ライフサイエンスコーパス: gasoline

1 % lower than in 2005 (98.1 vs 96.2 g CO2e/MJ gasoline).

2 based feedstocks into olefins, aromatics and gasoline.

3 with a functional unit of 1 MJ of combusted gasoline.

4 me cost-competitive against corn ethanol and gasoline.

5 volume fraction (Exx) of ethanol in finished gasoline.

6 when compared to ethanol-only-containing E10 gasoline.

7 eductions with increasing alcohol content in gasoline.

8 ies to produce larger quantities of high-RON gasoline.

9 and a negligible contribution from unburned gasoline.

10 y 80% or more relative to using conventional gasoline.

11 economy by utilizing higher octane (98 RON) gasoline.

12 or monitoring the adulteration of automotive gasoline.

13 c energy content of ethanol when compared to gasoline.

14 ide, especially after the removal of lead in gasoline.

15 haust from older passenger cars and unburned gasoline.

16 ns from i-butanol, compared to certification gasoline.

17 age blend of 80% ethanol (by volume) and 20% gasoline.

18 ssions, 88 and 120 g CO(2)eq/MJ reformulated gasoline.

19 quently detected at sites impacted by leaded gasoline.

20 50 ppm for model silicon molecules in spiked gasoline.

21 he U.S.S.R. and not by a phase-out of leaded gasoline.

22 anol from corn grain or corn stover than for gasoline.

23 al energy commodity that is competitive with gasoline.

24 grass were 94% lower than estimated GHG from gasoline.

25 for increasing the research octane number of gasoline.

26 lidated by analyzing the aromatic content of gasoline.

27 rations, approximately 30 min in the case of gasoline.

28 and environmentally friendly alternative to gasoline.

29 (MJ)) are estimated to be 7.8 (6.2-9.8) for gasoline, 4.9 (2.7-9.9) for diesel, 2.3 (0.9-4.4) for je

30 presented here (e.g., 92.4 vs 96.2 g CO2e/MJ gasoline, + 4.1%) are due to changes both in modeling pl

31 change and health costs are $469 million for gasoline, $472-952 million for corn ethanol depending on

32 per IQR by source were estimated for onroad gasoline (9-11% increase), followed by onroad diesel (6-

33 are estimated to be 88.6% (86.2%-91.2%) for gasoline, 90.9% (84.8%-94.5%) for diesel, 95.3% (93.0%-9

34 ents in consumer and industrial products, as gasoline additives, and as intermediates in the synthesi

35 powerful tool for on-site rapid detection of gasoline adulteration and opens substantive avenues for

36 Gasoline adulteration detection is currently carried out

37 measurements for on-site rapid detection of gasoline adulteration.

38 switch modulator was also used for a slower gasoline analysis (33 min run time) that produced modula

39 ederal Test Procedure (US06) drive cycles on gasoline and 10% by volume blended ethanol (E10).

40 )eq/MJ of crude, or up to 11 g CO(2)eq/MJ of gasoline and 19 g CO(2)eq/MJ of diesel (the margin of de

41 g CO2eq/MJ (80% CI, 87-94) of Bakken-derived gasoline and 90 g CO2eq/MJ (80% CI, 88-94) of diesel.

42 r the years following the phase-out of Pb in gasoline and a resulting upward shift in the PbA particl

43 tive fuel is widely used as a substitute for gasoline and also in gasoline direct injection (GDI) veh

44 ive different feedstocks was conducted, with gasoline and corn ethanol as reference fuels.

45 will play an important role in conventional gasoline and diesel applications, bioderived solutions a

46 of replacing conventional, petroleum-derived gasoline and diesel continue to be scrutinized for polic

47 WTW GHG emissions of gasoline and diesel derived from diluted bitumen ranged

48 r rate than charcoal production and use, and gasoline and diesel for motorcycles, cars, and generator

49 When combined with data on gasoline and diesel fuel sales in the U.S., these result

50 rations of some real samples such as regular gasoline and diesel fuel showed that the analytical perf

51 Emissions from the combustion of gasoline and diesel fuels are the largest contributors t

52 ake up roughly one-third of the compounds in gasoline and diesel fuels, both experimental and theoret

53 vior close to that of the species present in gasoline and diesel fuels.

