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1

Samochód elektryczny a ochrona atmosfery

Polakowski K.

Rocznik Ochrona Środowiska

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2016

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Tom 18, cz. 2

628--639

EN

The article attempts to perform a concise analysis of the impact of toxic emissions from internal combustion engines used in road transport to the rapidly deteriorating physicochemical state of the atmosphere. Apart from the problems associated with air pollution and the environment at the stage of extraction, transport and processing of liquid and gaseous hydrocarbon fossil fuels, the biggest problem associated is with the mass poisoning of the atmosphere by the products coming out from the exhaust pipes of all (land, sea and air) means of transportation. These include first and foremost: oxides of nitrogen, carbon, sulfur and unburned hydrocarbons (and lead compounds, which until recently were widely used in the production of fuels). In many of the published results of the studies it was showed that they threaten the health and even the life of man. It is estimated that in the US in 2013 approximately 53,000 people died due to the negative effects exhaust gas have on the human body. These substances not only pollute the air we breathe, but also contribute to the creation of so-called acid rain, which threaten the flora and fauna all over the Earth. Moreover, they significantly affect the acceleration of the greenhouse effect. The second chapter presents in what way the car transport negatively influences the state of the atmosphere with particular emphasis on fast growing greenhouse effect, caused by the increase of carbon dioxide in the upper atmosphere. The third chapter is the analysis of problems related to the reduction of exhaust emissions from motor vehicles. It shows that it is impossible to limit these emissions, because combustion engines are highly inefficient: carrying the driver with a passenger and light luggage (for a total of about 140 kg) consumes less than 1% of the energy contained in the fuel. This translates into unproductive combustion of large quantities of fuel and consequently the emission of enormous quantities of harmful exhaust emissions. In the fourth chapter an attempt was made to answer the question: as far as protection of atmosphere is concerned, can the electric car be an effective remedy for the hazardous products of combustion? The answer is positive, because electric motors are practically emission-free and in superior to heat engines in that they are three times more effective in converting electrical energy into mechanical one. However, the main problem may consist in the necessity of universal and quite rapid transition to production of electricity from carbon-free renewable energy sources: wind, water, sun. The fifth chapter presents the results obtained by a team of researchers from Stanford University who attempted to create an alternative to the traditional system of electricity generation consisting in the burning fuels in thermal power plants. This alternative is WWS, an emission-free system based on the usage of the energy contained in wind, flowing water, and solar radiation. The presented data show it is possible to achieve global transition to WWs system within the next 30-50 years. In the sixth chapter we review the state of development in the area of electric cars production in the world. Emerging solutions and a lot of interest from potential buyers give positive feelings. If we realize the idea of creating a network of stations for automatic battery exchange (Tesla Motors has presented a solution for such exchange within 90 seconds), at a price of exchange not exceeding prices of refueling an internal combustion engine vehicle, with enough fuel enabling traversing the comparable distance, then the last barrier to widespread implementation of road based transport with electric drive will practically disappear.

2

Consequences of using LNG as a marine fuel

Herdzik J.

Journal of KONES

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2013

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Vol. 20, No. 2

159--166

EN

The paper presents the consequences of LNG usage as a marine fuel. The restrictions of harmful substances emission to atmosphere from marine engines, especially in controlled emission areas (ECA and SECA areas) of nitrogen oxides and sulfur oxides, forces the engine makers to use additional installations, which operation may fulfill the purification requirements of exhaust gases. The option is a usage gaseous fuels, especially liquid natural gas (LNG) or compressed natural gas (CNG). There is no an alternative – only gaseous fuels may fulfill the Tier3 level without exhaust gases purification process. In prognosis about 650 ships (in high scenario about 2000) will be fuelled LNG in the year 2025. It was written why the liquid fuels stay unattractive. The basic problem is still the limited network of LNG distribution in ports and the lack of small vessels or barges for LNG bunkering. The proposition of design of LNG tank and barges were presented. The next problem is a deficiency of LNG bunker port in deep sea before entering the ECA areas. The controlled emission areas will extend in the near future. The LNG or CNG seemed to be the preferring fuel in industry due to CO2 emission limits and environmental taxes. The demand for LNG in prognosis to 2025 in bunker ports varies 0.1-18% of total fuel bunker depending on legislation and low or high case, in base case it will be 3%. It depends on the conviction of ship-owners that is no return from transition to the LNG or CNG ship fuelling. The examples to LNG ship conversion were described.

3

Aspects of using LNG as a marine fuel

Herdzik J.

Journal of KONES

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2012

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Vol. 19, No. 2

201-209

EN

The paper presents a probe of LNG usage analysis as a marine fuel. The restrictions of harmful substances emission to atmosphere from marine engines, especially in controlled emission areas (ECA and SECA areas) of nitrogen oxides and sulfur oxides, forces the engine makers to use additional installations, which operation may fulfill the cleanness requirements of exhaust gases. The option is a usage such marine fuels which fulfill the requirements without any cleaning processes. Such fuels are gaseous fuels, especially liquid natural gas (LNG) or compressed natural gas (CNG). It was undertaken many tests for determination the conditions of safety bunkering, storage on board, preparation and supplying the fuel to the engine and realization of working process. About dozens merchant ships were applied LNG as a fuel. There is enough experience for spreading the LNG usage. The basic problem is still the limited network of LNG distribution in ports. The next one is the conviction of ship-owners that is no return from transition to the LNG or CNG fuelling. In the end it may occurred to the double beneficial situation that the fuel costs would be decreasing and simultaneously the improvement of exhaust gases quality (the restriction of negative effects for the natural environment).

4

Research on influence of some ship diesel engine malfunctions on its exhaust gas toxicity

Krzyżanowski J., Witkowski K.

Polish Maritime Research

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2004

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nr 1

24-26

EN

This paper is a continuation of the previous articles of the authors, published in Polish Maritime Research [1, 2], devoted to pollution of the atmosphere due ship diesel engines in operation. In the paper presented are results of the investigations carried out in the Gdynia Maritime Academy laboratory with the use of a ship one-cylinder diesel engine combusting heavy fuel oil. Two its possible malfunctions: changes of fuel injection pressure and changes of injection advance angle were simulated. Both malfunctions, which might occur as a result of incorrect engine regulation or wearing or contamination of engine elements, were simulated separately. The presented investigations were focused on finding out relationships between the assumed malfunctions and exhaust gas content, especially content of nitric oxides (NOx), very toxic compoŹunds. The paper is ended by several conclusions arising from analysis of the results which have - apart from their cognitive merits - also an utilitarian character as they may be put into practice by ship operators, provided that some limitations resulting from the specific conditions of the reported laboratory investigations are appropriately taken into account.