<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
    </image>
    <item>
      <title>Reduced-Order Modeling of Vehicle Aerodynamics via Proper Orthogonal Decomposition</title>
      <link>https://trid.trb.org/View/1663904</link>
      <description><![CDATA[Aerodynamic optimization of the exterior vehicle shape is a highly multidisciplinary task involving, among others, styling and aerodynamics. The often differing priorities of these two disciplines give rise to iterative loops between stylists and aerodynamicists. Reduced-order modeling (ROM) has the potential to shortcut these loops by enabling aerodynamic evaluations in real time. In this study, the authors aim to assess the performance of ROM via proper orthogonal decomposition (POD) for a real-life industrial test case, with focus on the achievable accuracy for the prediction of fields and aerodynamic coefficients. To that end, they create a training data set based on a six-dimensional parameterization of a Volkswagen passenger production car by computing 100 variants with Detached-Eddy simulations (DES). Based on this training data, the authors reduce the dimension of the solution space via POD and interpolate the base coefficients with Kriging (aka Gaussian Process Regression) for predictions of the flow field at unseen parameter combinations. The error analysis of the fields and drag coefficient predictions reveal that 100 training samples are sufficient for this six-dimensional test case in order to meet the necessary accuracy requirements for an application during the aerodynamic development process. The authors conclude that ROM via POD+Kriging at the core of an interactive aerodynamic design process enables aerodynamicists and stylists to find geometries which equally satisfy both aerodynamic and esthetic requirements in a joint session.]]></description>
      <pubDate>Fri, 20 Dec 2019 16:26:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1663904</guid>
    </item>
    <item>
      <title>A Thermal Electric Two-Way Coupled Battery Pack Model for an All Electric VW Motorsport Racer</title>
      <link>https://trid.trb.org/View/1598548</link>
      <description><![CDATA[This paper presents a thermal electric two-way coupled li-ion battery pack model for an all-electric VW motorsport racer. It starts from the hybrid pulse power characterization (HPPC) test data at different state of charge (SoC) and temperature levels. Such information is used for cell level battery equivalent circuit model (ECM) parameter identification. Multiple cell ECMs are connected in series to create a module ECM. Battery thermal performance of the module is simulated first by computational fluid dynamics (CFD) for the module. Then, a thermal reduced order model (ROM) is created out of the CFD solution. The thermal ROM is then two-way coupled with the battery module ECM to form a complete battery module model. Multiple module models are connected to create a battery pack model. The complete pack model is then exported into Simulink for validation and simulation. Such a battery pack model can finish a complete charge or discharge cycle simulation within a few minutes of simulation time.       ]]></description>
      <pubDate>Mon, 22 Apr 2019 10:50:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1598548</guid>
    </item>
    <item>
      <title>Using Vehicle Taxation Policy to Lower Transport Emissions: an Overview for Passenger Cars in Europe</title>
      <link>https://trid.trb.org/View/1579259</link>
      <description><![CDATA[In Europe, emissions of carbon dioxide (CO₂) from transportation have not decreased in as much as in other sectors; therefore discussions on policy focus on how the transportation sector can help meet climate protection goals in the European Union.  A crucial policy option is the increase of taxation on vehicles with high emissions while easing tax for low-emission vehicles, as different taxation levels can strongly affect consumers' decisions on vehicle purchases. Such taxation, together with requirements on manufacturers to increase production of low-emission vehicles, could help accelerate reductions in emissions. In this report the authors provide an overview of vehicle taxation policy across Europe, seeking to find how governments can influence consumers towards low-emission vehicles. Automobile taxation policies in Europe are summarized, and five European markets (France, Germany, the Netherlands, Norway, and the UK) are reviewed. The impact of taxation policy on costs for selected vehicle models is assessed, and vehicle taxation policies in the five markets are compared in order to identify which policies offer the highest benefit for consumers who opt for a low-emission vehicle. For the research, the authors used the specifications of Volkswagen Golf models with various combustion and drive train systems. The Golf was chosen as a reference because it is Europe's best-selling automobile, and presents a useful middle point in terms of price and size. Based on their findings, the authors offer several recommendations on how EU governments can use taxation to encourage purchases of low-emission automobiles. The authors recommend: significant tax advantages for low-emission vehicles at the point of purchase; continued tax benefits for low-emission vehicles during their use; inclusion of the emissions of a vehicle as part of the company-car tax system;  and regular balancing and re-adjustment of the tax system to be self-sustaining.]]></description>
