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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>METHANE-FUELLED BUSES. CURRENT DEVELOPMENT STATUS AND PROPOSAL FOR AN EXHAUST EMISSION EVALUATION PROGRAMME</title>
      <link>https://trid.trb.org/View/685635</link>
      <description><![CDATA[The scope of this work has been to summarise the experiences from international activities and, based on the knowledge gained, propose a test programme for tests on gaseous-fuelled buses and their diesel-fuelled counterparts. City buses can utilise the existing road infrastructure much better than passenger cars and any other type of vehicle for passenger transport on the road. The emissions of greenhouse gases, such as carbon dioxide, from buses are significantly lower than from passenger cars. However, since the exhaust emissions from petrol-fuelled cars has decreased so dramatically during the last decade, the emissions of several emission components, e.g. NOX and particulates, from city buses are higher than from cars. Alternative fuels could play a role in reducing the exhaust emissions in comparison to conventional diesel buses, thereby improving the local air quality. Several different alternative fuels, such as natural gas, biogas and ethanol, have been utilised during the last decade. New fuels such as dimethyl ether (DME) and hydrogen are in discussion for the future but these fuels are greatly dependent on future development in areas such as fuel production, fuel distribution and energy converters. Natural gas and biogas have been considered as inherently "clean" fuel options with considerable potential for further development. Low levels of NOX and particulate emissions are two main advantages. However, the introduction of cleaner diesel fuel and the use of after treatment devices such as catalytic particulate filters have also decreased the emissions from these buses. Recently, the emissions from buses fuelled by natural gas have been in focus in the USA. There are relatively few recent data on emissions from gaseous-fuelled city buses in Sweden. (A). The report is available in full text as a PDF-file (2 MB): http://www.vv.se/publ_blank/bokhylla/miljo/2003_102/Methane%20buses%20 2003-102.pdf.]]></description>
      <pubDate>Tue, 13 Jan 2004 00:00:00 GMT</pubDate>
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      <title>LIQUID ASSET</title>
      <link>https://trid.trb.org/View/670988</link>
      <description><![CDATA[This article discusses the increasing use of liquefied petroleum gas (LPG) as a cleaner fuel for vehicles. Use of LPG in cars could help to reduce emission of carbon dioxide and ozone-forming pollutants significantly. Although some car manufacturers are committed to allowing buyers to buy cars already converted to LPG or with dual petrol-LPG systems, there has so far been limited demand for them. The Italians are the world's most extensive users, with 1.1M LPG cars on their roads. Almost all Japanese taxis run on LPG. Australia has about 500,000 vehicles converted to LPG, but the UK at present has only 7000. Citroen was the first European car manufacturer to develop and build a dual-fuelled car, and provides 23 different models for countries with well-established LPG use. The Xantia 1.8i 16V LX LPG Dual Fuel model claims big fuel savings and a significant reduction in vehicle emissions. Daewoo offers conversions to LPG through Tickford Engineering. Ford is the world's largest producer of alternative fuel vehicles, and makes vehicles operating on electricity, LPG, compressed natural gas (CNG), and ethanol; so far, it has provided over 1M alternative fuel vehicles. PSA Peugeot Citroen has developed a wide range of vehicles running on alternative fuels, especially LPG and electric vehicles.]]></description>
      <pubDate>Fri, 08 Dec 2000 00:00:00 GMT</pubDate>
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