Liter Of Gasoline Research Articles

A completive research on the feasibility and adaptation of shared transportation in mega-cities – A case study in Beijing

Electric vehicle sharing (EVS) and bike sharing have been recognized as promising solutions to growingly serious problems of traffic congestion, air pollution, and insufficient parking spaces. This paper, based on the current research status, analyzes and evaluates the effect of shared transportation on alleviating or solving the traffic and environmental issues of mega-cities from five perspectives-resource, environment, convenience, economy and governance. Then, taking Beijing as a case, one of the representative giant cities, this paper investigates and analyzes the development situation, feasibility, and adaptation of shared transportation. Compared with 2015, the share of cars decreased by more than 3.2%, and the trip frequency decreased by more than 55% for private car owners in 2016. Shared transportation reduced energy consumption, nitrogen emissions and PM 2.5 by 45 million liters of gasoline, 540,000 tons and 4.5 billion mg just in one year in Beijing in 2016. The results indicate that shared transportation has an important role and potential in alleviating traffic and environmental issues of mega-cities. A series of development suggestions and some practical considerations are provided at the end, which might supply good decision-making guidance for policy makers.

MAKSIMASI KEUNTUNGAN USAHA PUKAT CINCIN DI NEGERI LATUHALAT PADA MUSIM TIMUR

The purpose of this study is to study the maximization of business profits through the determination of the optimal use of production factors in the trawl ring business in Latuhalat. Observations and direct interviews based on questionnaires were carried out on 3 fishermen who owned trawl ring businesses in 3 hamlets in Latuhalat. Data were analyzed using business profit analysis methods and linear programming analysis. The results showed that: 1). The optimal use of production factors for trawling by the respondents in Latuhalat is 41 - 45 trips in June using 15.2 - 21.1 liters of gasoline, 280.9 - 304.4 liters of gasoline, 10.1 - 21 , 2 liters of oil, using labor as much as 15-17 people for 8 hours / day, and using transportation and FAD services as much as 351.3 - 360 HOK or 8 hours per day; and 2). The maximum profit that can be obtained from trawling rings by respondents in Latuhalat is Rp. 165,545,500 - up to Rp. 184,800,000, - in June. To achieve this maximum profit, respondents need to produce 25,270.3 kg of fish to 27,540.98 kg in June.

Compressive Strength Characteristics of Carbon, Palm Kernel and Steel Fibre Reinforced Polyster+ Polymer Concrete

Particle-filled reinforced polymer composite (PC) is formed by combining mineral aggregates with a resin system. This study presents the compressive strength characteristics of carbon, palm kernel and steel fibre reinforced polymer concrete. The binder was locally produced by dissolving 600g of styrofoam in a litre of gasoline , it was then mixed with river sand at a binder aggregate ratio of 18% binder to 82% fine aggregates. The various fibres were added in the mix at 0%, 1% and 2% by weight of the binder. A total of 27 specimens of 100 x 100 x 100 mm cubes were cast, cured (air dried curing) and tested after 28 days. The results obtained show that the compressive stength of the fibre reinforced polymer concrete increases with fibre content up to 2% for all fibre types used except for palm kernel concrete and which decreases at 2% fibre content. Likewise the deflection decreases generally for all fibre type used except the case of palm kernel fibre.

Impact of Driving Techniques on Fuel Consumption

Climatologists constantly point to the change of the climate on Earth. They consider CO2 emissions to be one of the main causes of these changes. Transport is significant producer of the greenhouse gases. If one litre of gasoline is burnt, 2.5 kg of CO2 is released into environment. Incineration of one litre of oil means that the air gets 2.7 kg of CO2 [1]. Moreover, the air gets other pollutants, particularly nitrogen oxides NOx, unburned hydrocarbons, particulates. If we want to stop or delay the climate change, we should minimize production of the greenhouse gases. This objective could be implemented through legislation, designing of more efficient propulsion units, construction of infrastructure or using of alternative fuels. The easiest way is to minimize vehicle fuel consumption. This is dependent on driver and his driving techniques. The technical condition of the vehicle, route selection and the type of the vehicle are also significant [2]. We want to show the influence of the driving technique on the fuel consumption. Article describes four different driving techniques and their impact on the fuel consumption.

