The Future of Liquid Biofuels for APEC Economies
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Electric Vehicle Pre-Infrastructure Planning a Discussion of Social, Economic, and Technological Readiness of Prince Edward Island
University of Prince Edward Island Electric Vehicle Pre-Infrastructure Planning A Discussion of Social, Economic, and Technological Readiness of Prince Edward Island Georgina Vardy 10/22/2012 A localized study, focused on Prince Edward Island, Canada, compiled to assist with determining social, economic and technological readiness for electric vehicles and the related infrastructure. The study used both a Christensen based disruptive technology framework approach and traditional marketing techniques to determine social and economic readiness. Residents showed an interest and aptitude for the social changes required however the financial affordability of the electric vehicles for residents was limited without nationally available, but locally deficient, incentives. A technology scan determined that electric vehicle battery chemical content and design are determining factors in effectively satisfying social needs and acceptance. The next stage includes localized marketing development for this unique location, vehicles sales and infrastructure. PERMISSION TO USE SIGNATURE PROJECT REPORT Title of Signature Project: Electric Vehicle Pre-Infrastructure Planning: A Discussion of Social, Economic, and Technological Readiness of Prince Edward Island Name of Author: Georgina Vardy Department: School of Business Degree: Master of Business Administration Year: 2012 Name of Supervisor(s): Tim Carroll In presenting this signature project report in partial fulfilment of the requirements for a Master of Business Administration degree from the University of Prince Edward Island, the author has agreed that the Robertson Library, University of Prince Edward Island, may make this signature project freely available for inspection and gives permission to add an electronic version of the signature project to the Digital Repository at the University of Prince Edward Island. -
Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: a Global Update 2 Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: a Global Update
Cars and Climate Change Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: A Global Update 2 Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: A Global Update The goal of the International Council on Clean Transportation (ICCT) is to dramatically reduce conventional pollution and greenhouse gas emissions from personal, public, and goods transportation in order to improve air quality and human health, and mitigate climate change. The Council is made up of leading government officials and experts from around the world that participate as individuals based on their experience with air quality and transportation issues. The ICCT promotes best practices and comprehensive solutions to improve vehicle emissions and efficiency, increase fuel quality and sustainability of alternative fuels, reduce pollution from the in-use fleet, and curtail emissions from international goods movement. www.theicct.org Published by The International Council on Clean Transportation © July 2007 The International Council on Clean Transportation Designed by Big Think Studios Printed on 100% recycled paper with soy-based ink This document does not necessarily represent the views of organizations or government agencies represented by ICCT reviewers or participants. 3 Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: A Global Update Authors: Feng An Innovation Center for Energy and Transportation Deborah Gordon Transportation Policy Consultant Hui He, Drew Kodjak, and Daniel Rutherford International Council on Clean Transportation Acknowledgments The authors would like to thank our many colleagues around the world that have generously contributed their time and insight in reviewing and commenting on the draft version of this report. We would like to thank the Hewlett and Energy Foundations for making this report possible through their vision, energy and resources. -
Coordinating Measures to Reduce Fuel Use and Greenhouse Gas Emissions from U.S
