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Air Pollution navigate waves of technological change
1.0 Introduction
The search for better management of human society today and which brought the threshold of human civilization as a whole as the man himself. The three factors of the pursuit of knowledge, the need for production sharing, power of community social organization – these factors are also become very independent and are reinforced with each technology and organization, scale, the trio of energy, economy and Environment and the remaining key field of human civilization, followed by the invention of language or communication skills and facilitate mobility. This has crossed over slowly through the stone construction of obstacles and some really amazing went through an extraordinary revolution. Furthermore, all dynamic changes through the differential approach and methods that can be classified as conventional methods of idea hypothesis, experimentation and observation.
Over the years, needs time, growth, speed and knowledge and the scarcity training and competition have created a demand that the man needed to build complex institution, all of which require energy to move. Similarly, human development has blown wide range of accurate measurement of power and handling of discrete objects described everything he has without doubt reduce the crushing of the shipment of physical work and the free man for another occupation. Today, pollution, energy have a very high percentage and that the release of carbon from escaping the little oxygen that we share and after ozone protects us naturedue mother to a lack of consistent assessment of risks in the systems we have built. In addition, because they focus more on the conventional assessment of the economy, while the environment and its associated cycle is put into oblivion, probably because of difficulties related to uncertainties. For many years, I think everything is the execution of the infinite air, atmosphere and the ocean is giving us a source of cooling, winds and currents are much more vulnerable to pollution activities which have escaped too many poisons in the air and wiser Wed May to study whether care is not taken to prevent contamination. To this end, the challenge of emissions air is recognized that:
- Be inherent to the power of main navigation
- Link to burning fuel oil as Primary source
- They have links with mechanisms of continuous combustion – boilers, gas turbines and incinerators
This article will explain how the challenge of climate change, depletion of the ozone layer, global warming has been engineering, including requirements engineering ship operations and impacts of ship emissions, increasing techno egalitarian method Economic and environmental mitigation to reduce and control emissions. Just as the development agreement and improvement necessary efficiency and effectiveness of propulsion system (all vessels to transport electricity short sea and hybrid gasoline-electric dispatch High) through comparison and simulation of extreme conditions.
2.0 Issuance of navigation technology
This issue of the environment become so insensitive to infrastructure development and especially in all that energy because most of the past activities of pollutants has become poison in effect on the time and time present in our announcement effect on the quality of air and water. In short, the three worlds that we live in today is out of balance and potential conflict and man is at the center. Historical records of the number of the calamity that has caused heavy casualties and pollution call for new and philosophy of doing things through the evaluation of economic and environmental issue of safe energy for the afternoon a lot of cases have been based. This is already just asking a series of regulations, which subsequently affect, change policies and procedures relating to the foregoing and its impact on the design of new systems and modification of an existing business.
As for energy, all started with your natural energy source, in animals, mill, water mill, then steam, electricity and energy nuclear, as water and wind and sun until all that is the primary source of energy through the natural cycle of life support human and planet, is the meager resources inherited, the new technology has not put this potential for enormous gain in supplies used for years
Figure 1. – Warming Potential global
Cleaner and safer are among the inexhaustible, the use of energy is like trying rash and error, experimentation and age to discover the big difference between renewable and nonrenewable, and as Human beings may have led to the replacement natural renewable nature given by the non-renewable and reaction partners, has called for new ways of doing things and the importance of using the benefits of nature and determined. Source from renewable energy from the sun, hydrogen and biomass for the evening, using waste to produce biomass. reasonable to assume that cultures that food is used for energy or simply break the food chain and where the shortages involve products that are all we have to pay for all modes. I do not speak much of the renewable energy or greenhouse gas emissions today. Based on technology of land required for transfer sympathetic to the maritime industry through the availability of engines, systems and technical assistance. Marine craft operation in exploitation of water required bulk fuel delivered to the distribution of GN viable. Using an alternative fuel for the propulsion of ships conducted a review of design of the plant, are associated with the fuel system and powertrain, effectively reshape areas such as machinery Form Understanding of Hull, bulkhead, cargo, payloads, superstructure, interior layouts, Escape, and security options route, etc.