54 il sands projects, the WTW GHG emissions for gasoline and diesel produced from bitumen and SCO in U.S

55 condary organic aerosol (SOA) formation from gasoline and diesel small off-road engines (SOREs).

56 upgrader residual coke, forest fires, coal, gasoline and diesel soot).

57 ls (WTW) GHG emissions of U.S. production of gasoline and diesel sourced from Canadian oil sands.

58 le freshwater consumptions of Bakken-derived gasoline and diesel to be 1.14 (80% CI, 0.67-2.15) and 1

59 Emissions from gasoline and diesel vehicles are predominant anthropogen

60 emission factors for over 230 compounds from gasoline and diesel vehicles via two methods.

61 erosol formation potential of emissions from gasoline and diesel vehicles, and find diesel exhaust is

62 ted gaseous emissions of twenty-one Euro 4-6 gasoline and diesel vehicles, on both the current Europe

63 ght light oil and relative demand shifts for gasoline and diesel will impose challenges on the abilit

64 lected from 26 different vehicles, including gasoline and diesel-powered engines, using a modificatio

65 ting oil being the dominant source from both gasoline and diesel-powered vehicles, with an additional

66 s study compares the environmental impact of gasoline and E85 taking into consideration 12 different

67 sible application in natural gas refining to gasoline and materials under moderate operational condit

68 The PM is not completely apportioned to the gasoline and oil due to several contributing factors, in

69 rably lower (65-85%) than those of reference gasoline and U.S. grid-electricity pathways.

70 option for increasing the octane ratings of gasoline and would provide additional engine efficiency

71 while the vehicle was running on low-sulfur gasoline and, consecutively, with five different lubrica

72 h molecular weights that can be targeted for gasoline and/or jet fuel applications.

73 han conventional natural gas, 23% lower than gasoline, and 33% lower than coal.

74 Gasoline- and diesel-powered motor vehicles, both on/off

75 duction from higher volatility fuels such as gasoline appeared to be more sensitive to aromatic conte

76 icularly when used in a low-level blend with gasoline, are considerably larger than previously estima

77 en associated with environmental exposure to gasoline; aromatic hydrocarbons from refinery pollution,

78 rrently produces the majority of the world's gasoline, as well as an important fraction of propylene

79 source that best preserves the advantages of gasoline automobiles: low upfront cost, long driving ran

80 ng methods to complex mixtures, in this case gasoline, based on biologically relevant parameters used

81 e near-global phase-out of leaded automobile gasoline beginning in the 1970s have since been observed

82 on components offers an option to reach high gasoline bioenergy content for E10-compatible cars.

83 operated with gasoline (E0) and two ethanol/gasoline blends (E10 and E85) under transient and steady

84 ws that a significant fraction of ethanol in gasoline blends does not result in a well-defined trend

85 As low-level ethanol-gasoline blends have not consistently outperformed ethan

86 billion gallons of biofuels (to be added to gasoline) by 2022, of which 21 billion gallons must be d

87 a decade after the emissions than a similar gasoline car due to the higher emissions of black carbon

88 eolites as hydrocarbon traps under simulated gasoline car exhaust gases, paying special attention to

89 materials (olive oil, fuel oil, motor oils, gasoline, car wax and hand cream) hardly cause confusion

90 assenger-km than the three CVs investigated: gasoline cars (2x), diesel cars (10x), and diesel buses

91 passenger-km are greater for e-cars than for gasoline cars (3.6x on average), lower than for diesel c

92 Higher SOA formation from gasoline cars and primary emission reductions for diesel

93 tion of SOA formation from modern diesel and gasoline cars at different temperatures (22, -7 degrees

94 mary emission reductions for diesels implies gasoline cars will increasingly dominate vehicular total

95 e diesel cars generally emit less CO(2) than gasoline cars, CO(2) emission taxes for vehicle registra

96 the consumer preference for diesel cars over gasoline cars.