      <pubDate>Wed, 27 Feb 2019 09:54:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1579259</guid>
    </item>
    <item>
      <title>Defining mega-platform strategies: the potential impacts of dynamic competition in China</title>
      <link>https://trid.trb.org/View/1517441</link>
      <description><![CDATA[At the beginning of the 21st century, automotive markets in Brazil, Russia, India and China (BRIC) continued to expand. Compared with declines in the Indian, Russian and Brazilian markets, the Chinese market's steady expansion showed the impact of the country's internal growth and rapid structural market changes. By focusing on the strategic changes of local Chinese automakers, the authors analyse the potential impacts of mega-platform strategies by shedding light on the challenges faced by local Chinese automakers. The authors find that ongoing competition for growing diversity of new models is the real reason many Chinese local automakers have strategically shifted to a mega-platform strategy, particularly after Volkswagen launched Modularer Querbaukasten (MQB) production in China. Furthermore, such strategic motives of local Chinese automakers might impact incipient product architecture-defining competition taking place among global leading automakers, such as Nissan's Common Module Family (CMF), Mazda's common architecture (CA) and Toyota's Toyota New Global Architecture (TNGA), which globally expands Volkswagen's MQB.]]></description>
      <pubDate>Thu, 19 Jul 2018 14:45:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1517441</guid>
    </item>
    <item>
      <title>Export of German-style vocational education: a case study in the automotive industry in Puebla, Mexico</title>
      <link>https://trid.trb.org/View/1478776</link>
      <description><![CDATA[German multinational enterprises carry out German-style vocational education and training activities at their global branches. This case study on the educational programs of the automotive industry located in the State of Puebla (Central Mexico) aims to generate a deeper understanding of how and why the German apprenticeship model is exported to Mexico and implemented locally. The interaction between the companies and the institutional and organisational environment in which the multinational enterprises operate are analysed. Findings indicate that the three dual apprenticeship programs of Volkswagen, Audi and Schuler - although all located in the same institutional environment - show different degrees and ways of adapting to the local environment.]]></description>
      <pubDate>Tue, 29 Aug 2017 10:07:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1478776</guid>
    </item>
    <item>
      <title>Measuring Fuel Economy and Emissions in the Wake of the VW Diesel Scandal: A Look at US and EU Approaches</title>
      <link>https://trid.trb.org/View/1452945</link>
      <description><![CDATA[The 2015 scandal in which Volkswagen admitted to programming nearly 11 million vehicles to cheat on tailpipe emissions tests had a significant impact on the way regulators in the U.S. and the European Union approach fuel economy and vehicle emissions regulations. This article examines the two markets' regulatory approaches and procedures and the impact on environmental policy.]]></description>
      <pubDate>Mon, 01 May 2017 09:45:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1452945</guid>
    </item>
    <item>
      <title>Extending the Boundaries of Diesel Particulate Filter Maintenance With Ultra-Low Ash - Zero-Phosphorus Oil</title>
      <link>https://trid.trb.org/View/1432608</link>
      <description><![CDATA[By 2014, all new on- and off-highway diesel engines in North America, Europe and Japan will employ diesel particulate filters (DPF) in the exhaust in order to meet particulate emission standards. If the pressure across the DPF increases due to incombustibles remaining after filter regeneration, the exhaust backpressure will increase, and this in turn reduces fuel economy and engine power, and increases emissions.Due to engine oil consumption, over 90% of the incombustibles in the DPF are derived from inorganic lubricant additives. These components are derived from calcium and magnesium detergents, zinc dithiophosphates (ZnDTP) and metal-containing oxidation inhibitors. They do not regenerate as they are non-volatile metals and salts. Consequently, the DPF has to be removed from the vehicle for cleaning.Ashless oil could eliminate the need for cleaning. This study initially focused on development of an ashless oil, but eventually concluded that this oil could not meet the valve-train wear requirements of the API CJ-4, SN/ACEA E9 oil categories. However, a zero-phosphorus oil with no ZnDTP and an extremely low sulfated ash of 0.4% demonstrated that it could meet critical engine tests in API CJ-4/ACEA/SN. Passing results for piston deposit and oil consumption were also achieved in the Daimler 501LA and VW TDi engine tests, which are part of several ACEA oil categories.The above oil, which has been optimized at 0.3% sulfated ash, has proven field performance in Cummins ISX engines and should extend the cleaning interval of the DPFs. The engine wear and viscosity control at oil drains of 97,000 km (60,000 miles) equals that of API CI-4 PLUS/ACEA E7 at 1.4% sulfated ash oil. This study demonstrated that the oil's total base number (TBN) is not a critical factor in controlling wear with engines using Ultra-Low Sulfur Diesel (ULSD) fuel.]]></description>
      <pubDate>Thu, 05 Jan 2017 16:25:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1432608</guid>