Recent revolt of the environment as a critical issue of rising sea levels, flooding, warned a system failure and the reality of insecurity and degradation of the dot shape of the environment, which also show the world both are currently out of balance and potential conflicts and the man at the center. This call for the new design philosophy based on risk and systems based on the objectives of overall sensitivity. Since it became clear that everything we use land in its final form in water in groundwater, which then lead to the sea, management of water quality, maintaining the balance in your purity and Prevention substance which is run on a crucial point in protecting the total environment as a result of this international environment seriously, and promote and called for mobilizing the scientific community to establish panel / scientific staff and technical agencies and encourage the use of existing bodies of scientific and research centers for the global observing systems that include the registration of informal sources of information relating to early warning and treatment of the problem of exchanging data between countries and the use of human capabilities and the rapid growth of the Internet as a tool for gathering information, discussion and dissemination. Some basic rules of land that are passed are:
• (Oil Spills Protocol) – Protocol on Specially Protected Areas and Wildlife (SPAW)
• Protocol Concerning Pollution from Land-Based Sources and Activities (LBS Protocol)
• 21
• To fight cons emissions of greenhouse gas emissions from ships approval and control measures for prevention in 2003, and the problems associated with the transfer of organisms harmful aquatic in ballast water – Convention adopted in 2004 to support the International Convention on the Control of Harmful Antifouling Ship fouling Systems 2001, and the diplomatic conference also address the implementation of the International Convention on Pollution Preparedness by hydrocarbons, Response and Cooperation 1990.
• The IMO has also seriously and spent six MARPOL Annex confernec a diplomatic and bypassing the usual procedure taxcit. MARPOL cover: Annex I-Oil-Schedule II substances harmful liquid chemicals in Annex III-products harmful (package), Annex IV Annex V of wastewater – water ballast to the Annex VI emission and air pollution (SOx, NOx and gas emissions greenhouse gas ozone depletion (ODG))
Figure 2 – Emissions Marine Engine – ABS
New MARPOL Annex VI will focus on:
• Control and management of ballast water to reduce the Minimum transfer of harmful alien species
• Global ban on TBT antifouling coatings – elimination the expected for 2008
• International Convention on the fight against pollution and Cooperation (OPRC) – 1990
• Policy control cons events or threats, monitoring to prevent, reduce or eliminate the danger of marine pollution from the port side of a maritime accident
• Protocol by virtue of this convention (HNS Protocol) covers marine pollution by harmful substances and potentially dangerous (HNS)
Chapter III of Annex VI on the requirements for controlling emissions from ships are the following:
Article 12 – Substances that Deplete the Ozone
Regulation 13 – NOx
Rule 14-SO
Rule 15 – Volatile Organic Compounds
Article 16 – Incinerator board
Regulation 17 – Reception Facilities
Article 18 – Requirement Fuel Oil
Regulation 19 – Requirement of the platform and equipment Drilling
Response to air emissions from ships:
• Technical Code for prevention air emissions from ships
• Diesel engine test
• Poll
• Certification of Compliance (IAPPC)
• The deadline for compliance Reducing NOx -30%
• Review of 5 years apart
• Limit the use of fluorocarbons on board
• Emissions of carbon dioxide from ships
• Fuel Quality
• SOxECAs (SECA)
Obligation to control emissions of vessels – another requirement, and rules:
• Fuel Type – ISO 8217
• Proof Issue – ISO 8178
• A limitation common to all engines – Harmonization International regulations and equipment standards
Thus, the IMO and the shipping industry, has achieved the highest honor today on how to design and operate, but nevertheless the value of water and the environment will always require the application will run live near zero for intolerance or rejection of emission regulations and shipping operations have been centralized for many years focused philosophy safer and cleaner ocean sea, cons of protecting the marine environment have become major international issues of pollution of the global ocean has increased as a cornerstone of international law, which calls all areas of human activity to sustainable development. Therefore, pollution from ships do contribute10% Approval Management free. Years of operation of marinas paid little attention to air pollution, the statement by the IMO for the production the new Annex IV of MARPOL change this situation. Figure NOx limit of 30% reduction and sulfur of 0.5-5.0% cap limit oceanic emissions should increase by 9% to 13% in 2010 and 20% to 29% in 2020 compared to 2002 levels. Bulk carriers, container ships and tankers are the three biggest contributors.
