description><![CDATA[Ceramic honeycomb filters performing diesel particulate trapping require regeneration by burning the subsequently accumulated particulate. During this regeneration, thermal failure occurs in some conditions. For developing a highly reliable system with this method, it is necessary to clarify the effects of various factors on the failure to optimize the regeneration conditions. This paper gives the results of an experiment, employing a burner method, of the effect on the damage of regeneration conditions of gas temperature, oxygen concentration, gas flow rate and amount of accumulated particulate, and discusses the regeneration conditions under which the filter is safely operated.]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189672</guid>
    </item>
    <item>
      <title>THERMAL STRESSES IN CERAMIC WALL FLOW DIESEL FILTERS</title>
      <link>https://trid.trb.org/View/189673</link>
      <description><![CDATA[Thermal stresses constitute a major portion of the total stress which the ceramic wall flow filter experiences in service. The primary source of these stresses is the temperature gradients, both in radial and axial directions, which attain their maximum values during regeneration. The level of particulate loading, the flow rate, the filter size and the mounting design govern the severity of temperature gradients which, together with physical properties and aspect ratio of the filter, dictate the magnitude and distribution of thermal stresses. The filter, the mounting, and the regeneration conditions should be so designed as to minimize these stresses to insure reliable and fracture-free performance of the filter throughout the lifetime of the vehicle. In this paper we present a thermal stress model, based on finite element method, which computes stresses in the axisymmetric filter subjected to linear or step temperature gradients in radial and axial directions. The model is useful for assessing the effects of aspect ratio and expansion anisotropy, both of which play a key role in filter design, and is illustrated by way of examples taken from simulated regeneration conditions. The importance of thermal fatigue in this application is also discussed.]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189673</guid>
    </item>
    <item>
      <title>CATALYTIC DIESEL PARTICULATE CONTROL SYSTEM DESIGN AND OPERATION</title>
      <link>https://trid.trb.org/View/189674</link>
      <description><![CDATA[Catalytic trap oxidizers developed for use in control of particulate emissions from diesel engines have been advanced to the vehicle installation stage. This paper discusses the development of complete vehicle systems. Methods and techniques of assisted regeneration are presented along with control system concepts. Installation of the trap unit as part of an integrated vehicle exhaust system is described, along with designs and results from various prototype builds.]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189674</guid>
    </item>
    <item>
      <title>CATALYTICALLY ACTIVATED DIESEL EXHAUST FILTERS--ENGINE TEST METHODS AND RESULTS</title>
      <link>https://trid.trb.org/View/189675</link>
      <description><![CDATA[An engine test unit for the evaluation of diesel exhaust filters with analytical equipment to measure particulates, oxygen, hydrocarbon, carbon monoxide, nitrogenoxides concentrations, temperature and pressure trends is described as well as the test procedures presently applied. Engine test results with different types of diesel particulate filters -- non activated and catalytically activated -- up to 400 hrs. operation time are presented. With base metal catalysts, reductions in "soot"-ignition temperatures of about 100 deg C could be attained under optimal conditions. A correlation between oxygen concentration in the exhaust gas and the "soot"-ignition temperature is demonstrated. Combined catalytic systems (precious metal and base metal catalysts) permitted hydrocarbon and carbon monoxide conversions up to 90% -- including a decrease in odour intensity -- in addition to particulate reduction.]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189675</guid>
    </item>
    <item>
      <title>"TRAPLESS" TRAP--A CATALYTIC COMBUSTION SYSTEM OF DIESEL PARTICULATES USING CERAMIC FOAM</title>
      <link>https://trid.trb.org/View/189676</link>
      <description><![CDATA["Trapless" Trap, which makes possible the effective collecting of particulates in diesel exhaust gas and their simultaneous combustion has been developed by use of a ceramic foam in combination with catalysts containing copper salt. From a TEM photograph, it was observed that the particulate was rapidly oxidized by mobile copper ion, showing worm-eaten like spots. Screening of various base metal salts by TGA presented CuCl2-KCl-NH4VO3 and CuCl2-KCl-(NH4)6Mo7O24 as very active catalysts for diesel particulate oxidation. They had thermal stability up to 900 deg C when they were supported on titania. The results obtained by measuring the back pressure using 1.8L diesel engine suggest the above trap to be a self-cleaning trapless trap.]]></description>
      <pubDate>Tue, 31 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/189676</guid>
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