    </item>
    <item>
      <title>Comparing US and EU Approaches to Regulating Automotive Emissions and Fuel Economy</title>
      <link>https://trid.trb.org/View/1405289</link>
      <description><![CDATA[This policy brief compares US and EU regulations of fuel economy, pollutants, and greenhouse gas emissions. The focus is on automobiles and light trucks. It looks at the history of both countries' regulations and the role of compliance tests. The implications of the Volkswagen emissions testing scandal are discussed along with how US and EU regulators have responded to the case.]]></description>
      <pubDate>Mon, 21 Nov 2016 13:26:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1405289</guid>
    </item>
    <item>
      <title>An Empirical Study of the Volkswagen Crisis in China: Customers’ Information Processing and Behavioral Intentions</title>
      <link>https://trid.trb.org/View/1397985</link>
      <description><![CDATA[This article presents an empirical study of the Volkswagen product recall crisis (2013) in China, focusing on customers’ immediate responses (behavior) to the risk information provided.  The authors constructed a hypothetical model that combined a protective action decision model (PADM) and a heuristic-systematic model (HSM).  They conducted a survey of 467 participants who were all Volkswagen customers; the survey was administered fairly soon after concerns with the direct shift gearbox (DSG) were reported. The findings show that customers’ product knowledge has an important impact on their behavior in response to the crisis. Risk perception was found to increase customers’ information needs, information seeking, and information processing.  The authors report this use of the heuristic-systematic model as a new strategy to predict pro-firm behavioral intentions in a product recall crisis.  They conclude that deeper information processing is not only related to more stable consumer attitudes, but also associated with pro-firm behavioral intentions.]]></description>
      <pubDate>Thu, 09 Jun 2016 09:48:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1397985</guid>
    </item>
    <item>
      <title>The Volkswagen Case: What Shall We Learn?</title>
      <link>https://trid.trb.org/View/1392091</link>
      <description><![CDATA[This introductory article considers the recent Volkswagen case, presenting it from an economic perspective.  The authors note that transportation as a sector has always provided interesting cases for the study of market failures, particularly those connected to external costs.  The article discusses the higher costs borne by companies to limit polluting emissions, hiding real emissions values, the motivation behind the cheating, sustainability and its real economic costs, the role of consumer’s trust in a specific company and in a sector as a whole, how much consumers will pay for true sustainability, educational approaches to remedy the lack of understanding of environmental problems, and the role of government and regulatory bodies in addresses these issues.  The authors recommend that governments establish goals and undertake efforts toward environmental sustainability that can internalize external costs, such as local congestion traffic schemes, road tolls based on distance, etc., and that can be promoted as a comprehensive approach to sustainable transportation.]]></description>
      <pubDate>Wed, 27 Jan 2016 17:10:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1392091</guid>
    </item>
    <item>
      <title>Simulations on Consumer Tests: A Systematic Evaluation Approach in an Industrial Case Study</title>
      <link>https://trid.trb.org/View/1372844</link>
      <description><![CDATA[The context for this article is consumer tests which assess safety features of modern vehicles have a tradition in Europe. Recently, such test protocols have been substantially extended to also cover active safety systems like Volkswagen's Front Assist.]]></description>
      <pubDate>Thu, 29 Oct 2015 16:23:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1372844</guid>
    </item>
    <item>
      <title>Vehicle Safety Communications in the United States</title>
      <link>https://trid.trb.org/View/1364812</link>
      <description><![CDATA[In the United States, passenger vehicle manufacturers have been working together, along with the U. S. government, to study wireless communications for vehicle safety applications. From 2002-4, seven automotive manufacturers— BMW, DaimlerChrysler, Ford, GM, Nissan, Toyota, and VW— worked with the United States Department of Transportation (USDOT) to evaluate vehicle safety applications enabled or enhanced by communications. This project determined initial communication requirements for identified applications, performed some Dedicated Short Range Communications (DSRC) vehicle testing and helped develop the DSRC standards to support the requirements of safety applications. The project identified eight scenarios as high-priority for further research based on their estimated potential safety benefits. Of these eight application scenarios, four involved vehicle-to-vehicle (V-V) communications and four involved communications between vehicles and the infrastructure. Three of the vehicle-infrastructure communication applications involved intersections. From 2005-6, BMW, DaimlerChrysler, Ford, GM, Nissan and Toyota worked together to develop and evaluate the Emergency Electronic Brake Light application (EEBL) as the first vehicle-to-vehicle