(Fleisher, 1996).
The overall energy efficiency of the ideal, be defined as work useful in relation to energy consumption. So, effectiveness depends largely on the type, size and speed of the spacecraft. These considerations are generally beyond the scope of this study, but reference will be made when speaking of computer systems that are particularly suited for certain types of vessels. The interaction of the propeller, the hull under water and saffron is important when Propulsion efficiency is defined as the conversion efficiency of power in the thrust axis of power that is beyond our reach, and therefore low power transmission study refer the free operation (open water) efficiency of propellers when needed.
. Study conducted by ADB in accordance to power following the configuration settings as the best practical option for most hybrids LNG is as follows:
Table 1 – Configuration the current source of propulsion ABS
Low engine speed
Direct Drive
Average speed of the engine
Reducer
Electric propulsion
High speed motor and
Reducer
Gas Turbines
Electric propulsion
Understanding the basis on which to make these gains consumption shows that the efficiency obtained from a conventionally powered vessel will vary depending on environmental conditions and use ship. Prof. Frankel role in the propulsion of LNG has also supported this comparison lowest emission concluded the following:
Table 2 – Comparison of the Environment – Source – Prof. Frankel
GTE
DFD
SSD
NOx
2
15
2
SOx
0
6
0.3
CO
0.1
0.3
0.3
CO2/100
5
4.6
4.7
Today it is necessary to enhance efficiency and efficient service to short sea shipping to a sustainable distribution and intermodal link waterways, where there is potential for development future in areas where domestic traffic begins and ends in the port. (Frankel, 2006). At a time when pollution from traffic is responsible devastation of the environment, eco-friendly mode of transport may be of some help.
Hybrid gas turbine or diesel dual-largest utility, including natural gas, is exploring options for vessels to transport currents ocean, while all the vessels of electricity and natural gas microturbine generator are scanned for coasters. Although interesting development for the exploration of new vessels in the appropriate technologies to improve the integrated full electric propulsion with Advanced management of food:
– Improvement of power electronic converter and Technology
– Improved generators and motors
3.0 Generic Technology Best Practices
The last time we saw awareness rapidly increasing global environmental issues that create pressure on the need for understanding deeper propulsion system motor and treatment options, engine modifications and new options for the propulsion plant. Restrictions were imposed on soil emissions of power plants by the authority, but the arrival of greenhouse gas emissions has been the extent marine diesel engines, especially in ports and coastal shipping traffic shown since becoming a significant contributor to NOx emissions. After that time spent IMO Standing in Annex IV of Resolution MEPC, again to avoid limiting the contamination of the sea air and coastal waters. Search requiring urgent attention to be part of the solution states of degradation of the ozone layer, acid rain and smog formation, quality water, adverse effects of vegetation green catastrophe of global warming gases and emerging issues. Search conducted by University of Technology, Norway and British Maritime Technology Ltd deduced the following
Table 3 – and measures to reduce emissions
category
components
sources
Current reduction method
Emissions to air
COx
Equipment / incinerator / boiler
SOx
Machineries / incinerator / boiler
Low sulfur fuel exhaust Cleaning
NOx
Machineries / incinerator / boiler
Cleaning exhaust, engine modifications, or input media
HC
Machineries / Incinerator / boiler
Noise
Mechanisms and freight operations
isolation
Particles
Machineries / Incinerator / boiler
HFC / Halon
Extinguisher / Cooling system
Sequential load, the return unit vapor recovery
VOC
Loading
Table 4 – REDUCTION POTENTIALS
category
components
Current REDUCTION POTENTIALS
Emissions to air
COx
1-40% of the operational planning and choice of speed
3-7 Improving the effectiveness of mechanisms%
70-80% (figure uncertain), which limits the sulfur content in fuel and / or wash seawater
NOx
80-90% by selective catalytic reduction (SCR)
The 10-30% Drawing by the motor / delayed injection
20-30% for the modified engines
Fuel or injected into the cylinder, different options with different reduction potentials
30-60% by weight transfer Gas sequential
VOC
70-90% recovery plant
Search concluded with the recommendation of the need to conduct research on techniques to reduce energy efficient technologies and use fuel fleet. (Morrall 2000)
3.1 Measures to mitigate and reduce
There are 3 ways in which pollution can be controlled
• To clean the fuel before combustion (for fuel preparation, by such as fractionation, catalytic cracking desulfurization)
• Reduce the production of pollutants during combustion (combustion state exhaust and the level of reduced temperature)
• Clean exhaust
All these methods makes changes The main purpose of the economic balance of thermal energy
Figure 3 – and mitigation – Source – ABS
Primary measures:
Secondary measures:
On operationally
Upgrading existing engines:
For new engines
The use of fuels low sulfur – (minus 6g/kwh)
Sulfur HFO – Need an oil company to change its production equipment of oil low sulfur> owner will face high costs, the additive solution has been expensive so far
-Reduction of NOx, SOx, economy costs by reusing the gas evaporated.
