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I take exception to calling this "refinery Offgas-to-Bioethanol production." It doesn't matter if they are using "biological catalysts to make fuels and chemicals" if the feed-stocks are from fossil fuels, as the off-gas from refineries and steel production would be. Catalysts are not consumed in any process so just the use of biological catalysts would not make the end product "bio."
I just found this; It explains the chemistry of NOX production in diesels - among other things.
E-P & Juan have the right of it. Studies have shown a plug-in with 100 mile range can cover 90% of the average driver's needs and 75% of drivers average less than 40 miles a day. Save the biofuel for the range extender engines.
And for those of you who like watching youtube the waterless robot cleaner is here;
At Ketura Sun, a large commercial solar field in Israel, the solar panels are being cleaned in a unique way: by robots. That's not the most unique part. These robots don't use any water in the cleaning process, making them a great match for the Negev desert where the solar plant is located. Even better, the robots could go a long way toward making solar power plants less dependent on water. According to Gizmag, the Ecoppia E4 robots are "mounted on a frame that moves laterally along the panels and the robots themselves move up and down the panels. They use a rotating brush made up of soft microfiber in conjunction with air blowers to remove what Ecoppia says is 99 percent of dust build-up." No water required.
E-P, The liquid nitrogen market size was USD 12.48 Billion in 2015. At 50 cents per gallon that's about 25 billion gallons. So the amount of CO2 the industry could remove is what? 13 million gallons???
CO2 removal would also be a consequence of plants that supply liquid O2 and/or N2.
Autotalks’ B2V solution enables detection of motorcycles that are not visible to the human eye or cameras of any sort. To allow riders and drivers who are farther away to reliably receive the necessary information This is good, this is what is needed. But it doesn't NOT absolve the driver or biker from avoiding what IS visible, whether it be other cars & motorbikes, bikes, pedestrians, downed trees & powerlines, deer or something that fell off the back of a truck.
Because of it's high torque, nothing tows better than a diesel. And because of the high efficiency of the engine and high energy density of the fuel nothing covers more ground on a given tank size than a diesel. But MAN, I still have to look at myself in the mirror;
We've not been sitting on our hands you know. As you can see; we've already got quite the network of charging stations but I'd like to see more Level 3 chargers on intercity routes, and E-highways for the trucks. At the very least the railways should be electrified like they are in Europe.
"Results of A study..." is rarely worth much. Real conclusions come from compiling multiple independent studies.
There's another way of reducing diesel emissions - propane or natural gas injection. The gaseous fuel is introduced into each cylinder of the engine during the intake stroke. During the compression stroke of the piston, the pressure and temperature of the mixture are increased in the conventional manner. Near the end of the compression stroke, a smaller than normal quantity of diesel fuel from the engine's existing diesel fuel injection system is injected into the cylinder. The diesel ignites due to compression and in turn ignites the mixture of gaseous-fuel and intake air, which in turn, accelerates the flame front of the Diesel Fuel, enhancing the combustion process which reduces particulates. In addition, because less diesel is used and propane burns cooler, lower combustion temperatures produce fewer NOX.
A battery/FC hybrid semi is one solution. Another would be to electrify the highways; A battery/FC/cable trybrid semi would have all the bases covered.
Google maps says the Indio to Mecca/Oasis routes are about 21/22 miles. Batteries can handle that far cheaper than FCs. If you must have hydrogen powered buses, save them for the cross country Greyhound buses.
