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Future Perspective of Electric Bicycles in Sustainable Mobility in China By
Future Perspective of Electric Bicycles in Sustainable Mobility in China by Xiao Lin A Thesis Submitted in Fulfilment of the Requirements for the Degree of Doctor of Philosophy of Cardiff University Logistics and Operations Management Section of Cardiff Business School, Cardiff University July 2016 “Before we can even ask how things might go wrong, we must first explain how they could ever go right.” – F. A. Hayek 1 DECLARATION This work has not previously been accepted in substance for any degree and is not concurrently submitted in candidature for any degree. Signed ……… ………………………………………. (candidate) Date ………05/09/2016………………… STATEMENT 1 This thesis is being submitted in partial fulfillment of the requirements for the degree of ……………PhD……………(insert MCh, Md, MPhil, PhD etc, as appropriate) Signed ……… ………………………………………. (candidate) Date ………05/09/2016………………… STATEMENT 2 This thesis is the result of my own independent work/investigation, except where otherwise stated. Other sources are acknowledged by footnotes giving explicit references. Signed ……… ……………………………………. (candidate) Date ………05/09/2016………………… STATEMENT 3 I hereby give consent for my thesis, if accepted, to be available for photocopying and for inter-library loan, and for the title and summary to be made available to outside organisations. Signed ……… ……………………………………. (candidate) Date ………05/09/2016………………… I Abstract The thesis seeks to analyse the electric bicycle (e-bike) transition phenomenon in China by applying the Multi-Level Perspective (MLP) Transition Theory and Multi-scalar -
Well-To-Wheels Analysis of Biofuels and Plug-In Hybrids
Well-to-Wheels Analysis of Biofuels and Plug-In Hybrids Michael Wang Center for Transportation Research Argonne National Laboratory Presentation at the Joint Meeting of Chicago Section of American society of Agricultural and Biological Engineers And Chicago Section of Society of Automotive Engineers Argonne National Laboratory, June 3, 2009 The Transportation Sector: Dual Challenges, Dual Approaches Challenges Greenhouse gas emissions – climate change Oil use – energy security Approaches Vehicle efficiency (and transportation system efficiency) New transportation fuels 2 US Greenhouse Gas Emission Shares by Source Pipelines 2% Rail Other 3% 0% Water Commercial 8% 18% Transportation Air 33% 8% Light Duty Residential 59% 21% Heavy Trucks & Buses 20% Industrial 28% 2006 GHG Emissions (CO2 Eqv) 2006 GHG Emissions (CO2 Eqv) Annual US total GHG emissions are 5.6 GT of CO2e 3 U.S. Petroleum Production and Consumption, 1970-2030 20 18 16 Air U.S. Production Rail 14 Marine Off-Road 12 Heavy Trucks 10 8 Light Trucks 6 Million barrelsday per Million 4 2 Cars 0 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025 2030 Sources: Transportation Energy Data Book: Edition 27 and projections from the Early Release Annual Energy Outlook 2009. Coal-Based Fuels Pose a Trade-Off Between Energy Security and GHG Emissions 2 Petroleum Use Petroleum 1 Gasoline ICE Diesel ICE Gasoline HEV Diesel HEV Coal-based fuels Coal-based fuels, CCS No CCS Biomass-based fuels LPG Sugarcane-EtOH DME Corn-EtOH NG-DME H2 BD NG-H2 CNG FTD DME FTD MeOH 0 MeOH EV: CA -
Elementary Energy Infobook, Biomass
Biomass Biomass is anything that is alive. It is also anything that was alive a short time ago. Trees, crops, garbage, and animal waste are all biomass. Most of the biomass we use for energy today is wood. We burn wood to make heat. Biomass gets its energy from the sun. Plants store the sun’s energy in their leaves and roots. When we eat biomass, we use the energy to move and grow. When we burn biomass, we use the energy to make heat. We can also change the energy in biomass into gas and liquid fuels. Crops are biomass. Biomass is Renewable Biomass energy is renewable, which means more biomass can be made in a short time. We can always grow more