МАЛОГАБАРИТНАЯ УСТАНОВКА ПО ПЕРЕРАБОТКЕ НЕФТЕШЛАМОВ

The increasing interest towards more efficient and clean technologies, specially paying attention to CO2 neutral processes is encouraging the investigation of coal thermochemical conversion under oxy-fuel atmospheres (i.e. without N2). The process offers many advantages such as easy separation of the CO2 produced and low NOX/SOX emissions. While coal conversion in air is already well understood, full understanding of the influences of CO2-rich atmospheres is still required. A series of experiments in thermogravimetric analyser, drop-tube reactor and flat-flame burner were performed using a mid-range bituminous coal (Colombian coal) to understand the differences in the chars obtained after the pyrolysis step. Comparing the pyrolysis in N2 and CO2 atmospheres, significant differences were observed in the resulting chemical (composition) and physical properties of the chars, whereas mass loss was very similar for short residence times (< 130 ms). Afterwards, the chars obtained were submitted to oxidation and gasification, under several different operating conditions, in order to evaluate the difference in reactivity of these chars. Chars obtained under CO2 atmospheres revealed a lower reactivity, despite their higher surface area. These aspects cannot be explained and captured by a model which does not focus on some important details. In this paper, the results obtained in these experiments are summarized and discussed on the point of view of the POLIMI modelling approach for thermochemical conversion of solids. This model offers several advantages, such as being flexible to improvements, requiring simple experimental data of the fuel and offers an all-in-one solution for describing the kinetics of the whole process. The developments accounted for a wide range of experimental data, which allowed its calibration for several fuels, mostly in air combustion. It was first developed to describe the pyrolysis step, and later char oxidation/gasification was included in a simplified approach. The detailed mechanism of homogeneous gas phase reactions of the volatiles is also coupled. In order to extend the predictive capabilities of the model for oxy-fuel conditions, dedicated experiments must be considered for future improvements. In this work these missing effects are discussed, identifying the main necessary improvements, allowing this model to be extended and applied also for the designing of reactors that use oxy-fuel technologies.

Heavy oil contains a significantly lower H:C ratio and higher quantity of organic heteroatoms and organo-metallic complexes than conventional light oil. Consequently, novel catalytic materials are needed to aid in heavy oil upgrading to remove the deleterious components and support the higher demand for low sulphur and higher value fuels. Heavy oil upgrading was studied using an inexpensive nickel-aluminium Layered Double Hydroxide (LDH)-derived Ni-enriched Mixed Metal Oxides (Ni-MMO) dispersed catalyst in a Baskerville autoclave. The conditions were set at 425℃, initial pressure of 20 bar, 0.02 Catalyst-To-Oil (CTO) ratio and a residence time of 30 minutes to mimick previously optimised conditions for in-situ upgrading processes. The extent of the upgrading following catalytic pyrolysis was evaluated in terms of a solid, liquid and gaseous phase mass balance, liquid viscosity reduction, desulphurisation, and True Boiling Point (TBP) distribution. A typical in-situ activated CoMo-alumina commercial hydroprocessing catalyst was used as a reference. It was found that the produced oil from dispersed ultrafine Ni-MMO exhibited superior light oil characteristics. The viscosity decreased from 811 mPa·s to 0.2 mPa·s while the light naptha fraction increased from 12.6% of the feed to 39.6%, with respect to the feed. Using a thorough suite of analytical techniques on the petroleum coke product, including Thermo-Gravimetric Analysis (TGA) and Scanning Electron Microscopy (SEM), a reaction mechanism has been hypothesised for the upgrading by dispersed Ni-MMO under both N2 and H2 atmospheres. Under a N2 atmosphere, the Ni-MMO, generated by the in-situ thermal decomposition of the LDH, demonstrate a preferential asphaltene and poly-aromatic adsorption mechanism, generating a poly-aromatic mixed oxide-coke precursor. While using Ni-enriched mixed oxides under a reducing H2 atmosphere, hydrogenation reactions become more significant.