Putting Policy in Drive: Coordinating Measures to Reduce Fuel Use and Greenhouse Gas Emissions from U.S. Light-Duty Vehicles by Christopher W. Evans B.Sc. Mechanical Engineering University Manitoba, 2004 Submitted to the Engineering Systems Division in Partial Fulfillment of the Requirements for the Degree of Master of Science in Technology and Policy at the Massachusetts Institute of Technology June 2008 © 2008 Massachusetts Institute of Technology All rights reserved Signature of Author................................................................................................................ Technology and Policy Program, Engineering Systems Division May 9, 2008 Certified by ............................................................................................................................ John B. Heywood Sun Jae Professor of Mechanical Engineering Director, Sloan Automotive Laboratory Thesis Supervisor Accepted by ........................................................................................................................... Dava J. Newman Professor of Aeronautics and Astronautics and Engineering Systems Director, Technology and Policy Program 2 Putting Policy in Drive: Coordinating Measures to Reduce Fuel Use and Greenhouse Gas Emissions from U.S. Light-Duty Vehicles by Christopher W. Evans Submitted to the Engineering Systems Division on May 9, 2008 in Partial Fulfillment of the Requirements for the Degree of Master of Science in Technology and Policy Abstract The challenges of energy security and climate -
Air Quality Impacts of Biodiesel in the United States
WHITE PAPER MARCH 2021 AIR QUALITY IMPACTS OF BIODIESEL IN THE UNITED STATES Jane O’Malley, Stephanie Searle www.theicct.org [email protected] twitter @theicct BEIJING | BERLIN | SAN FRANCISCO | SÃO PAULO | WASHINGTON ACKNOWLEDGMENTS This study was generously funded by the David and Lucile Packard Foundation and the Norwegian Agency for Development Cooperation. International Council on Clean Transportation 1500 K Street NW, Suite 650, Washington, DC 20005 [email protected] | www.theicct.org | @TheICCT © 2021 International Council on Clean Transportation EXECUTIVE SUMMARY Since the passage of the Clean Air Act in 1970, the U.S. Environmental Protection Agency (EPA) has enacted standards to reduce vehicle exhaust emissions. These standards set emission limits for pollutants that contribute to poor air quality and associated health risks, including nitrous oxide (NOx), hydrocarbons (HC), carbon monoxide (CO), and particulate matter (PM). Although the majority of the on-road vehicle fleet in the United States is fueled by gasoline, diesel combustion makes up an overwhelming share of vehicle air pollution emissions. Air pollution emissions can be affected by blending biodiesel, composed of fatty acid methyl ester (FAME), into diesel fuel. Biodiesel increases the efficiency of fuel combustion due to its high oxygen content and high cetane number. Studies have found that biodiesel combustion results in lower emissions of PM, CO, and HC, likely for this reason. However, studies have consistently found that biodiesel blending increases NOx formation. Industry analysts, academic researchers, and government regulators have conducted extensive study on the emissions impacts of biodiesel blending over the last thirty years. The EPA concluded in a 2002 report that, on the whole, biodiesel combustion does not worsen air quality compared to conventional diesel and reaffirmed that conclusion in a 2020 proposal and subsequent rulemaking. -
FACT SHEET 7: Liquid Hydrogen As a Potential Low- Carbon Fuel for Aviation
FACT SHEET 7: Liquid hydrogen as a potential low- carbon fuel for aviation This fact sheet aims to explain how current aviation fuels operate before providing descriptions of how alternative fuel options, like sustainable aviation fuels (SAF) and liquid hydrogen, could help meet the rigorous climate targets set by the aviation industry. Secondly, this document explores the limitations and opportunities of liquid hydrogen when it comes to the manufacturing, safety, current uses and outlooks. This document concludes with a discussion on policy, mandates and incentives on the topic of hydrogen as a potential fuel for aviation. Introduction – Why hydrogen? Aircraft fly thanks to a combination of air and a combustion process that occurs in the aircraft engines. The primary source of energy is the fuel. Each kilogram of fuel, which would occupy less than 1 litre of volume, contains a significant amount of energy, 42.8 MJ [1]. If we could convert the