plants. We should plant new trees when we cut down old ones for wood. We also need to take care of the soil in which our crops grow. We Use Biomass Every Day People and animals get their energy from biomass. The energy in everything we eat comes from plants. Bread is made from wheat, a plant. Hamburgers are made from beef, which came from cows that ate grass and grain. Until about 150 years ago, biomass gave people most of the energy they used. The cave dwellers and settlers burned wood for heat. They burned wood to cook food. In many poor countries, wood is still used for most energy needs. People also burn corn cobs and straw. In places without trees, people burn the waste from cows and pigs. ©2020 The NEED Project Elementary Energy Infobook www.NEED.org 1 ©2020 The NEED Project Elementary Energy Infobook www.NEED.org 1 Electricity Biomass can be used to make electricity. -
Fuel Properties Comparison
Alternative Fuels Data Center Fuel Properties Comparison Compressed Liquefied Low Sulfur Gasoline/E10 Biodiesel Propane (LPG) Natural Gas Natural Gas Ethanol/E100 Methanol Hydrogen Electricity Diesel (CNG) (LNG) Chemical C4 to C12 and C8 to C25 Methyl esters of C3H8 (majority) CH4 (majority), CH4 same as CNG CH3CH2OH CH3OH H2 N/A Structure [1] Ethanol ≤ to C12 to C22 fatty acids and C4H10 C2H6 and inert with inert gasses 10% (minority) gases <0.5% (a) Fuel Material Crude Oil Crude Oil Fats and oils from A by-product of Underground Underground Corn, grains, or Natural gas, coal, Natural gas, Natural gas, coal, (feedstocks) sources such as petroleum reserves and reserves and agricultural waste or woody biomass methanol, and nuclear, wind, soybeans, waste refining or renewable renewable (cellulose) electrolysis of hydro, solar, and cooking oil, animal natural gas biogas biogas water small percentages fats, and rapeseed processing of geothermal and biomass Gasoline or 1 gal = 1.00 1 gal = 1.12 B100 1 gal = 0.74 GGE 1 lb. = 0.18 GGE 1 lb. = 0.19 GGE 1 gal = 0.67 GGE 1 gal = 0.50 GGE 1 lb. = 0.45 1 kWh = 0.030 Diesel Gallon GGE GGE 1 gal = 1.05 GGE 1 gal = 0.66 DGE 1 lb. = 0.16 DGE 1 lb. = 0.17 DGE 1 gal = 0.59 DGE 1 gal = 0.45 DGE GGE GGE Equivalent 1 gal = 0.88 1 gal = 1.00 1 gal = 0.93 DGE 1 lb. = 0.40 1 kWh = 0.027 (GGE or DGE) DGE DGE B20 DGE DGE 1 gal = 1.11 GGE 1 kg = 1 GGE 1 gal = 0.99 DGE 1 kg = 0.9 DGE Energy 1 gallon of 1 gallon of 1 gallon of B100 1 gallon of 5.66 lb., or 5.37 lb. -
PHEV09 Finalprogram FINAL0
Table of Contents Welcome Letters .................................................................................. 1 Rally ............................................................................................2 Conference Program Monday, September 28 .............................................................. 3-5 Tuesday, September 29 .............................................................6-16 Wednesday, September 30 ....................................................... 17-24 Poster Sessions ....................................................................6,9,13 Trade Show Floor Plan ............................................................................... 25 Exhibitors List ..........................................................................26 Useful Information and Delegate Services .............................................. 28-29 Committees and Organization Organizing Committee Co-chairs Serge Roy, Hydro-Québec Al Cormier, Electric Mobility Canada Members Wendy Bailey, Environment Canada Carol Burelle, Natural Resources Canada Sylvain Castonguay, CNTA - Centre national du transport avancé Isabelle Desloges, JPdL Mark Dubois-Phillips, BC Hydro Michel Dumoulin, National Research Council Canada Arne Elias, The Centre for Sustainable Transportation © Tourisme Montréal Angelo Giumento, Hydro-Québec Louis Grenier, Canadian Space Agency Michel Guimont, Ministère des Ressources naturelles et de la Faune Ed Innes, Manitoba Hydro Ian MacIntyre, Natural Resouces Canada Tom Molinski, Manitoba Hydro Tabitha -