Estimación del Potencial de Producción de Hidrógeno a partir de Energía Solar Fotovoltaica en Ecuador

Se hace una evaluación preliminar del Hidrógeno electrolítico que se obtendría del aprovechamiento del recurso solar fotovoltaico en Ecuador. La información base es la energía eléctrica fotovoltaica anual generada en las provincias del territorio continental calculada por filtrado de la información del Atlas Solar del Ecuador. Se obtiene que la provincia del Guayas es la de mayor potencial generado, 8,73×108 kWh/año, y de H2 producido, 1,58×107 kg H2 /año. Mientras que la provincia de Loja es la de mayor densidad de producción, 1,15 ton H2 /año km2. La producción total anual de H2 del Ecuador es de 2,55×108 kg H2 /año, con una densidad de producción de 1,03 ton H2 /año km2 , energéticamente equivalente a 9,85×108 litros de gasolina y 8,5×108 litros de diésel, igual al 43 % y 27 % de sus volúmenes importados por Ecuador en el año 2013 y su potencial uso en vehículos movidos por celdas de combustible evitaría la emisión de 5,4×106 ton CO2 /año, contribuyendo a su mitigación en el sector con mayor aporte a las emisiones contaminantes del país. Se concluye que la obtención de H2 a partir de energía solar fotovoltaica en el Ecuador, es una opción potencialmente atractiva y que amerita estudios más detallados de factibilidad y viabilidad.

Obtención de biogas a partir de la pulpa de café y estiércol de res

The digestion of the pulp mixture of coffee with cattle manure in anaerobic conditions is a technique effective for the production of biogas as an option to the issue of environmental pollution and the substitution of fossil fuels in the country. Today at the national level are not properly exploiting resources such as agricultural waste, such as alternative energy sources today. The amount of biogas obtained in the experiment from a base of 22 kg dry pulp, is 104.7 liters, which is an indicator of what could be achieved if all coffee pulp that is wasted in the country was used. The volumes of gas to be obtained, would amount annually to 258,000 cubic meters, which is equivalent to the energy provided by 157,668 liters of gasoline or 370,220 kilowatt / hours of energy. This study lays the foundation for the development of technological innovation projects aimed at obtaining alternative energy sources, encouraging the Ecuadorian rural sector to think about the need to install their own digesters, and so use the crop wastes and manure from their livestock.

Chevrolet Volt On-Road Test Programs in Canada. Part 2: Evaluation of Gasoline Displacement and Extreme Weather Performance in Comparison with Other Vehicles Types

Two test programs were conducted to investigate the on-road performance of model year 2012 Chevrolet Volts in Ottawa, Ontario, Canada. Specific testing routes were defined for various types of city and highway driving. Data loggers and additional instrumentation were installed in the vehicles to accurately monitor variables indicating the use of electricity for driving, as well as the use of fuel by the gasoline engine. The vehicles were tested during various seasons of the year to record their performance over the full range of climate conditions representative for a large part of Canada (from -27 °C to +37 °C). The test results were subsequently processed and analysed to compare the Volt’s performance in charge depletion mode (electric drive) to its operation in charge sustaining mode (hybrid drive). A ‘Gasoline Displacement Factor’ was introduced, which reflects the amount of grid electricity needed to replace one litre of gasoline used for driving the Volt. Test results show very low Gasoline Displacement Factors of 2 – 3.5 kWh/L for summer driving, while values of 3 – 9 kWh/L were observed for winter driving. The test results were also used to evaluate the additional amount of energy that the vehicles would need for driving, and cabin conditioning (heating in winter, air conditioning in summer) under conditions different from the more optimal 20-25 °C temperature range used for most standard performance tests. The Volt’s relative performance under extreme temperature conditions was compared to those of conventional gasoline vehicles, hybrid electric vehicles and battery electric vehicles. Additionally, recommendations for a more optimal use of the Volt under extreme temperature conditions are provided.