energy of a 1L bottle of fuel into electric energy to power a cell phone, the battery would last for over 2 months. This energy is extracted in the combustion chamber of the engine in the form of heat; Compressed air enters the combustion chamber and gets heated up to temperatures nearing 1,500°C. This hot high- pressure air is what ultimately moves the aircraft forward. Kerosene is composed of carbon and hydrogen (hence it’s a hydrocarbon fuel). When the fuel is completely burned, these carbon and hydrogen molecules recombine with oxygen to create water vapor (H2O) and carbon dioxide (CO2) (Fig.1). August 2019 Emissions: From Combustion: H2O + CO2 Other: NOx, nvPM SOx, soot Fuel in (C + H) Figure 1 Schematic of a turbofan engine adapted from: [2] Carbon dioxide will always be created as a by-product of burning a carbon-based fuel. -
What Is Biodiesel? Shawn P
PURDUE EXTENSION ID-337 Bio Fueling America ThroughE Renewablenergy Resources What Is Biodiesel? Shawn P. Conley, Department of Agronomy Bernie Tao, Department of Agricultural and Biological Engineering Purdue University Biodiesel Defned Te use of vegetable oil as a fuel source in One hundred pounds of plant oil is reacted diesel engines is as old as the diesel engine with 10 pounds of methanol to yield 10 itself. However, the demand to develop and pounds of glycerin and 100 pounds of biodie- utilize plant oils and animal fats as biodiesel sel. While the process is relatively straightfor- fuels has been limited until recently. Te ward, due to quality concerns, legal liability, technical defnition of biodiesel is: “Te and vehicle warranty restrictions, we strongly mono alkyl esters of long fatty acids derived recommend that individuals not try to pro- from renewable lipid feedstock such as duce biodiesel fuels. vegetable oils or animal fats, for use in com- Te properties of biodiesel difer depending pression ignition (diesel) engines” (National on the source of plant oil/fat source. Tis is Biodiesel Board, 1996). In simple terms, mainly related to their chemical structure, biodiesel is a renewable fuel manufactured such as the number of carbons and the num- from methanol and vegetable oil, animal fats, ber of double bonds in the hydrocarbon chain. and recycled cooking fats (U.S. Department For an explanation of these diferences, see of Energy, 2006). the Purdue Extension publication “Biodiesel Te term “biodiesel” itself is ofen misrep- Quality: Is All Biodiesel Created Equal?” resented and misused. Biodiesel only refers (ID-338). -
Nebraska Liquid Fuel Carriers Information Guide
Information Guide March 2021 Nebraska Liquid Fuel Carriers Overview Any person transporting motor fuels or aircraft fuels in a transport vehicle into, within, or out of Nebraska must obtain a liquid fuel carriers license. A copy of the license must be carried in the transport vehicle whenever motor fuels or aircraft fuels are carried in this state. In addition, a copy of the bill of lading, manifest, bill of sale, purchase order, sales invoice, delivery ticket, or similar documentation must be carried in the transport vehicle at all times when transporting motor fuels or aircraft fuels in Nebraska. This documentation must include the following information: v Date; v Type of fuel; v Amount of fuel; v Where and from whom the fuel was obtained; v Destination state or delivery location; v Name and address of the owner of the fuel; and v Name and address of the consignee or purchaser. A license is not required for persons transporting motor fuels or aircraft fuels within Nebraska for their own agricultural, quarrying, industrial, or other nonhighway use; nor is it required for the transportation of leaded racing fuels, propane, or compressed natural gas, regardless of its ownership or use. This guidance document is advisory in nature but is binding on the Nebraska Department of Revenue (DOR) until amended. A guidance document does not include internal procedural documents that only affect the internal operations of DOR and does not impose additional requirements or penalties on regulated parties or include confidential information or rules and regulations made in accordance with the Administrative Procedure Act. -
Development of a Liquid Injection Propane System for Spark-Ignited Engines Via Fuel Temperature Control" (2007)