97 ars are not necessarily worse polluters than gasoline cars.

98 Despite being resource intensive compared to gasoline, cellulosic ethanol offers the possibility of a

99 elemental carbon, and PM2.5 from diesel and gasoline combustion and paved road dust (geological PM2.

100 . gasoline, primarily ethanol, a high-octane gasoline component.

101 Typical gasoline consists of varying concentrations of aromatic

102 billion gallons (11 to 30 billion liters) of gasoline consumed over the vehicles' lifetimes - the lar

103 y targets, resulting in increased fleet-wide gasoline consumption and emissions.

104 hicle-sector CO2 emissions by 27% and reduce gasoline consumption by 59% for $40/vehicle-year more th

105 opriately tuned vehicles could reduce annual gasoline consumption in the U.S. by 3.0-4.4%.

106 t emissions increase by 0 to 60 t of CO2 and gasoline consumption increases by 0 to 7000 gallons (26,

107 efficiently by concentrating consumption of gasoline containing 10% ethanol (i.e., E10) near produce

108 particulate matter (PM(2.5)) emissions from gasoline, corn ethanol, and cellulosic ethanol.

109 icantly (31-40%) compared to their diesel or gasoline counterparts.

110 Replacing a gasoline CV with a CNG CV, or a CNG CV with a CNG HEV, c

111 (compared with approximately 95 g CO2e/MJ of gasoline), depending on biorefinery configurations and m

112 23% on average) greater impact compared with gasoline, depending on where corn is produced, primarily

113 IV) was the only observed oxidation state in gasoline, diesel, and coal fly ash, while biomass burnin

114 fuel substitutes or precursors suitable for gasoline, diesel, and jet engines directly from ionic li

115 Alkanes, the major constituents of gasoline, diesel, and jet fuel, are naturally produced b

116 life-cycle greenhouse gas (GHG) emissions of gasoline, diesel, and other fuel vehicles, but would add

117 ended at a refinery to produce fuels such as gasoline, diesel, JP-8, and jet fuel, or produce commodi

118 quirements, refiners will need to reduce the gasoline/diesel (G/D) production ratio, which will likel

119 ing, biodiesel synthesis, desulfurization of gasoline/diesel, metal processing, and metal electrodepo

120 to port fuel injection (PFI) engine exhaust, gasoline direct injection (GDI) engine exhaust has highe

121 Gasoline direct injection (GDI) is a new engine technolo

122 nd a light-duty diesel passenger vehicle and gasoline direct injection (GDI) vehicle were tested on a

123 ry 2015 to measure emissions from light-duty gasoline direct injection (GDI) vehicles (2013 Ford Focu

124 er emissions were obtained from two pairs of gasoline direct injection (GDI) vehicles and port fuel i

125 sed as a substitute for gasoline and also in gasoline direct injection (GDI) vehicles, which are quic

126 red hybrid vehicle, one PFI vehicle, and six gasoline direct injection (GDI) vehicles.

127 article emissions from a modern turbocharged gasoline direct injection passenger car equipped with a

128 idespread adoption of vehicles equipped with gasoline direct-injection (GDI) engines.

129 particulate matter emitted from a light-duty gasoline-direct-injection (GDI) vehicle, over the FTP-75

130 The results indicate that 1) the largest gasoline displacement (1.1 million gallons per year) can

131 to increase the VMT electrification rate and gasoline displacement if targeted to PHEVs with modest e

132 icle mileage traveled (VMT), thus increasing gasoline displacement, followed by diversified charging

133 unique elemental tracers of PM derived from gasoline-driven LDVs.