cooperative active safety application in order to: (1) Develop concepts of operation, system and communication requirements; (2) Establish a common V-V EEBL message set and demonstrate interoperability; (3) Perform common engineering tests; (4) Report to the industry on results; and (5) Guide future V-V safety applications development. In 2006, DaimlerChrysler, Ford, GM, Honda and Toyota initiated two major vehicle safety communications projects with the USDOT. The first project is developing and field testing a Cooperative Intersection Collision Avoidance System using infrastructure-to-vehicle communications to address intersection crashes that result from signal Violations (CICAS-V). The second project, Vehicle Safety Communications Applications (VSC-A), is developing a common vehicle safety communication architecture, protocols and messaging framework necessary to achieve interoperability among different vehicle manufacturers' applications and an analysis of potential benefits versus market penetration for vehicle safety communications applications.]]></description>
      <pubDate>Fri, 28 Aug 2015 13:57:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1364812</guid>
    </item>
    <item>
      <title>AEB Real World Validation Using UK Motor Insurance Claims Data</title>
      <link>https://trid.trb.org/View/1358629</link>
      <description><![CDATA[City Safety is a low-speed autonomous emergency braking (AEB) technology, first made available as standard by Volvo on their XC60 model series, and released in the United Kingdom (UK) in 2008. This technology has since been made available on a growing number of models, including the high volume seller Volkswagen Golf 7. This paper presents an analysis of the impact of AEB in the UK on claim losses using real world Insurer claims data. Statistical regression was used to compare the claims  losses for the XC60 to that of a SUV control cohort of vehicles without any such system, and quantify any AEB effects identified. The influences of calendar year and vehicle age on claim risk were accounted for in the analysis. Estimated claim frequencies for the XC60 were lower than those of the control cohort, in all liability types: 8% lower for Third Party Damage, 6% lower for Own Damage, and 21% lower for Third Party Injury. More recently this approach has been employed to compare claim frequencies for the Golf 7 with the Front Assist AEB system with that of a Small Family car control cohort of vehicles, with similar qualitative results observed from an analysis of the initial data available. Furthermore a study of claim damage severity based around claim costs and repair times estimated lower severity levels for the XC60 relative to control cohorts, for own damage liability, of the order of 10%-15%. This study is the first of its  kind using UK claims and indicates the potential benefit of AEB technology. Further statistical analysis is intended with additional risk information for the XC60 and Golf 7, and other AEB study vehicles.]]></description>
      <pubDate>Fri, 26 Jun 2015 17:12:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1358629</guid>
    </item>
    <item>
      <title>Safety fur alle</title>
      <link>https://trid.trb.org/View/1287071</link>
      <description><![CDATA[When it comes to safety systems, Germany's largest vehicle manufacturer, Volkswagen, looks for quantity, as well as quality. This article presents some of the company's plans for the future, relating to accident prevention for its vehicles. Their main goal is to bring to the market passive and active safety systems that are more affordable. These efforts range from maintaining and enhancing stiffness of passenger cells, which means combining materials, such as steel, aluminum and carbon fiber, to improvements in restraint systems, to the use of electronic stability control (ESC), to the production of autonomous cars, which promises to potentially reduce crashes rates to zero.]]></description>
      <pubDate>Tue, 28 Jan 2014 17:03:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1287071</guid>
    </item>
    <item>
      <title>Emission . . . . . . Possible</title>
      <link>https://trid.trb.org/View/1259117</link>
      <description><![CDATA[The Volkswagen  XL1 could be the most significant automotive development in recent times. The figures, which back up this claim, are astounding: 09 liters/100 km for fuel economy with only 21 g/km of carbon dioxide (CO2), mostly due to layer upon layer of powertrain innovation. The third stage of this 1-liter car strategy was first designed in 2002 and revisited in 2009 with a second generation. The car, with its sophisticated eco-friendly technologies, subsystems, and production measures, is groundbreaking. In fact, every facet is tailored to emission reduction, including the sophisticated  setup. At its core is a plug-in hybrid setup that allows a lightweight vehicle to cover a 50km in an all-electric model. Its hybrid power train consists of a 48ps two-cylinder engine, a 27ps electric motor, a seven-speed DSG, and an advanced lithium battery pack. Equally important is its aerodynamic design which allows a constant cruising speed of 100km/hr. In the vehicle's all-electric mode, the two-seater needs less than 1k Wh to cover 1km. In addition to realizing an all-electric driving mode, the electric motor supports the diesel engine when accelerated.]]></description>
      <pubDate>Tue, 03 Sep 2013 12:29:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1259117</guid>
    </item>
  </channel>
</rss>