Scholars' Mine Masters Theses Student Theses and Dissertations Summer 2007 Development of a liquid injection propane system for spark- ignited engines via fuel temperature control Brian Charles Applegate Follow this and additional works at: https://scholarsmine.mst.edu/masters_theses Part of the Mechanical Engineering Commons Department: Recommended Citation Applegate, Brian Charles, "Development of a liquid injection propane system for spark-ignited engines via fuel temperature control" (2007). Masters Theses. 4555. https://scholarsmine.mst.edu/masters_theses/4555 This thesis is brought to you by Scholars' Mine, a service of the Missouri S&T Library and Learning Resources. This work is protected by U. S. Copyright Law. Unauthorized use including reproduction for redistribution requires the permission of the copyright holder. For more information, please contact [email protected]. DEVELOPMENT OF A LIQUID INJECTION PROPANE SYSTEM FOR SPARK- IGNITED ENGINES VIA FUEL TEMPERATURE CONTROL by BRIAN CHARLES APPLEGATE A THESIS Presented to the Faculty of the Graduate School of the UNIVERSITY OF MISSOURI-ROLLA In Partial Fulfillment of the Requirements for the Degree MASTER OF SCIENCE IN MECHANICAL ENGINEERING 2007 Approved by _______________________________ _______________________________ James A. Drallmeier, Advisor Virgil Flanigan _______________________________ Chris Ramsay © 2007 Brian Charles Applegate All Rights Reserved iii ABSTRACT This thesis entails the development of a liquid injected propane fuel system. Propane fuel offers opportunities in emissions reductions and lower carbon dioxide production per kilogram of fuel. However, drawbacks to the fuel include current storage in a saturated state. The storage method allows higher fuel volume density storage to minimize storage size. This method of storing the fuel presents fuel metering challenges resultant from the variable density of the two-phase flow. -
Fire Dynamics and Forensic Analysis of Liquid Fuel Fires
The author(s) shown below used Federal funds provided by the U.S. Department of Justice and prepared the following final report: Document Title: Fire Dynamics and Forensic Analysis of Liquid Fuel Fires Author: Christopher L. Mealy, Matthew E. Benfer, Daniel T. Gottuk Document No.: 238704 Date Received: May 2012 Award Number: 2008-DN-BX-K168 This report has not been published by the U.S. Department of Justice. To provide better customer service, NCJRS has made this Federally- funded grant final report available electronically in addition to traditional paper copies. Opinions or points of view expressed are those of the author(s) and do not necessarily reflect the official position or policies of the U.S. Department of Justice. This document is a research report submitted to the U.S. Department of Justice. This report has not been published by the Department. Opinions or points of view expressed are those of the author(s) and do not necessarily reflect the official position or policies of the U.S. Department of Justice. FIRE DYNAMICS AND FORENSIC ANALYSIS OF LIQUID FUEL FIRES Final Report Grant No. 2008-DN-BX-K168 Prepared by: Christopher L. Mealy, Matthew E. Benfer, and Daniel T. Gottuk Hughes Associates, Inc. 3610 Commerce Drive, Suite 817 Baltimore, MD 21227 Ph. 410-737-8677 FAX 410-737-8688 February 18, 2011 This document is a research report submitted to the U.S. Department of Justice. This report has not been published by the Department. Opinions or points of view expressed are those of the author(s) and do not necessarily reflect the official position or policies of the U.S. -
Liquid Electric Automobile Fuels
Bridging Renewable Electricity with Transportation Fuels Grigorii Soloveichik ARPA-E workshop August 27, Denver, CO Imperative: reducing green house gases emission while preserving energy security • Fossil fuels used for power generation emit CO2 and other GHG that leads to dramatic climate change • Burning fossil fuels in internal combustion engines for transportation is responsible for about 1/3 of GHG emission • Replacement coal for natural gas reduced GHG emissions for grid scale power generation but replacement of liquid transportation fuels with NG is currently not viable due to low energy density of methane • Market penetration of electric vehicles is lower than anticipated due to high cost of batteries, long charge time and range anxiety Solution: replace fossil fuels with zero- emission regenerable fuels • More than 95% vehicles use