Cleaning of exhaust gas technology
DRY Netherlands (Emission Control Area) and replacement fuels
The reduction of nitrogen – in choosing the
propulsion
Reducing sulfur in fuel oil
Reliquification LNG / LPG Carriers->
– Use of Central Turbo ->
– PM – bag volume is empty space in the fuel valve downstream of the end face
"In the system board catalytic converter, emulsion water injection
speed reduction
(10-20%)
"The use of ground power
Double option low sulfur fuel for restricted areas (1.5-4.5) – need for additional tanks. The oil content in the exhaust of large motors depends on the type of diesel fuel, engine tuning and design.
Use injector NOx
Rules-valve injection
Controlling the temperature of charge air
Gas (EGR)
Fuel / water emulsion
Injection water
-AIR WET Motor (HAM) technique, in addition to the wet steam engine
50% discount
-Selective Catalytic Reduction (SCR)
Engine Certification
-Pre-certification
Technical Clarification-family engines and group
The final certification
Alpha lubrication system – Reduced consumption oil in the cylinder-> Reduce particulate emissions
Electronic engine control fuel injection valve provided for the to reduce exhaust emissions
- Use high efficiency to reduce the airflow through Fuel & Power to reduce emissions.
3.2 X Technology —
• Reduce NOx emissions from diesel engines is a matter of international pressure
• In response, manufacturers engines are exploring all means to reduce NOx emissions
• The graph shows the international regulatory standards adopted by IMO in September 1997
Figure 4 – Respect the limits of NOx – Source Yanmar
Low NOx marine diesel engine type engines for the new series use the following methods to reduce NOx emissions of NOx depends on: energy efficiency, High-caliber, low velocity, so the technology of most mitigation measures when, after the characters above to:
• NOx is generated when combustion gas is maintained at high temperature.
• To reduce NOx production, the following steps are necessary:
1. Lower the temperature of combustion.
2. Shortening the duration of combustion.
• Improvements to reduce NOx emissions are:
- Delay time of fuel injection
- The use of SCR
The emission limit for NOx reduction IMO average emission factors for NOx ocean vessels to 4.1% for the main engines and 8.3% for auxiliary engines. The model could help reduce emissions MISC MISC vessel and the vessel meets with future emissions regulations for local and international. The reduction of NOx by SCR can occur in the temperature window above, because if the temperature is too high, NH3 is burned instead of reacting with NO/NO2. Low temperatures, the reaction rate was too low and the condensation of ammonium sulfate to destroy the catalyst to reduce NOx levels to 98%, it is necessary to use the SCR (Selective Catalytic Reduction) technology.
With this method, exhaust gas is mixed with ammonia NH3 or urea (NH3 as the carrier) before passing through a layer of a special catalyst to a temperature between 300 and 400C, thereby reducing NOx into N2 and H2O, the reaction are, in principle, the following:
• 4NO + 4NH3 + O2? 4N2 + 6H2O
• 6NO2 + 8NH3? 7N2 + 12H2O
The amount of NH3 is injected into the exhaust gas is controlled by a computer in the dispensing process in proportion NH3 NOx generated by the motor function of engine load. The flexibility of the engine electronic control can improve the control of emissions and the reduction operation NOx through the emulsion. When using an SCR catalyst, it is difficult to maintain the momentum of the engine and stability in the turbocharged engine load pass. With the engine electronic controls, load faster at the beginning of the opening of the exhaust valve and regulatory injection in late May also modulated stabilizes the valve timing of the exhaust turbocharger.