Process Technologies and Projects for Biolpg
energies Review Process Technologies and Projects for BioLPG Eric Johnson Atlantic Consulting, 8136 Gattikon, Switzerland; [email protected]; Tel.: +41-44-772-1079 Received: 8 December 2018; Accepted: 9 January 2019; Published: 15 January 2019 Abstract: Liquified petroleum gas (LPG)—currently consumed at some 300 million tonnes per year—consists of propane, butane, or a mixture of the two. Most of the world’s LPG is fossil, but recently, BioLPG has been commercialized as well. This paper reviews all possible synthesis routes to BioLPG: conventional chemical processes, biological processes, advanced chemical processes, and other. Processes are described, and projects are documented as of early 2018. The paper was compiled through an extensive literature review and a series of interviews with participants and stakeholders. Only one process is already commercial: hydrotreatment of bio-oils. Another, fermentation of sugars, has reached demonstration scale. The process with the largest potential for volume is gaseous conversion and synthesis of two feedstocks, cellulosics or organic wastes. In most cases, BioLPG is produced as a byproduct, i.e., a minor output of a multi-product process. BioLPG’s proportion of output varies according to detailed process design: for example, the advanced chemical processes can produce BioLPG at anywhere from 0–10% of output. All these processes and projects will be of interest to researchers, developers and LPG producers/marketers. Keywords: Liquified petroleum gas (LPG); BioLPG; biofuels; process technologies; alternative fuels 1. Introduction Liquified petroleum gas (LPG) is a major fuel for heating and transport, with a current global market of around 300 million tonnes per year. -
Diesel Exhaust by Joellen Lewtas Phd and Debra T
Linnainmaa M, Kangas J, Mäkinen M, Metsärinne S, Tossavainen A, Säntti J, Veteli M, Savolainen H, Kalliokoski P. Exposure to refractory ceramic fibres in the metal industry. Ann Occup Hyg 2007; 51: 509-516. Maxim LD, Allshouse J, Fairfax RE, Lentz TJ, Venturin D, Walters TE. Workplace monitoring of occupational exposure to refractory ceramic fiber--a 17-year retrospective. Inhal Toxicol 2008; 20: 289-309. Mast RW, McConnell EE, Anderson R, et al. Studies on the chronic toxicity (inhalation) of four types of refractory ceramic fiber in male Fischer 344 rats. Inhal Toxicol 1995; 7: 425-467. Muhle H, Pott F. Asbestos as reference material for fibre-induced cancer. Int Arch Occup Environ Health 2000; 73: S53-S59. Rice CH, Levin LS, Borton EK, Lockey JE, Hilbert TJ, Lemasters GK. Exposures to refractory ceramic fibers in manufacturing and related operations: a 10-year update. J Occup Environ Hyg 2005; 2: 462-473. Verma DK, Sahai D, Kurtz LA, Finkelstein MM. Current man-made mineral fibers (MMMF) exposures among Ontario construction workers. J Occup Environ Hyg 2004; 1: 306-318. Wardenbach P, Rödelsperger K, Roller M, and Muhle H. Classification of man-made vitreous fibres: Comments on the revaluation by an IARC working group. Regul Toxicol Pharmacol 2005; 43: 181-193. Diesel Exhaust by Joellen Lewtas PhD and Debra T. Silverman ScD Citation for most recent IARC review IARC Monographs 46, 1989 Current evaluation Conclusion from the previous Monograph: DE is probably carcinogenic to humans (Group 2A) because of limited evidence of carcinogenicity in humans coupled with sufficient evidence of the carcinogenicity of whole engine exhaust in experimental animals. -
Modelling of Emissions and Energy Use from Biofuel Fuelled Vehicles at Urban Scale