liquid fuels, infrastructure in place • ICEs emit CO2 and other GHGs (hard to capture) • Electricity from renewable sources is clean and can be used directly (batteries) or to generate hydrogen to power fuel cells • Batteries are expensive; recharging time and range anxiety lead to low public acceptance • Hydrogen fuel cell vehicles are considered to be ultimate solution for long range transportation and dense urban areas Vehicle energy consumption and emissions (full energy cycle) Vehicle type Energy consumption, kWh/mile CO2 emissions, g/mile Average gasoline car 1.55 411 Gasoline car (Honda Accord) 1.08 286 Diesel car (FW Jetta) 1.11 299 Hybrid car (Prius) 0.79 212 BEV (Tesla) 1.09 (0.40 battery) -
The Future Role of Forest-Based Biofuels: Industrial Impacts in the Nordic Countries
energies Article The Future Role of Forest-Based Biofuels: Industrial Impacts in the Nordic Countries Eirik Ogner Jåstad 1 , Torjus Folsland Bolkesjø 1, Per Kristian Rørstad 1, Atle Midttun 2, Judit Sandquist 3 and Erik Trømborg 1,* 1 Faculty of Environmental Sciences and Natural Resource Management, Norwegian University of Life Sciences, P.O. Box 5003, NO-1432 Ås, Norway; [email protected] (E.O.J.); [email protected] (T.F.B.); [email protected] (P.K.R.) 2 BI Norwegian Business School, Nydalsveien 37, 0484 Oslo, Norway; [email protected] 3 SINTEF Energy Research, 7465 Trondheim, Norway; [email protected] * Correspondence: [email protected]; Tel.: +47-90-041-478 Abstract: This study applies a partial equilibrium forest sector model to analyse the impacts of biofuel deployment for road transport in the Nordic countries, when alternative use of the biomass resources and transport sector electrification are considered. We foresee a strong electrification of the transport sector, resulting in a demand for biofuels of approximately 2.5 billion L in 2035 and 1 billion L in 2050 in a 100% fossil-free base scenario. The simultaneous increase in demand from pulping industries and biofuel will cause an overall increase in wood use, of which the biofuels share will constitute approximately 20–25%. The utilization of harvest residues will increase more than 300% compared to the current level, since biofuel production will reallocate some of the current raw material used in district heating. Biofuel consumption in road transport will likely reduce after 2040 due to increasing electrification, but it is plausible that the declining domestic demand will be replaced by increasing demand from international biofuel markets in aviation and shipping. -
Liquid Fuel Treatment Systems
GER-3481C GE Power Generation Liquid Fuel Treatment Systems Howard J. Kaplan Technical Leader, Fluid Systems Engineering Kenneth E. Majchrzak Principal Engineer, Power Plant Engineering GE Power Systems GE Company Schenectady, NY GER-3481C GE Power Generation Liquid Fuel Treatment Systems Howard J. Kaplan Technical Leader, Fluid Systems Engineering Kenneth E. Majchrzak Principal Engineer, Power Plant Engineering GE Power Systems GE Company Schenectady, NY Howard J. Kaplan Howard Kaplan is Technical Leader of Gas Turbine Power Plant Fluid Systems. He has over 25 years’ experience in design and develop- ment of gas turbine auxiliary systems, serving three years as principal engineer for fuels-related systems. Current responsibilities include fuel oil, fuel gas, fuel purge, Dry Low NOx, atomizing air, water injection and lube oil. Kenneth E. Majchrzak Kenneth E. Majchrzak is a Principal Mechanical Engineer in the Power Plant Engineering Department. He is Technical Leader for the department on fuel systems, power plant pumps, and provides primary support for HRSGs. Ken joined GE in 1982 as Manager – Compressor Application Engineering in Fitchburg, Massachusetts. He has nearly 25 years’ experience with rotating equipment in the areas of application and systems design for aircraft gas turbines, process centrifugal compres- sors, radial inflow steam turbines and pumps. A lists of figures and tables appears at the end of this paper GER-3481C LIQUID FUEL TREATMENT SYSTEMS H. J. Kaplan and K. E. Majchrzak GE Power Systems Schenectady, NY INTRODUCTION The degree of the fuel treatment equipment GE heavy-duty gas turbines are capable of burn- sophistication, plant equipment investment, and ing a variety of liquid fuels, from petroleum naph- operating costs required for this equipment are thas to residuals.