EGR system two stages of water injection, with a simple separation unit after the two waters. The first step is the injection Water with wetting salt water to ensure that no fresh water consumption in the second phase injection of fresh water. The outlet temperature of the first stage is about 100 ° C, this step has a unique multi-injector. This system is connected to the exhaust system the same way as the simple EGR system, but the line of EGR is routed to a file. bath foam. debugging that cleans and cools the exhaust gas. the water cycle on the washing system is cooled and monitored in water treatment Skid with a filter and a settling system, cleaning of sea water used.
Figure 5 – The SCR technology
NOx production occurs only at very high temperature (2200 ° K and more), and increases exponentially with temperature. The method is based EGR a reduction in the sulfur oxygen cylinder charging and the HAM method is based in part on reducing the oxygen content of the bottle load and partly by increasing the heat capacity of the cylinder by adding water vapor. Adding water to the homogenization Heavy oil viscosity increases to maintain the viscosity at the entrance engine 10-15 cSt, max. 20 cSt, it is necessary to raise the temperature above 150oC is the current standard (max 170oC in water 50%) loop of fuel oil increases. 10% NOx reduction for each additional 10% water, Water refers to the amount injected quantities of liquid fuel
Figure 6 – The performance of NOx reduction
By increasing the amount of recirculation, the HC and reduction of particulate emissions to reduce the flow of exhaust gases.
Figure 7 – Typical Fuel Oil Pressure System with homogenizer
3.3 The technology Sox
Annex VI MARPOL 73/78 limits the sulfur content of the force to 1.5% by mass and are applicable to the designated SECA. The first SECA is the Baltic Sea -> enter into force on May 19, 2006. The area North Sea and English Channel SECA will enter into force November 22, 2007. The geographical boundaries of these two SECA defined in MARPOL 73/78. Directive EU 2005/33/EC, requires ships to burn fuel oil with less than 1.5% sulfur in the North Sea SECA of 11 August 2007.). New SECA should be adopted in future on the basis of certain criteria and procedures for SECA. MARPOL. Annex VI, Regulation 14 (4b) gives also the possibility to use a purge exhaust system (EGCS) which reduces emissions of SOX total of 6.0 g / kWh.
3.4 Particulate Matter Technology
Reducing the volume of the bag into the fuel valves is dramatically reduced emissions PM. Advantage provided by the SAC is shown below
Figure 8 – SAC for the operation of the injection
Alpha Lubricator This involves the application of high pressure technology, electronically controlled lubricator injects oil lubrication of the cylinder in the cylinder the exact location and time to optimize conventional grease Lube. A parallel line is followed by the SIP (Swirl Injection Principle) lubricator, where oil is injected prior to the approval of the piston, the oil distributed by the swirling air. It is used for marine engines and motors for power generation, the feeding rate proved very low, with oil consumption up to 0.5 g / bhph. By applying the low dose of oil -> + emission is weaker lower oil cylinder is wasted on the engine – which could save end the system of oil leading to higher TBN and viscosity.
Figure 9 – Alpha Lubricator – Source ABS
Figure 10 Performance Evaluation of particulate matter – ABS
The image above shows the use of alpha lubricator reduces lub. Oil consumption and PM. In addition, filters used for the dilution tunnel PM. measurements taken before and after washing at 75% load and 15% recirculation
3.5 Impact of the use of new fuels
• That the transfer of technology sympathy to the maritime industry through the availability of engines, systems and technical assistance.
• Operation of conduct Marine boats within the water and deep water, require bulk fuel supplied to the distribution of viable GN
• The use of an alternative fuel for the propulsion of ships is taken to a design review:
– Power Plant
— Fuel system associated
– Drive train;
• Redevelopment areas as efficiently as the mechanisms of the Agreement, Hull Form compartment, cargo cover, payloads, superstructure, interior layouts, Escape, security and route options, etc.