Realizing Low Carbon Emission in the University Campus towards Energy Sustainability

Energy consumption increases with intensity of human activities. People consume energy for movement and other activities and the more fossil-fuel based energy used, the more carbon dioxide (CO2) emission. Since carbon dioxide is the major element of the greenhouse gases (GHG), this phenomenon has a serious implication for global warming and consequent climate change—a scenario that calls for sustainable development. This research considers the emission of CO2 from energy use within the campus of Universiti Teknologi Malaysia. Two major sources of energy consumption were identified, namely: electricity and transport. The emission for electricity was estimated based on electricity meter reading and the conversion rate in accordance with the stand-ardized conversion factors for fuel mix of the purchased electric energy as given by PTM (Pusat Tenaga Malaysia), while the associated CO2 emission for transport was estimated based on the number of miles driven (VMT—Vehicle Miles Travel) within the campus, emissions produced per litre of gasoline, and fuel economy of vehicles plying the campus in line with the Code of Federal Regulations USEPA and consistent with the Inter-governmental Panel on Climate Change (IPCC) guidelines. It was observed that high CO2 emission resulted from electricity energy consumption, and the highest emission in the transport sector was produced by commuting vehicles while emission from service delivery for cooling, lighting and other equipment was similar to national average.

An Inter-Disciplinary Approach to the Development of a Low-Consumption Prototype for the European Shell Eco-Marathon

The paper describes the design, the test and the optimization of a prototype for the European Shell Eco-Marathon (SEM) competition. The design step includes the definition of vehicle shape, materials, structure, tires, power-train and control with an inter-disciplinary approach. The test phase was performed both numerically and experimentally. The vehicle, named Carla 2012 has been build at the DII (Department of Innovation Engineering) at Università Del Salento and tested on the facilities available at the Nardò Technical Center and was able to satisfy all the specifics of SEM regulation in 2012 edition. The optimization step is aimed at defining an innovative powertrain and an high-efficiency race strategy in order to achieve 3000 km with the equivalent of 1 liter of gasoline.

Estimating the Energy Consumption Impact of Casual Carpooling

Some of the transportation energy consumed during peak commuter periods is wasted through slow running in congested traffic. Strategies to increase average vehicle occupancy (and reduce vehicle counts and congestion) could be expected to be at the forefront of energy conservation policies. Casual carpooling (also called “slugging”) is a system of carpooling without trip-by-trip pre-arrangement. It operates in three US cities, and has been suggested in New Zealand as a strategy for managing transportation challenges when oil prices rise. The objective of the paper is to find out if casual carpooling reduces energy consumption, and if so, how much. Energy consumption by single occupant vehicles; casual carpool vehicles; and a mix of buses and single occupant vehicles; are estimated and compared, and the impact on the rest of the traffic is calculated. The paper estimates that casual carpooling in San Francisco is conserving in the order of 1.7 to 3.5 million liters of gasoline per year, or 200-400 liters for each participant, much of which comes from the impact on the rest of the traffic. The paper concludes by calling for applied research to discover how to catalyze casual carpooling in other cities as a means of reducing transportation energy consumption.