134 PM2.5 and PM10 emissions from predominantly gasoline-driven light-duty vehicles (LDVs) traversing th

135 ehicles operating on summer and winter grade gasoline (E0) and ethanol blended (E10 and E85) fuels.

136 t-duty gasoline vehicles (LDVs) operating on gasoline (e0) and ethanol-gasoline fuel blends (e10 and

137 a flex-fuel Euro-5 GDI vehicle operated with gasoline (E0) and two ethanol/gasoline blends (E10 and E

138 l exhaust, gasoline exhaust, and nontailpipe gasoline emissions.

139 , with the largest contributions from leaded gasoline emissions.

140 rom a spark-ignition direct-injection (SIDI) gasoline engine.

141 results clearly demonstrate that IVOCs from gasoline engines are an important class of SOA precursor

142 attention must be paid to black carbon from gasoline engines to obtain a full understanding of the i

143 re high compared to corresponding values for gasoline engines.

144 on-road gasoline vehicles and small off-road gasoline engines.

145 cle inventories (LCI) of air pollutants from gasoline, ethanol derived from corn grain, and ethanol f

146 The most abundant VOC was the gasoline evaporation tracer i-pentane, which exceeded 12

147 2012 Hajj study included vehicular exhaust, gasoline evaporation, liquefied petroleum gas, and air c

148 uncombusted fuels and comprise 32 +/- 2% of gasoline exhaust and 26 +/- 1% of diesel exhaust by mass

149 emitted, the gas-phase organic compounds in gasoline exhaust have the largest potential impact on oz

150 one production potentials of diesel exhaust, gasoline exhaust, and nontailpipe gasoline emissions.

151 times more efficient at forming aerosol than gasoline exhaust.

152 Gasoline-exhaust is an important PM source with largely

153 Here we examine gasoline-exhaust particle toxicity from a Euro-5 passeng

154 e to realistic doses of atmospherically-aged gasoline-exhaust particles impairs epithelial key-defenc

155 than 75 nm, that is most prominent with the gasoline fleet but is not present in the heavy-duty dies

156 le environmental impacts of corn ethanol and gasoline focused almost exclusively on energy balance an

157 et of seven light-duty gasoline vehicles for gasoline fuel aromatic content while operating over the

158 LDVs) operating on gasoline (e0) and ethanol-gasoline fuel blends (e10 and e85).

159 CHs are shown to effectively remove NOx from gasoline-fueled diesel-like exhausts.

160 For gasoline-fueled OSVs, fuel-based emission rates of carbo

161 l vehicle and in laboratory studies with two gasoline-fueled passenger cars, we found that as much as

162 statistically significant sample of Iranian gasoline-fueled privately owned light duty vehicles (LDV

163 06, 95% confidence interval: 1.01, 1.10) and gasoline-fueled vehicles (rate ratio = 1.10, 95% confide

164 r a wide variety of automobiles from a small gasoline-fuelled vehicle to a large diesel-fuelled vehic

165 rwhelming contribution of diesel compared to gasoline-fuelled vehicles to emissions of both PM2.5 and

166 Three gasoline fuels were blended to meet a range of total aro

167 compared with that of a similar (nonplug-in) gasoline hybrid electric vehicle and internal combustion

168 f the costs of producing ethanol relative to gasoline imply an abatement cost of at least $48 Mg(-1)

169 ange in modeling platform, and emissions for gasoline in 2014 were about 2% lower than in 2005 (98.1

170 We find that greater use of high-RON gasoline in appropriately tuned vehicles could reduce an

171 consumption associated with using higher-RON gasoline in individual vehicles.

172 bstitute for coal in electricity production, gasoline in transport, and electricity in buildings decr

173 e not consistently outperformed ethanol-free gasoline in vehicle performance or tailpipe emissions, n

174 here following the phasing out of metal from gasoline (in Italy since 2002).