sustainability Article Modelling of Emissions and Energy Use from Biofuel Fuelled Vehicles at Urban Scale Daniela Dias, António Pais Antunes and Oxana Tchepel * CITTA, Department of Civil Engineering, University of Coimbra, Polo II, 3030-788 Coimbra, Portugal; [email protected] (D.D.); [email protected] (A.P.A.) * Correspondence: [email protected] Received: 29 March 2019; Accepted: 13 May 2019; Published: 22 May 2019 Abstract: Biofuels have been considered to be sustainable energy source and one of the major alternatives to petroleum-based road transport fuels due to a reduction of greenhouse gases emissions. However, their effects on urban air pollution are not straightforward. The main objective of this work is to estimate the emissions and energy use from bio-fuelled vehicles by using an integrated and flexible modelling approach at the urban scale in order to contribute to the understanding of introducing biofuels as an alternative transport fuel. For this purpose, the new Traffic Emission and Energy Consumption Model (QTraffic) was applied for complex urban road network when considering two biofuels demand scenarios with different blends of bioethanol and biodiesel in comparison to the reference situation over the city of Coimbra (Portugal). The results of this study indicate that the increase of biofuels blends would have a beneficial effect on particulate matter (PM ) emissions reduction for the entire road network ( 3.1% [ 3.8% to 2.1%] by kg). In contrast, 2.5 − − − an overall negative effect on nitrogen oxides (NOx) emissions at urban scale is expected, mainly due to the increase in bioethanol uptake. Moreover, the results indicate that, while there is no noticeable variation observed in energy use, fuel consumption is increased by over 2.4% due to the introduction of the selected biofuels blends. -
Business Management for Biodiesel Producers
July 2004 • NREL/SR-510-36242 Business Management for Biodiesel Producers August 2002–January 2004 Jon Van Gerpen Iowa State University Ames, Iowa National Renewable Energy Laboratory 1617 Cole Boulevard, Golden, Colorado 80401-3393 303-275-3000 • www.nrel.gov Operated for the U.S. Department of Energy Office of Energy Efficiency and Renewable Energy by Midwest Research Institute • Battelle Contract No. DE-AC36-99-GO10337 July 2004 • NREL/SR-510-36242 Business Management for Biodiesel Producers August 2002–January 2004 Jon Van Gerpen Iowa State University Ames, Iowa NREL Technical Monitor: K. Shaine Tyson Prepared under Subcontract No. ACO-2-31056-01 National Renewable Energy Laboratory 1617 Cole Boulevard, Golden, Colorado 80401-3393 303-275-3000 • www.nrel.gov Operated for the U.S. Department of Energy Office of Energy Efficiency and Renewable Energy by Midwest Research Institute • Battelle Contract No. DE-AC36-99-GO10337 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. -
79.5M €4.74M €22.4M €3.7M €7.2M €2M €441M €1.5M €445000 €400M
WASTE TRANSPORTATION ENERGY BLYTH, UK BALTIC SEA ESTONIA BIODIVERSITY Wind turbine blades Tackling testing facility Modernisation 78% eutrophication of passenger together train rolling stock t'VSUIFSBEWBODFPGGTIPSF tQJMPUGBSNTJODPSQPSBUF renewable energy t*NQSPWJOHUIFBUUSBDUJWFOFTT best practices ECO-BUILDING t*EFBMFOWJSPONFOUUPBDDFMFSBUF of rail transport t.FNCFS4UBUFTXPSLUPHFUIFS 11% technological development t*ODSFBTFETBGFUZ To build a stronger and more sustainable European economy, Cohesion Policy must make the right to protect the environment 85% investment choices. Making the transition to lower energy consumption, higher resource efficiency, greater use of renewables and biodiversity protection will give Europe’s economy a major boost €22.4m ACROSS €3.7m €79.5m CO-FUNDING PERCENTAGE (ERDF, CF, EIB) thanks to increased investment, innovation and clean technologies. 15 LOCATIONS, FR TARTU, ET Energy efficient social housing stock Biogas buses in With the support of regional funding, Europe can reduce its emissions, diminish its use of oil and gas, public transport and reduce the use of resources. This would decrease our import dependency while maintaining our t TPDJBMIPVTJOHVOJUT global competitiveness. to be retrofitted by 2020 t-PDBMXBTUFBTBTPVSDF tè BWFSBHFFOFSHZTBWJOH of biogas per household per year Europe also needs to protect biodiversity which is the backbone of many sectors such as agriculture tMFTT$0FNJTTJPOTJO t KPCTDSFBUFE biogas-run vehicles and fisheries. It is estimated that the ‘Natura 2000’ network of protected areas provides €200-300 27% or maintained 87% billion per year of services in water and land management alone (this includes things like water filtration and protection from erosion). If the Cohesion Policy can support similar projects on a larger €570m €4.74m scale we can expect substantial economic return from these natural assets. -