Drinking Water and Risk of Stroke

“There are more things in heaven and earth, than are dreamt of in your philosophy.” — William Shakespeare, “Hamlet,” Act 1, Scene 5 English dramatist and poet (1564 to 1616) See related article, pages 2499–2504. Less than 1% of the fresh water (approximately 0.007% of all water on earth) is accessible for direct human use. We use this small amount of water for drinking, transportation, heating and cooling, industry, and many other purposes.1 In countries with limited access to safe drinking water (and also in developed countries with an increasing consumption of bottled mineral water), its cost has been rising. Furthermore, the price per liter of bottled water may be surprisingly higher than the price of a liter of gasoline! For example, the average cost of regular gasoline (87 octanes) is US $0.8 to 1.1 in the United States and Canada, and 1.7 to 1.9 Euros in European countries (Belgium, France, The Netherlands, Germany, Italy, and the United Kingdom according to the European Commission, Oil Bulletin, Weekly Report, April 2010). By contrast, the average price of a liter of bottled water (2×500 mL) in convenience stores in North America (United States, Canada) range from US $2 to 3 …

A comparative life cycle assessment of bio- and conventional fuels in a Canadian province

In this paper, a comprehensive study on corn-based ethanol in a Canadian context is conducted, which uses the most reliable and up to date data, considers realistic assumptions, and applies sound methodology to provide a basis for developing future scenarios for corn-based ethanol and compared the results with the conventional fuel, such as gasoline. It is estimated that the net energy value (NEV), defined as the energy content of a liter of ethanol minus the total energy use to produce a liter of ethanol, is 9.6 MJ L−1 (LHV), when co-products energy credits are not considered. In addition, a comparison of life cycle energy use for corn-based ethanol and gasoline reveals that the life cycle energy use to produce a liter of ethanol is considerably less than the life cycle energy use to produce a liter of gasoline. Furthermore, a comparison of life cycle greenhouse gas (GHG) emissions for corn-based ethanol and gasoline reveals that the life cycle GHG emissions released per liter of ethanol produced is an order of magnitude lesser than the life cycle GHG emissions released per liter of gasoline produced, when GHG emissions displaced by ethanol co-products are considered in the estimation. Finally, a comparison of our results in terms of net fossil fuel input, net fossil fuel ratio and GHG emissions is carried out with the results obtained from the ERG biofuel analysis meta-model (EBAMM) to reflect both Canadian and US perspectives. Copyright © 2010 John Wiley & Sons, Ltd.

On the calculation of fuel savings through lightweight design in automotive life cycle assessments

Background, aim, and scope Lightweight design is a common means of reducing a passenger car's fuel consumption. In order to calculate the resulting fuel savings, one has to estimate the total energy that is needed to move a certain weight over a defined distance in a distinct way, and express this energy in liter of gasoline or diesel. This can be accomplished by the so-called fuel reduction value (FRV) and based on a standardized driving cycle, e.g., the New European Driving Cycle (NEDC). The aim of this paper is to explain the theoretical background of the calculation of fuel savings in automotive lightweight life cycle assessments (LCAs) of internal combustion engine (ICE) vehicles in greater detail than it has been done before, to describe the resulting factors and their different applications, and to point out some notable particularities that need to be taken into account when conducting this type of LCA study.

Water Consumption in the Production of Ethanol and Petroleum Gasoline

We assessed current water consumption during liquid fuel production, evaluating major steps of fuel lifecycle for five fuel pathways: bioethanol from corn, bioethanol from cellulosic feedstocks, gasoline from U.S. conventional crude obtained from onshore wells, gasoline from Saudi Arabian crude, and gasoline from Canadian oil sands. Our analysis revealed that the amount of irrigation water used to grow biofuel feedstocks varies significantly from one region to another and that water consumption for biofuel production varies with processing technology. In oil exploration and production, water consumption depends on the source and location of crude, the recovery technology, and the amount of produced water re-injected for oil recovery. Our results also indicate that crop irrigation is the most important factor determining water consumption in the production of corn ethanol. Nearly 70% of U.S. corn used for ethanol is produced in regions where 10-17 liters of water are consumed to produce one liter of ethanol. Ethanol production plants are less water intensive and there is a downward trend in water consumption. Water requirements for switchgrass ethanol production vary from 1.9 to 9.8 liters for each liter of ethanol produced. We found that water is consumed at a rate of 2.8-6.6 liters for each liter of gasoline produced for more than 90% of crude oil obtained from conventional onshore sources in the U.S. and more than half of crude oil imported from Saudi Arabia. For more than 55% of crude oil from Canadian oil sands, about 5.2 liters of water are consumed for each liter of gasoline produced. Our analysis highlighted the vital importance of water management during the feedstock production and conversion stage of the fuel lifecycle.