This research is about the perception of fire risk and its function of petrol station. Fewer researched in understanding perception of risk in petrol fuel station among its workers. Any prolong of the issues might cause catastrophic in case of leakage, pollution and fire to gas explosion engulf with it. Therefore, a need of qualitative research to carry out to justify the perception of risk not just to the workers but also to give a general information of risk precautions to the people living vicinity of the petrol fuel station. However, Petrol Fuel Station (PFS) category as a hazardous workplace. All flammable substances such as petrol, diesel and CNG are stored either underground or above ground. It is a place where various mode of transportation fuelling and refuelling at every hours. Due to the existing of the flammable substance at PFS pose a potential hazard to the staff, public, property and environment. A simple mismanagement could cause catastrotophic. The issue of risk in petrol station always regards as important since the workplace has been category as non major hazard installation. Nevertheless, the consequences of disaster are very huge. Therefore, it is very crucial to investigate in conducting and questioning of the perception of risk towards petrol fuel station. The qualitative approach will consists of reviewing design drawings (documents), semi structure interview, observation at the premise and analysis to determine and acknowledge the perception of risk among the workers. The research results shows that there is indeed a needs to understand the perception of risk characteristic in order to improve a good practice of especially petrol fuel station in Malaysia. The findings are very precious in better understanding of risk, mitigation plan and formulate a new proposal to the government especially the authority regards to petrol fuel station. The further research should also focus on the risk emulate with the petrol station in future.

With a mandate, U.S. policy of ethanol tax credits designed to reduce oil consumption does the exact opposite. A tax credit is a direct gasoline consumption subsidy with no effect on the ethanol price and therefore does not help either corn or ethanol producers. To understand this, consider first the effects of each policy alone (a mandate and a tax credit). Although market prices for ethanol increase under each policy, consumer fuel prices always decline with a tax credit and increase with a mandate except when gasoline supply is less elastic than ethanol supply. To achieve a given ethanol price, the gasoline price is always higher with a mandate compared to a tax credit. A tax credit alone is an ethanol consumption subsidy but most of the benefits go to ethanol producers because ethanol is typically a small share of total fuel consumption. Fuel consumers benefit indirectly to the extent gasoline prices decline with increased ethanol production. With a tax credit or mandate, gasoline consumption declines but more so with a mandate (for a given ethanol price and production level). However, a tax credit with a binding mandate always generates an increase in gasoline consumption, the extent to which depends on the type of mandate. If it is a blend mandate (as in most countries outside the United States), the tax credit acts as a fuel consumption subsidy. Ethanol producers only gain indirectly with the increased ethanol demand resulting from the increase in total fuel consumption. Most of the market effects are due to the mandate with the tax credit only exacerbating the ethanol price increase and causing an increase in the gasoline price but a decrease in the consumer fuel price. For a consumption mandate (as in the United States), the tax credit is even worse as it acts as a gasoline consumption subsidy. Market prices of ethanol do not change, even as the price paid by consumers for gasoline declines (while gasoline market prices rise). A tax credit is therefore a pure waste as it involves huge taxpayer costs while increasing greenhouse gas emissions, local pollution and traffic congestion, while at the same time providing no benefit to either corn or ethanol producers (or in promoting rural development) and fails to reduce the tax costs of farm subsidy programs but generates an increase in the oil price and hence wealth in Middle East countries. These social costs are huge because the new mandate calls for 36 bil. gallons by 2022, to cost over $28 bil. a year in taxpayer monies alone. Even if the mandate is not binding initially, the elimination of the tax credit will cause the mandate to bind or the mandate can be increased so our results still hold.

This research paper focuses on the assessment of the optimal solution of the twin crisis of fossil fuels and environmental degradation. This research paper focuses on engine performance and emission analysis. In order to tackle this problem, an experimental investigation of constant speed and varying load have been performed on a single cylinder spark ignition engine by using different blends of gasoline and pure gasoline fuel. The parameters taken into consideration are brake specific fuel consumption, energy-specific fuel consumption and brake thermal efficiency. The analysis was also made the basis of carbon monoxide, hydrocarbons, carbon-di-oxide and NOx emissions. The outcomes were evaluated by comparison with baseline fuel neat Gasoline. The results indicated that alcoholic fuels in neat form increase the brake thermal efficiency and are optimal alternate fuels to be utilized. Keywords: Brake specific energy consumption, Brake specific fuel consumption, Brake thermal efficiency, Gasoline Cite this Article Manish Saraswat, Nathi Ram Chauhan. Performance and Emission Analysis of Different Alcoholic-Blended Fuels in Spark-Ignition Engines. Journal of Alternate Energy Sources and Technologies. 2018; 9(2): 15–32p.