Hardware Design Considerations for an Electric Bicycle Using BLDC Motor
www.ti.com Table of Contents Application Report Hardware Design Considerations for an Electric Bicycle Using a BLDC Motor Srivatsa Raghunath ABSTRACT A traditional bicycle is a two-wheel vehicle that is propelled by the rider who delivers muscle power through pedals that rotate one of the two wheels. The rider steers the front wheel to create a force that returns and maintains the vehicle center of gravity into a stable zone whenever necessary, thus keeping the bicycle upright. An electric bicycle carries batteries that deliver electric power to a motor that is coupled to either wheel. In most electric bicycles the rider can chose to use muscle power to deliver all, part, or none of the propulsion power required to maintain an adopted travel speed. Some models even sense pedal pressure and command the motor to deliver more power whenever the rider pedals harder. Table of Contents 1 Introduction.............................................................................................................................................................................3 2 Motor Selection.......................................................................................................................................................................4 3 Stator........................................................................................................................................................................................4 4 Rotor....................................................................................................................................................................................... -
Study, Development & Modifications of Series Hybrid Electro
International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 05 Issue: 03 | Mar-2018 www.irjet.net p-ISSN: 2395-0072 Study, Development & Modifications of Series Hybrid Electro- Petroleum Bicycle. Shete Yogesh Shreekrushna1, Londhe Vishal Ramchandra2, Bhosale Yogesh Jalindar3, Asst. Prof. Mujawar A. I4 123Students of Shriram Institute of Engineering & Technology Centre, Paniv, Maharashtra, India 4Professor at Shriram Institute of Engineering & Technology Centre, Paniv, Maharashtra, India ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract – India is still a developing country. There is no to charge the battery and also to keep vehicle in running availability of electricity throughout the country for all 24hrs condition during the journey. This vehicle is mostly electric of a day. Series Hybrid Electro Petroleum Bicycle is basically vehicle which also have a plug-ins provided for the charging electric bicycle which needs plug-ins to charge the battery. Due of battery by providing supply. This may be called as to the electricity issues this SHEPB is not suitable to use Plug in hybrid electric vehicles (PHEV). These consists the throughout the India. We made a modification to overcome batteries having extended capacity. PHEV runs on battery these problems. We have been design a system which works by throughout the journey, but at the end of journey, it shifts to using human effort. This human power is gives to the engine to overcome the possibility of overcharging. Basically crankshaft of an Engine to start it. We added pedal system PHEV requires less mechanical linkages, so the system attached to the crankshaft by means of belt drive. These pedals becomes easy and simple.