고체 연료첨가제 제조 기준 설정을 위한 연구

본 연구에서는 고체 연료첨가제 제조기준 설정을 위해 연료에 첨가제 주입 시 발생될 수 있는 악영향을 고려하여 용해도, 용해속도 및 회분에 대한 실험을 실시하였다. 그 결과 용해도는 대상연료에 첨가제를 주입하기 전의 무게에 비하여 첨가제 주입 후 여과되는 무게가 증가하였으며, 여과필터의 Pore size가 증가함에 따라 여과되는 첨가제의 무게는 감소하는 것으로 나타났다. 용해속도 실험결과 상온에서 휘발유 1L에 1g의 첨가제를 용해시켰을 때, 2시간 이내에 모두 녹아 가장 빠른 용해속도를 보였고, 영하 <TEX>$20^{\circ}C$</TEX>의 경유에서는 72시간이 지나도록 변화가 거의 없었다. 회분 실험에서는 첨가제를 녹인 휘발유가 첨가제를 녹이지 않은 휘발유에 비해 28배 많은 양의 회분이 발생하였으며, 이로 인해 대부분의 회분은 첨가제로부터 생성된다는 것을 알 수 있었다. This study was performed to investigate solubility, dissolution rate and ash content of solid type fuel additive in gasoline and diesel in order to set up manufacturing standards. From the results, the unfiltered impurities were increased when the fuel additive was added on gasoline and diesel. Also, the unfiltered fuel additive was decreased with respect to increasing the pore size of the filter paper. When one gram of the fuel additive was dissolved in one liter of gasoline at room temperature, the best dissolution rate was about 2 hours. But, almost nothing was dissolved in diesel during 72 hours at <TEX>$20^{\circ}C$</TEX> below zero. At the experiment of ash content, the gasoline which the fuel additive was melted in was showing 28 times more ash content than that was not including the fuel additive. Therefore, it seemed that almost all of ash content was caused by the fuel additive.

Evaluation of biogas production rate and biochemical changes in pig dung used in a simple mobile bio-digester

The rate of biogas generation and biochemical changes in pig dung used in a simple mobile biogas digester designed and constructed at the Department of Environmental Technology, Federal University of Technology Owerri, Nigeria were evaluated. Measurable gas production started 4 days after feeding the digester with pig dung with daily gas volume at this point standing at 0.005m 3 and stabilizing at 0.035m 3 for the 5 th and 6 th day. Thereafter, daily gas production dropped and was fluctuating between 0.001m 3 and 0.002m 3 from the 7 th to the 22 nd day, and then rose to 0.003m 3 on the 23 rd day and maintained a daily production volume of 0.009m 3 from the 24 th to 27 th day. A constant volume of 0.008m 3 produced for the next 5 days. From the 33 rd day the daily gas volume began to increase exponentially to an optimum volume of 0.070m 3 on the 42 nd day after feeding the digester. All biochemical parameters of the dung analyzed such as Moisture (%), Ether Extract (%), Ash (%), Crude Protein (%), Crude Fiber (%), Crude Fiber (%), Nitrogen (%), Phosphorous mg/100gm and Potassium mg/100mg, showed significant decreases in values after 37 days of digestion except crude fiber value which increased significantly (p 3 of biogas produced and estimated to equal about 0.5 liter of gasoline was relatively small and was attributed to the small size of the digester. Keywords : pig dung, mobile bio-digester, biogas, biochemical changes Animal Production Research Advances Vol. 1(1) 2005: 32-38

Energy efficiency and potentials of cassava fuel ethanol in Guangxi region of China