Erdgasfahrzeuge und ihr Beitrag zu einer CO₂-Reduktion im motorisierten Personenverkehr der Schweiz

The development of transport is leads to an environmental pollution’s growth, especially in Metropolitan areas. Annually more than 1 million tons of pollutants in the exhaust gases, the products of gasoline evaporation and other harmful impurities emits. This problem becomes very actually in recent years. Environmental properties of motor fuels is becoming increasingly important, and the importance of finding new ways of reducing the level of harmful emissions will continue to increase. As oil resources limited, the significant interest for synthetic motor fuels, which can be obtained from natural gas: dimethyl ether (DME) and derived therefrom a gasoline of high environmental quality appeare. The replacement of liquid petroleum motor fuel (gasoline and diesel) to an alternative types of motor fuel becomes more urgent, which is dictated by both economic and environmental problems in urban areas due to the sharp increasing in the number of vehicles. The article examines the existing technologies of dimethylether’s production from natural and associated gas, and DME usage as a promising motor fuel. It was concluded about possibility of associated petroleum gas and natural gas refining to dimethyl ether, which is a multipurpose semi-product on the basis of which it may be obtained various important chemical products, as well as ecologically clean liquid fuels. It was also analysed the DME properties, studied the advantages of DME compared to traditional fuels, and studied the transport and storage’questions of methanol on offshore conditions.

Since 2006, the government of Alberta has tried to increase the volume of raw bitumen upgraded and refined in the province. More specifically, the Alberta Petroleum Marketing Commission (APMC) and Canadian Natural Resources Ltd. (CNRL) have entered into agreements with a facility northeast of Edmonton called the North West Redwater (NWR) Sturgeon Refinery. The NWR Sturgeon Refinery is designed to process 79,000 barrels per day (bpd) of feedstock, consisting of 50,000 bpd of bitumen and 29,000 bpd of diluent (referred to as dilbit). The refinery will produce petroleum products consisting of approximately 40,000 bpd of low sulphur diesel, 28,000 bpd of diluent and 13,000 bpd of other lighter petroleum products. It will also be able to capture 1.2 million tonnes per year of carbon dioxide emitted from the refinery’s operations. This captured carbon dioxide will be compressed, put into a pipeline and then injected into an existing oil field in order to achieve increased production of crude oil (referred to as enhanced oil recovery or EOR). It is the first refinery built in Canada since 1984, and the first one in Canada to refine bitumen into petroleum products such as diesel fuel. It differs from the upgrader built in Lloydminster which only upgrades bitumen into synthetic crude oil that requires further refining at a conventional refinery in order to produce petroleum products. This paper gives a description of the structure of this support by APMC and CNRL using a mechanism whereby those two parties agree to enter into tolling agreements to process the diluted bitumen feedstock into refined petroleum products for sale. Under the tolling agreement, APMC and CNRL retain ownership of the diluted bitumen as it is refined into petroleum products. APMC and CNRL then sell such petroleum products, and pay a tolling fee to the NWR Sturgeon Refinery for the refining service provided. The paper also uses an economic model in Excel to give a projection of the economics of this facility for the first full year of operation. The objective is to put numbers to a project that has been the subject of much qualitative discussion. The Excel economic model contains base case assumptions for a number of variables such as the capital cost of the refinery, the financing costs associated with such capital costs, the operating costs of the refinery, the cost of the diluted bitumen feedstock and the price of the petroleum products produced by and sold from the refinery. Based on these base case assumptions, the Excel economic model shows that in the first full year of operation of the NWR Sturgeon Refinery in 2019, the two toll-paying entities, APMC and CNRL, are projected to lose a cash amount of about $24 million (about $1 per barrel of diluted bitumen supplied). This loss is based on a comparison to the toll payers’ alternative of just selling the diluted bitumen feedstock at market prices. The paper then uses the economic model to do a sensitivity analysis to show the effect of a lower or higher price of diluted bitumen feedstock, as well as the effect of a lower or higher price of the produced petroleum products. If the cost of the diluted bitumen feedstock were lower, or the price of the petroleum products were higher, then APMC and CNRL would earn a profit. If the converse occurred (feedstock costs higher or petroleum product price lower), then the loss to APMC and CNRL would be greater than $24 million. Finally, the paper attempts to create a template for governments to use when they consider whether or not to provide financial assistance to various projects.