175 proach for carcinogenic benzene removal from gasoline, is probed using benzene/toluene mixtures, and

176 onger distances using electricity instead of gasoline, large packs are more expensive, heavier, and m

177 sion reductions greater than 80% relative to gasoline, largely as a result of the combustion of ligni

178 anthropogenic (industrial) lead, comprising gasoline lead, coal combustion lead (most likely source

179 In addition, a light-duty gasoline LEV vehicle and ultralow emission vehicle (ULEV

180 n to 10 nm diameter, from on-road California gasoline light-duty vehicles with spark ignition (SI) an

181 ial for cost-efficient production of diesel, gasoline-like fuels, and oleochemicals.

182 Eight light-duty gasoline low emission vehicles (LEV I) were tested on a

183 95 due to the use of Pb additives in Russian gasoline mined in the Rudny Altai.

184 ration content in a wide range of commercial gasoline mixtures, both in their native states and spike

185 Hybrid electric vehicles use gasoline more efficiently than internal combustion engin

186 et of gas-phase organic compounds present in gasoline motor vehicle exhaust.

187 ssociated with parental exposure to benzene, gasoline, motor vehicle-related jobs, painting, and rubb

188 sions from production of additional high-RON gasoline, net CO2 emissions are reduced by 19-35 Mt/y in

189 ry for "well-to-wheel" analyses of increased gasoline octane ratings in the context of light duty veh

190 a field-to-tank yield of drop-in, cellulosic gasoline of >60 % is possible.

191 el derived PM, our results show that whether gasoline or diesel cars are more polluting depends on th

192 hift to compressed natural gas vehicles from gasoline or diesel vehicles leads to greater radiative f

193 mission factors generally are lower for CVs (gasoline or diesel) than comparable EVs.

194 nched hydrocarbons and aromatic compounds in gasoline, or longer-chain, less highly branched hydrocar

195 The use of a gasoline particulate filter (GPF) reduced BC emissions f

196 r the same vehicle equipped with a catalyzed gasoline particulate filter (GPF).

197 all but the lowest BC scenario, installing a gasoline particulate filter with an 80% BC removal effic

198 ased) and low pressure drop requirements for gasoline particulate filters (GPFs), a previously develo

199 Motivated by modeling of gasoline particulate filters (GPFs), a probability densi

200 To investigate the impact of gasoline particulate filters on particulate-matter emiss

201 burning PM2.5; associations with diesel and gasoline PM2.5 were frequently imprecise or consistent w

202 Increasing the octane rating of the U.S. gasoline pool (currently approximately 93 Research Octan

203 imiting components in the shift from petrol (gasoline) powered to electric vehicles, while also enabl

204 Mean carbon monoxide emissions from gasoline-powered cars </= 3 years old measured using rem

205 cyanic acid from a fleet of eight light duty gasoline-powered vehicles (LDGVs) tested on a chassis dy

206 combustion sources that includes: airplanes, gasoline-powered vehicles not equipped with a three-way

207 that, for affluent and mature cities, higher gasoline prices combined with compact urban form can res

208 lls for increased renewable fuel use in U.S. gasoline, primarily ethanol, a high-octane gasoline comp

209 able standard and tested on a series of ASTM gasoline proficiency samples.

210 m contaminant levels, and low levels of both gasoline range (0-8 ppb) and diesel range organic compou

211 zed reaction conditions, hydrocarbons in the gasoline range can be produced.

212 zene, toluene, xylenes (BTEX) and 98% of the gasoline-range organics (GRO) were biodegraded in less t

213 xhibit different temporal patterns than from gasoline, reflecting seasonal aspects of farming activit

214 40, indicating maximum changes from the 2014 gasoline result between +2.1% and -1.4%.

215 50-500 range depending on the nature of the gasoline sample analyzed.