sd, the orange EV has a top speed of 25mph so it is limited of moving freight around the port or to warehouses within the port's home city. This new truck is a class 8 which can travel at highway speeds. Drayage does imply short haul but typically means any trip completed in a single work shift. Hours of Service (HOS) rules for daily driving in Canada state: You’re limited to 13 hours of Driving time in a day or a work shift. This rule is pretty straightforward. In a day and a work shift you cannot log more than 13 hours as “Driving.” In order to drive again you must be Off-Duty for 8 consecutive hours. Off duty includes Off-Duty and Sleeper. You cannot Drive once you have 14 hours of on-duty time in a day or work shift. On-Duty includes “Driving” and “On-Duty Not Driving.” You can still log On-Duty Not Driving after 14 hours on-duty, but you cannot log “Driving.” In order to drive again you must be Off-Duty for 8 consecutive hours. Off duty includes Off-Duty and Sleeper. No Driving after 16 hours of time has elapsed between the conclusion of the most recent period of 8 or more consecutive hours of off-duty time and the beginning of the next period of 8 or more consecutive hours of off-duty time. This is referred to as the “16 hour” rule. It’s a ticking clock, which starts once you mark yourself on-duty. 16 hours from that point you cannot longer log Driving. You need 8 consecutive hours Off-Duty in order to drive again. You need to log at least 10 hours of off-duty time in a day. In the US the same rules state: You can drive a maximum of 11 hours after 10 consecutive hours off duty. You must take a 30-minute break, at a time of your choosing, within the previous 8 hours. This means before 8 hours, in real time, has past you need to take a 30-minute break. The 8-hour clock starts again once you complete your break. You cannot drive beyond the 14th hour after coming on duty, following 10 consecutive hours off duty. This works like the 16-hour rule in Canada, but it’s 14 hours and 10 hours Off-Duty. This differs from Canada, in that; your 10 hours must include 8 consecutive hours of Sleeper Birth time. At highway speeds (55mph) a 11 hour shift can mean over 600 miles of driving. This new truck has a 200 mile range and can refill quickly.
Darn, sd that website says they supply "fleets" - not private owners like me. This is the same problem I have with VIA motors' electrified pickup. Also 5000 lb isn't enough for my needs, like CE88 says it's fairly low for a 1/2 ton. The Tesla model X pulls that much.
Payload and towing capacity, please? Any article about a pickup truck without that info is useless. Payload and towing capacity is the reason you buy a pickup. Period.
OK, so how far can this plane fly? What's so great about speed if you have to land at the same airfield you took off from? You're literally "going nowhere fast."
I was just going to say that myself SJC. Also in the news today, the keystone xl and dakota access pipelines, the ones he claimed would be using American steel, won't be because his rule only applies to new pipeline plans and these two are old pipeline plans.
ICEVs will be around for another 40+ years and USA need a safe source of fossil fuel to be free of imports from unfriendly nations. Ah, but what about exports TO unfriendly nations? ;) As long as Trump is President America will be the "unfriendly"est nation of all.
@GdB No, it's not a "tail wind" - it's a "cross wind." The shape of the truck acts like a wing or sail that produces "lift" as well as drag and side forces. Cross wind when added to forward speed gives you an apparent wind at different yaw angles. The right yaw angle can produce more forward lift than rearward drag while any side forces are handled by the tires on the road.
the new SuperTruck I vehicle achieved 13 mpg This duplicates the efforts, and results, of other "supertruck" projects I've seen over the years.
From the looks of the pictures it seems the CF parts take up more space than the steel parts. That's not always an option when designing a car. It's even less of an option if you're thinking of simply replacing the part in a current car.
That wouldn't work because there is NO effort to keep ethanol out of gasoline here. Quite the opposite: "Since December 2010 federal regulations have required that gasoline in Canada contain 5% renewable fuel content overall" and every pump I've filled up at these last 6 years has had the label "May contain up to 10% ethanol" on it. The problem then is two fold: What fuel grade ethanol we can produce gets spread out to all the gasoline supply leaving little left for higher ratios. And because Canadian driver see themselves as doing something "ECO" collectively there less call for individuals to go that extra step and those that want to have already found their extra step in propane/CNG or BEV/hybrid cars, so there's little market demand for E85. That one station I mentioned? It doesn't cater to environmentalists. It's located in the rich end of town where young punks with too much allowance drive souped-up streetracers.
Another idea: Bi-fuel - E85 and propane or CNG. All have 100+ octane numbers and could be run in the same high compression engine. In Canada propane/autogas and CNG is more available than E85, there's only one E85 station that I'm sure of vs ~40 CNG stations listed on a website I found vs almost 450 autogas stations. Using E85 would be best for the environment but falling back on propane would be cheaper and still better than gasoline or diesel.