Figure 11 – Fuel efficiency – Source – RINA
3.6 technology for new buildings
• Alternative Energy
• Alternative Fuels and dual fuel engines
• Infusion of steam with the fuel and after washing units for low-speed engines
• extra cooking room
• Potential for a complex cycle gas turbine
• Potential of a turbocharged diesel engine
• Round up from external compression of gas ventilated, combustion with pure oxygen
• exhaust after treatment for engine speed average
• Azipod
Measuring performance exhaust
The best practices to meet compliance
• Lloyd has done research on the assessment of emissions of exhaust gases
• Roll-Royce Allen built 5000 engine series with electronic fuel injectors that control of NOx
• Engine Mak has developed a new engine with MDS NOx reduction without penalty Fuel
Electric Propulsion Technology
The overall efficiency of the powertrain, the DEP is about 87-90%. Use permanent magnet generators and motors as well as overall progress in semiconductor technology may improve this figure approximately 92-95% in the near future. Electric transmission consists of three basic energy conversions:
– From (rotation) energy Mechanical Electrical: E-generator
– Energy Supply (rotation) of mechanical energy: E-motor
– A some form of fixed or controlled power conversion: power converter
– Simulation Method of risk assessment and quantification of emissions are further support for the development and selection of new systems.
Electric propulsion system requires technological development of the following areas: E-generator – the next tree gives a systematic overview of existing types, including improving will be sought: Mechanical ==> Electricity: E-Generators
Ø DC Generators
Ø AC generators
E-Motors – The following tree gives a systematic overview of existing types whose improvement is a low Electric ==> Mechanics: E-motor
Ø driving motors
Ø synchronous motor
Ø Positioning Engine
Power Converters – The following tree gives a systematic overview of existing types: electric ==> Electricity: The conversion or transformation of energy
Ø Transformers Fixed
Ø controlled converters
Ø static converters
Ø Inverter
References
- IMO (2000) Committee on Marine Environment Protection 44th session at: http:www.imo.org/meeting/44.html
- R. A Karam and KZ Morgan, Energy and Environment – Cost-Benefit Analysis: Supplement or international journal, Georgia Institute of Technology, London, 1975, pp. 491-507.
- N Slocombe, DS 1993. The environmental planning, ecosystem science and ecosystem approaches for integrating environment and development. Environmental Management.
- Ghai, Dharam and Jessica M. Vivian. Introduction., In Dharam Ghai and Jessica M. Vivian (eds.), Grassroots Environmental Action: People.s participation in sustainable development, Routledge, London, 1992, pp. 1-22.
- D. Stapersma. Diesel Engines: A fundamental approach to performance analysis, turbo, fuel, emissions and heat transfer. Part A: Performance analysis; WB OTC 4408 A / CC R.Nl.NC 09 mai 1996
- "The new concept 3-way catalyst for automotive lean burn engine: NOx storage and catalyst reduction, Catal. Today 27, 63-69 (1996).
7. Henley EJ, Kumamoto, H., 1981, Reliability Engineering and Risk Assessment. Prentice-Hall, Englewood Cliffs, NJ.
8. Kristiansen, S. and Krlsen, JE, Analysis of causal factors and assess the load factors. Report No. 80-1144, Dets Norske Veritas, Hovik, Norway.
9. MSA, 1995, Project 366: Formal Safety Assessment: Draft Report of Phase 1. Marine Safety Agency, Southampton, February.
- Safety of Life at Sea, 1974, consolidated edition, IMO, London, 1996.
- International Convention on Preventing Pollution at sea 1973, consolidated edition, IMO, London, 1997.
- Ingemar Palsson, Gert Swenson. Formal Safety Assessment, introduction of modern risk
- Assessing the industry of shipbuilding, Report 7594, the Swedish National Maritime Administration, SSPA Maritime Consulting, February 1996.
14. Thijs Barn, 2004 bi-fuel electric propulsion LNG, design and operation of the gas company, RINA, UK
15. Murphy, 1996] Mr. Murphy, variable speed drives for electric propulsion marine Trans Amarah, 1996, Vol 108, Part 2 pp 97 – 107, [Niini, 1995], Mr. Niini, J. Laapio
16. Nigel Gee, 2002 energy solution for next generation high-speed ferries and Ro Pax Ferries, the propulsion system for ships
About the Author
marine engineer
Emerging Energies Technology Summit 2007: Renewable Energy