216 cificity to clearly discriminate between the gasoline samples and simultaneously characterize the spe

217 A set of 10 fresh (unevaporated) gasoline samples from a single metropolitan area were di

218 to a data set of GC/MS data for a variety of gasoline samples to be classified using partial least-sq

219 Triplicate analyses of two gasoline samples was shown to be sufficient to discrimin

220 characterization and speciation of finished gasoline samples.

221 as drivers switched from ethanol to cheaper gasoline, showing a benefit of ethanol.

222 Two- and 4-stroke gasoline SOREs emit much more (up to 3 orders of magnitu

223 , dilute emissions from both 2- and 4-stroke gasoline SOREs produced large amounts of semivolatile SO

224 A precursors compared to diesel and 4-stroke gasoline SOREs; however, 35-80% of the NMOG emissions fr

225 les in the U.S., these results indicate that gasoline sources are responsible for 69-96% of emissions

226 leukemia with both residential proximity to gasoline stations and exposure to benzene.

227 Residential proximity to gasoline stations or automobile repair facilities may be

228 udies on childhood leukemia and proximity to gasoline stations should involve some criteria that diff

229 r chemicals, and isobutanol can be used as a gasoline substitute.

230 ethanol, higher alcohols offer advantages as gasoline substitutes because of their higher energy dens

231 ss is substituted for fuel oil as opposed to gasoline, suggesting that, in certain U.S. locations, su

232 on and SOA formation is markedly higher from gasoline than diesel particle filter (DPF) and catalyst-

233 Relative to gasoline, the efficiency of diesel production is highly

234 As compared to gasoline, the GHG savings from miscanthus-based ethanol

235 eleven different unburned fuels: commercial gasoline, three types of jet fuel, and seven different d

236 ge benefits from GHG reduction, a shift from gasoline to cellulosic ethanol has greater advantages th

237 sumptions and uncertainties, the switch from gasoline to diesel cars encouraged by CO(2) taxes does n

238 emission standards, what does the shift from gasoline to diesel cars mean for the climate mitigation?

239 one that assumes a complete transition from gasoline to E85 fuel, and one tied to the biofuel requir

240 hyl tertiary butyl ether (MTBE) are added to gasoline to improve fuel combustion and decrease exhaust

241 mixtures of environmental chemicals such as gasoline, tobacco smoke, water contaminants, or food add

242 Consequently, both classification of the gasoline type and quantification of the adulteration con

243 world megacity of Sao Paulo to substitute to gasoline use (95% confidence intervals: +4,154 to +13,27

244 ty is significant, nearly 30% of the average gasoline use in a U.S. passenger vehicle in 2007.

245 sions are apportioned to lubricating oil and gasoline using aerosol-phase chemical markers measured i

246 blend was designed to produce no increase in gasoline vapor pressure.

247 The average MAC365 of gasoline vehicle emission samples is 0.62 +/- 0.76 m(2)

248 hese results suggest that in addition to BB, gasoline vehicle emissions may also be an important BrC

249 ble OC from prescribed and laboratory BB and gasoline vehicle emissions was examined using spectropho

250 strong wavelength dependence for both BB and gasoline vehicle emissions.

251 C/ppbNOx increased the SOA yield from dilute gasoline vehicle exhaust by a factor of 8.

252 The majority of the reduction in gasoline vehicle NOx emissions occurred prior to the ful

253 id electric vehicle (the most efficient U.S. gasoline vehicle) across the U.S. in nearly all scenario

254 PM2.5 from biomass burning, diesel vehicle, gasoline vehicle, and dust sources was similar in chemic

255 In contrast, gasoline vehicles (ICEVs) remain dominant through 2050 i

256 Light-duty gasoline vehicles (LDGV) exhibited the highest intrinsic

257 rganic aerosol (POA) emitted from light duty gasoline vehicles (LDGVs) exhibits a semivolatile behavi

258 ceous aerosols emitted from three light-duty gasoline vehicles (LDVs) operating on gasoline (e0) and

259 ary PM and organic carbon than newer on-road gasoline vehicles (per kg of fuel burned).