The Guangxi Zhuang autonomous region has plentiful cassava resources, which is an ideal feedstock for fuel ethanol production. The Guangxi government intends to promote cassava fuel ethanol as a substitute for gasoline. The purpose of this study was to quantify the energy efficiency and potentials of a cassava fuel ethanol project in the Guangxi region based on a 100 thousand ton fuel ethanol demonstration plant at Qinzhou of Guangxi. The net energy value (NEV) and net renewable energy value (NREV) are presented to assess the energy and renewable energy efficiency of the cassava fuel ethanol system during its life cycle. The cassava fuel ethanol system was divided into five subsystems including the cassava plantation/treatment, ethanol conversion, denaturing, refueling and transportation. All the energy and energy related materials inputs to each subsystem were estimated at the primary energy level. The total energy inputs were allocated between the fuel ethanol and its coproducts with market value and replacement value methods. Available lands for a cassava plantation were investigated and estimated. The results showed that the cassava fuel ethanol system was energy and renewable energy efficient as indicated by positive NEV and NREV values that were 7.475 MJ/L and 7.881 MJ/L, respectively. Cassava fuel ethanol production helps to convert the non-liquid fuel into fuel ethanol that can be used for transportation. Through fuel ethanol production, one Joule of petroleum fuel, plus other forms of energy inputs such as coal, can produce 9.8 J of fuel ethanol. Cassava fuel ethanol can substitute for gasoline and reduce oil imports. With the cassava output in 2003, it can substitute for 166.107 million liters of gasoline. With the cassava output potential, it can substitute for 618.162 million liters of gasoline. Cassava fuel ethanol is more energy efficient than gasoline, diesel fuel and corn fuel ethanol but less efficient than biodiesel.

The Swiss Climate Penny: An innovative approach to transport sector emissions

Under a voluntary agreement with the Government, the Swiss private sector proposes to lauch an innovative Climate Penny Fund. Oil importers agree to contribute CHF 0.01–0.02 for each liter of gasoline and diesel sold. The measure will generate at least CHF 70 million annually to finance climate protection projects domestically and abroad, enabling Switzerland to eliminate the anticipated transport sector compliance gap and to fulfill its greenhouse gas emission reduction obligations. At reasonable cost, the Climate Penny buys time to implement transport sector policies, develop low-emission technologies/infrastructure and facilitate behavioral changes, while still delivering real, measurable and long-term climate mitigation results.

Development of adsorption buffer and pressure swing adsorption (PSA) unit for gasoline vapor recovery

The effect of a double layered adsorber on the recovery of gasoline from gas emitted from a gasoline storage tank was investigated. The adsorber consists of two different adsorbents: silica gel and activated carbon. A pilot system consisting of an adsorptive buffer for the collection of contaminated air sporadically emitted and a PSA system was installed and operated. Gas from a gasoline tank was fed to the adsorption buffer for a period of time, and subsequently the enriched hydrocarbon stream obtained during the regeneration of the adsorptive buffer was treated by the PSA system. Regeneration of the adsorbent was done by flowing clean air under vacuum. Approximately 21–48 liters of gasoline per hour was recovered with the pilot-scale PSA unit filled with 435 kg of adsorbent in total. The gas emitted from the system contains light hydrocarbon less than 100 ppmv.

Evaluation of evaporative emissions from gasoline powered motor vehicles under South African conditions

This paper reports the quantification of the evaporative emissions from gasoline-powered motor vehicles in South Africa under various conditions including high temperatures. Three vehicles with and without evaporative emission control systems have been tested to quantify gasoline evaporative emissions, including both diurnal and running loss emissions. Measurements were made in a Sealed Housing for Evaporative Determination over a range of ambient temperatures. The standard diurnal test shows that evaporative emissions increase progressively with increasing fuel temperature. South African gasoline powered motor vehicles exhibited evaporative emissions 10 times higher than that allowed by the United States Environmental Protection Agency. The extended-time diurnal test shows that the fuel emitted from gasoline-powered motor vehicles in South Africa is about 97 million litres of gasoline every year.