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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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      <title>Regulated and Unregulated Exhaust Emissions from CNG Fueled Vehicles in Light of Euro 6 Regulations and the New WLTP/GTR 15 Test Procedure</title>
      <link>https://trid.trb.org/View/1778976</link>
      <description><![CDATA[The aim of this paper was to explore the influence of CNG fuel on emissions from light-duty vehicles in the context of the new Euro 6 emissions requirements and to compare exhaust emissions of the vehicles fueled with CNG and with gasoline. Emissions testing was performed on a chassis dynamometer according to the current EU legislative test method, over the New European Driving Cycle (NEDC). Additional tests were also performed on one of the test vehicles over the World Harmonized Light Vehicles Test Cycle (WLTC) according to the Global Technical Regulation No. 15 test procedure. The focus was on regulated exhaust emissions; both legislative (CVS-bag) and modal (continuous) analyses of the following gases were performed: CO (carbon monoxide), THC (total hydrocarbons), CH4 (methane), NMHC (non-methane hydrocarbons), NOx (oxides of nitrogen) and CO2 (carbon dioxide). Furthermore, unregulated exhaust emissions were also examined in certain cases: particle number and mass, as well as emissions of NH3 (ammonia), NO (nitrogen monoxide) and NO2 (nitrogen dioxide). The results showed a range of differences in terms of regulated emissions, particulate matter and ammonia emissions, and also in the composition of the NOx in the exhaust gas (i.e. the NO:NO2 ratio). Emissions of both CO2 and particulates were markedly lower when running on CNG. Emissions from the two phases of the NEDC and the four phases of the WLTC were briefly analysed.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:12:09 GMT</pubDate>
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      <title>EMISSION LEVELS AT FIGE CHASSIS DYNAMOMETER TESTS IN COMPARISON WITH BRAUNSCHWEIG CYCLE TESTS</title>
      <link>https://trid.trb.org/View/499422</link>
      <description><![CDATA[The Braunschweig cycle, in Sweden often called the Bus cycle, has been used in many investigations at MTC and at the precursor of MTC, the Emission Laboratory at Studsvik, owned by SEPA (The Swedish Environmental Protection Agency). In reality, all tests and analyses of unregulated pollutants from heavy-duty vehicles, have been carried out at the Braunschweig driving cycle. As a spin off of the development of the FIGE engine test cycle, the FIGE chassis dynamometer cycle was constructed and is now a presumptive competitor to the Braunschweig cycle. Financed via the contracted Year Program between SEPA and ASB (The Swedish Car Inspection Company) the emission levels of the Braunschweig cycle and the FIGE chassis dynamometer cycles have been compared by driving the two driving cycles at a chassis dynamometer using five vehicles (three diesel fuelled and two ethanol fuelled) and analysing regulated and some unregulated emission compounds. The power output at the FIGE cycle is about 60% compared to the Braunschweig cycle and the regulated emission compounds are from about 30% to about 70%lower. Tested emission compounds are: carbon monoxide, hydrocarbons, nitrogen oxides, particulate matter, and for the ethanol fuelled vehicles: aldehydes, alkenes and alcohols. In the exhaust of one of the diesel fuelled vehicles particulate bound polycyclic aromatic hydrocarbons were analysed. It seems that the levels of unregulated emissions are lower at the FIGE cycle than at the Braunschweig cycle. The number of analysed compounds and the number of analyses are low, though.(A)]]></description>
      <pubDate>Tue, 06 Apr 1999 00:00:00 GMT</pubDate>
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      <title>TEST OF SOME METHODS FOR ANALYSES OF UNREGULATED POLLUTANTS</title>
      <link>https://trid.trb.org/View/463836</link>
      <description><![CDATA[A method for testing the direct mutagenic effect of true gas phase automotive emissions on line has been tried. The method is only sensitive enough for test times of about 1 hour when, however, toxicity starts to be noticeable. The method is not recommended in its present form, but could possible be developed in a research project in the future. Phenol and cresols have been analysed by two different laboratories in the exhaust gases from a heavy duty vehicle. The results are congruent. Analyses of the phenol and cresol emissions from gasoline fuelled vehicles with and without catalyst correspond well with results published by for example Volkswagen. The use of a pure isoparaffine fuel result in a 10-20 times lower phenol and cresol emission compared to reference gasoline with 35% aromatic content. Phenols and cresols have a considerably "carry over" between tests and new configurations of exhaust systems as well as modified test procedure are proposed.]]></description>
      <pubDate>Thu, 26 Sep 1996 00:00:00 GMT</pubDate>
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      <title>REPORT FROM THE SEMINAR: SAMPLING AND ANALYSIS OF UNREGULATED AUTOMOTIVE EMISSIONS</title>
      <link>https://trid.trb.org/View/451090</link>
      <description><![CDATA[The aim of this report is to discuss sampling and analysis of unregulated automotive emissions. For this purpose a group of experts got together. The discussion dealt with the following: (1) Important unregulated pollutants in Sweden; (2) Measuring methods. At the EPA laboratories at Tringle Park different measuring methods have been developed in order to carry out analyses and to study the effect on quality when using new and alternative fuels and fuel blends; (3) Use of Fourier transform infrared spectroscopy (FTIR) technology. This is an efficient way to carry out multi analyses of emission components in the motor vehicle exhaust. When measuring the PAC-emission it is essential to sample both the particulate and semi-volatile phase of exhaust. Different methods can be used for measurement of NOX. Low ambient temperatures have a considerable impact on the motor vehicle emissions and especially on such emission components which come from unburnt fuel.]]></description>
      <pubDate>Tue, 24 Oct 1995 00:00:00 GMT</pubDate>
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