260 es of decrease in CO and NMHC emissions from gasoline vehicles and (2) significant advances in contro

261 to WLTP did not have much impact on NOx from gasoline vehicles and CO from diesel vehicles.

262 und (IVOC) emissions from a fleet of on-road gasoline vehicles and small off-road gasoline engines.

263 On-road gasoline vehicles are a major source of secondary organi

264 emonstrate that the BC emission factors from gasoline vehicles are at least a factor of 2 higher than

265 agnant air conditions and in countries where gasoline vehicles are predominant and need to be conside

266 representative of the in-use 2004 light-duty gasoline vehicles fleet is estimated from the Kansas Cit

267 ions response of a fleet of seven light-duty gasoline vehicles for gasoline fuel aromatic content whi

268 haust concentrations from a fleet of on-road gasoline vehicles in a smog chamber.

269 Although organic gas emissions from gasoline vehicles in Los Angeles are expected to fall by

270 w measurements suggest that POA emitted from gasoline vehicles is composed of two types of POA that h

271 ds (VOCs) for a wide range of spark ignition gasoline vehicles meeting varying levels of emissions st

272 s when the fleet was at least 80% light-duty gasoline vehicles on a fuel-consumption basis.

273 particle-phase emissions from 82 light-duty gasoline vehicles recruited from the California in-use f

274 EU stage 6 solid particle count standard for gasoline vehicles throughout the mileage accumulation st

275 s was performed on eight Euro 4-6 diesel and gasoline vehicles to study the impacts of driving condit

276 e data on taxable fuel sales, as of 2010, LD gasoline vehicles were estimated to be responsible for 8

277 from diesel vehicles and CO from low-powered gasoline vehicles were significantly higher over the mor

278 bstantially to SOA production, especially in gasoline vehicles with the most advanced aftertreatment.

279 coefficients ranging from 0.034 to 0.65 for gasoline vehicles, -0.54-0.48 for diesel vehicles, -0.29

280 s emissions per passenger-km were similar to gasoline vehicles, but the number-based emissions were r

281 Compared with gasoline vehicles, diesel vehicles equipped with catalyz

282 performed to investigate SOA formation from gasoline vehicles, diesel vehicles, and biomass burning.

283 ts systems (PEMS) on multiple routes for 100 gasoline vehicles, including passenger cars (PCs), passe

284 To date, HNCO emission rates from light duty gasoline vehicles, operated under driving conditions, ha

285 ered by low-emitting electricity relative to gasoline vehicles.

286 ost 90% of which is from biomass burning and gasoline vehicles.

287 compound emissions for two Euro 6 diesel and gasoline vehicles.

288 he lower NO(x) emissions for E85 relative to gasoline vehicles.

289 and while driving on a highway dominated by gasoline vehicles.

290 icle numbers and CO, which mainly induced by gasoline vehicles.

291 o yield branched C7 -C10 hydrocarbons in the gasoline volatility range.

292 Certification gasoline was splash blended with alcohols to produce fou

293 southeast New Hampshire, where reformulated gasoline was used from the 1990s to 2007, methyl tert-bu

294 on the basis of whether or not signatures of gasoline were detected.

295 Results show that E85 does not outperform gasoline when a wide spectrum of impacts is considered.

296 es have found that substituting biofuels for gasoline will reduce greenhouse gases because biofuels s

297 Our study indicates that replacing gasoline with corn ethanol may only result in shifting t

298 rocess in oil refining to obtain high-octane gasoline with minimal content of aromatic compounds.

299 d produce BOBs yielding finished E20 and E30 gasolines with higher octane ratings at modest additiona

300 Higher octane ratings for regular-grade gasoline (with greater knock resistance) are an enabler