Increasing on gaseous fuels as clean, economical and abundant fuels encourages the search for optimum conditions of gas-fueled internal combustion engines. This paper presents the experimental results on the lean operational limits of Recardo E6 engine using gasoline, LPG, NG and hydrogen as fuels. The first appearance of almost motoring cycle was used to define the engine lean limit after the fuel flow was reduced gradually. The effects of compression ratio, engine speed and spark timing on the engine operational limits are presented and discussed in detailed. Increasing compression ratio (CR) extend the lean limits, this appears obviously with hydrogen, which has a wide range of equivalence ratios, while for hydrocarbon fuel octane number affect gasoline, so it can' t work above CR=9:1, and for LPG it reaches CR=12:1, NG reaches CR=15:1 at lean limit operation. Movement from low speeds to medium speeds extended lean misfire limits, while moving from medium to high speeds contracted the lean misfiring limits. NOx, CO and UBHC concentrations increased with CR increase for all fuels, while CO 2 concentrations reduced with this increment. NOx concentration increased for medium speeds and reduced for high speeds, but the resulted concentrations were inconcedrable for these lean limits. CO and CO 2 increased with engine speed increase, while UBHC reduced with this increment. The hydrogen engine runs with zero CO, CO 2 and UNHC concentrations, and altra low levels of NOx concentrations at studied lean misfire limits

The main objective of this work is to study the performance and emission characteristics ofcompression ignition (CI) engine using compressed natural gas (CNG) for the following conditions. (i) At constant speed by varying injection pressure and load (ii) Dual fuel combustion phenomenon. The conventional fuels like petrol and diesel for internal combustion engines are getting exhausted at an alarming rate, due to tremendous increase in the vehicular population. Further, these fuels cause serious environmental problems as they release toxic gases into the atmosphere at high temperatures and concentrations. Some of the pollutants released by the engines are un-burnt hydro carbons (UBHC), CO, NOx, smoke and particulate matter. In view of this and many other related issues, these fuels will have to be replaced by alternative and eco-friendly fuels. A 4-stroke, single-cylinder, vertical, stationary diesel engine has been considered for the purpose of experimentation. It is modified suitably to run on the dual fuel mode. CNG gas-air mixer is incorporated on the intake side of the engine. The fuel injection system is also altered so that it injects only the pilot fuel. The engine performance is better on CNG compared to pure diesel up to engine loads of about 75.67%. Key words: Dual-fuel, emissions, compressed natural gas (CNG), performance

Due to the global warming caused by the increasing CO2 concentration in atmosphere in recent decades, several carbon capture and sequestration (CCS) technologies are under researched. Biological carbon mitigation (BCM) is considered as a sustainable and potential process which uses autotrophic organisms such as microalgae and cyanobacteria to absorb CO2 from atmosphere through photosynthesis. Then large amounts of produced biomass can be used as biofuel which can reduce the usage of the gasoline. The residue of biofuel extraction can be also used as the feedstock for combustion. The whole recycle process achieves zero waste. In this study, the combination of the advantage of the chemical-alkaline-absorption and BCM is applied as the technology of carbon fixation from one of the main CO2 emission sources, power plant. CO2 has much more solubility in the alkaline solution and becomes HCO3- or CO32- as the carbon source for cyanobacteria. For meeting this practical requirement, thermophilic and basophilic cyanobacteria Thermosynechococcus sp. CL-1 (TCL-1) was chosen in this study. In order to increase the biomass productivity and carbon fixation rate, the higher surface-area-ratio flat panel was used as the photobioreactor (PBR) with high initial biomass concentration. After finding the best initial biomass concentration, the 23 factorial experimental design was used to study the macronutrient and micronutrient ratio of the MF medium for higher growth and carbon fixation rate. From several researches, cyanobacteria have the ability of accumulation high carbohydrate content as the feedstock for fermentation to bioethanol in certain conditions. Nitrogen deprivation seems as the condition that can accumulate the carbohydrate in several researches. Therefore, this condition was also researched in the optimized medium in this study. Furthermore, selection of the most suitable pretreatment method is crucial in achieving a high level of bioethanol production. Therefore, the pretreatment for carbohydrate of TCL-1 was studied and the content and composition of carbohydrate and monosaccharides under nitrogen deprivation were analyzed. The results show that the maximum biomass productivity 155.6 ± 7.8 mg/h/L and CO2 fixation rate 240.7 ± 7.8 mg CO2/L/h are reached in the condition of 3 g/L initial biomass concentration without pH control and modified MF medium of 5-fold macronutrient and 3-fold micronutrient ratio. The nitrogen deprivation in this modified medium can achieve the highest biomass productivity 124.1 ± 2.7 mg/L/h, CO2 fixation rate 201.2 ± 2.7 mg CO2/L/h, and biomass increment 34.9 ± 3.0% at the 7.29 mM initial DIN concentration. In carbohydrate analysis, one-step hydrolysis (4% H2SO4) followed by enzyme amyloglucosidase for TCL-1 carbohydrate pretreatment was established by two-way ANOVA. By using this pretreatment, it can be found that glucose (89.3-91.9%), xylose (6.4-7.3%) and arabinose (1.8-3.5%) are the main monosaccharides of TCL-1 in the cultivation condition of this study. The maximum carbohydrate content 55.3 ± 0.47%, maximum glucose content 50.5 ± 0.47%, and maximum carbohydrate productivity 53.5 ± 12.7 mg/L/h are reached in the 0.29 mM initial DIN condition. Moreover, from SEM, TCL-1 is 23% longer in the sufficient DIN concentration (29.17 mM) than that in deficient DIN concentration (0.29 mM). This is equivalent to the biomass increment. Therefore, TCL-1 may not have cell division. However, cell divisions were observed in both conditions. If cell division occurred, Monod equation was used as kinetic regression. If cell division didn’t occur, the biomass growth curves and carbohydrate productivity of TCL-1 were developed by empirical kinetic models, Logistic regression, and Modified Logistic regression, respectively, the carbohydrate accumulation curves by the Luedeking-Piret equation, and the DIN consumption curves by Modified Luedeking-Piret equation in the nitrogen deprivation conditions (0.29-7.29 mM) for the future application. The results for both kinetic studies show that all those equations fit well with experimental data and the cell divisions are confirmed.

The application of oily waste materials onto land has been a popular and inexpensive method of disposal used in the Canadian oil industry during the past 40 to 50 years. A variety of oily solid or semi-solid wastes have been disposed of in this manner including cuttings from drilling operations, sludges from the bottom of storage tanks or from gravity separators or biological treatment tanks and residues from flotation tanks. The potential exists for soil chemical and biological processes to degrade these oily wastes to end products that are innocuous and thus require no further treatment, however little information is currently available on environmentally acceptable methods for application for these wastes.

At present, in the North oil producing regions of our country formed large areas of peaty soils, contaminated by petroleum products. This material could consider as potential reserve of local fuel. Experimental investigations showed that from one ton of contaminated peat could be receive as marketable output: 160 kg of semi coke, 113 kg of gas, and 270 kg of light liquid petroleum products (heating oil). Semi coke could be processed into environmentally safe smokeless fuel in the form of briquettes of catalytic oxidation. On the basis of Krzhizhanovsky Power Engineering Institute’s development there is possibility of work on design mobile complex for recovery and processing of contaminated peat in situ. Tentative productivity of complex on raw feedstock is 6000 tons per year. We could receive in the form of marketable output 1000 tons of catalytic oxidation’s briquettes and 1400 tons of liquid petroleum products. Consequently, there is could be partially solve a problem of integration of cheap (and in this context lose) local fuel in fuel and energy balance of region. Furthermore, the operation of such complex intrinsically inserts in program of work on recultivation of areas contaminated by petroleum products. Implementation of represented in this article task will be require complex approach and participation of stakeholders of different type.

Use of conventional source of energy such as petrol, diesel etc. has rapidly affected the environment by means of rapid emission of greenhouse gases such as NO x , SO x ,CO 2 etc. These modern sources of energy are readily available thus their consumption has increased over the years and it is assumed that after 30 years these conventional sources of energy will be completely exhausted from the modern arena, also there will be a strutted increase in the initial cost of consumption of such source of energy. These source of energy is affecting environment by rate of spills, rate of pollution, etc. over the years by its continuous use thus there is need of using alternating fuel, i.e., nonconventional sources of energy to reduce the harmful environmental effects by the conventional source of energy and to achieve better stability in terms of its consumption. Nonconventional source of energy such as wind, air, tidal energy etc. are readily available causing no pollution and helps increasing stability in terms of its consumption and environmental effect. A compressed air is low toxic and is of high density as compared to conventional sources like petrol, diesel, etc. and it also possess low maintenance thus can be used in near future as an alternative fuel. This paper explains about the designing parameters and designing aspects of a Pneumatic car (compressed air car) which runs on the continuous supply of compressed air causing zero pollution as compared to various conventional source cars, also in this paper various designing specification and technical specification of a compressed air vehicle and their comparative analysis with other conventional source of energy has been touched upon. Keywords: CAC, Pneumatic car/vehicle, conventional source of energy, pneumatic cycle, Industries Cite this Article Rahul Aynyas, Madhurima Ganguly, Abhishek Nandan et al . Pneumatic Car: Solution to Fossil Fuels. Journal of Industrial Safety Engineering . 2018; 5(1): 18–27p.

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