This master thesis was performed at InfoMate which is the IT organisation within Scania CVAB. Scania is a global company with operations in Europe, Latin America, Asia, Africa andAustralia. Scania is the world’s third largest manufacturer of heavy trucks and heavy bussegment. InfoMate’s mission is to provide the global business activities with IT solutions thatsupport the core activity. Scania InfoMate is represented in Sweden, France, Holland andLatin America with totally 650 employees.The objective for this thesis is to evaluate the environmental work within InfoMate andpropose improvements. The thesis explains how a green approach of IT can increaseprofitability of the company. Green IT doesn’t only consist of taking responsibility of theenvironmental change; it is as much about decreased cost, increased efficiency and anenhanced image.Green IT is much about reducing energy consumption. The thesis makes it clear that it alreadyexist an ongoing work with this within InfoMate but with the economical approach as thedriving force. Mainly is it the increment in the number of virtualized servers that hasdecreased the energy consumption per server. However, there is a great potential to dosubstantial improvements. An important part of the environmental work is to engage theemployees by education, as well as connect the environmental policy of Scania to InfoMate,and make it visible to one and all within the IT organisation. Last but not the least, it isimportant to do measurements and follow up how the environmental work proceeds and whatit results in, in a motivation purpose. It is also important to visualise what needs to focus on,to make the work more uniform and goal-oriented. / Uppsatsnivå: D

Biomass fast pyrolysis liquid (bio-oil) is a cellulose based alternative fuel with the potential to displace fossil fuels in stationary heat and power applications. To better understand the combustion behavior and emissions of bio-oil, a 10 kW spray burner was designed and constructed. The effect of swirl, atomization quality, ignition source (pilot) energy, air/fuel preheat and equivalence ratio on the stability and emissions of bio-oil spray flames was investigated. A blend of 80% pyrolysis liquid and 20% ethanol by volume was used during the tests and the results were compared to burner operation with diesel. It is important to have good atomization, thorough mixing and high swirl in order to stabilize ignition, promote the burnout of bio-oil and decrease CO, hydrocarbon and particulate matter emissions. The total amount of primary air and atomizing air that can be used to improve turbulence, mixing, droplet burnout and overall combustion quality is limited by the distillable fraction and narrow lean blow-out limit associated with pyrolysis liquid. Air and fuel preheat are important for reducing hydrocarbon and CO emissions, although subsequent fuel boiling should be avoided in order to maintain flame stability. The NOx produced in bio-oil flames is dominated by the conversion of fuel bound nitrogen. The particulate matter collected during bio-oil combustion is composed of both carbonaceous cenosphere residues and ash. Under good burning conditions, the majority consists of ash. Pilot flame energy and air/fuel preheat have a weak effect on the total particulate matter in the exhaust. Generally, these results suggest that available burner parameters can be adjusted in order to achieve low hydrocarbon, CO and carbonaceous particulate matter emissions when using pyrolysis liquid. Total particulates can be further mitigated by reducing the inherent ash content in bio-oil. Comparative burner tests with diesel reveal much lower emissions for this fuel at most of the operating points considered. This is due to the fully distillable nature, better atomization and improved spray ignition characteristics associated with diesel. Because of its superior volatility, diesel can also operate over a much wider range of primary air and atomizing air flow rates compared to bio-oil.

Biomass fast pyrolysis liquid (bio-oil) is a cellulose based alternative fuel with the potential to displace fossil fuels in stationary heat and power applications. To better understand the combustion behavior and emissions of bio-oil, a 10 kW spray burner was designed and constructed. The effect of swirl, atomization quality, ignition source (pilot) energy, air/fuel preheat and equivalence ratio on the stability and emissions of bio-oil spray flames was investigated. A blend of 80% pyrolysis liquid and 20% ethanol by volume was used during the tests and the results were compared to burner operation with diesel. It is important to have good atomization, thorough mixing and high swirl in order to stabilize ignition, promote the burnout of bio-oil and decrease CO, hydrocarbon and particulate matter emissions. The total amount of primary air and atomizing air that can be used to improve turbulence, mixing, droplet burnout and overall combustion quality is limited by the distillable fraction and narrow lean blow-out limit associated with pyrolysis liquid. Air and fuel preheat are important for reducing hydrocarbon and CO emissions, although subsequent fuel boiling should be avoided in order to maintain flame stability. The NOx produced in bio-oil flames is dominated by the conversion of fuel bound nitrogen. The particulate matter collected during bio-oil combustion is composed of both carbonaceous cenosphere residues and ash. Under good burning conditions, the majority consists of ash. Pilot flame energy and air/fuel preheat have a weak effect on the total particulate matter in the exhaust. Generally, these results suggest that available burner parameters can be adjusted in order to achieve low hydrocarbon, CO and carbonaceous particulate matter emissions when using pyrolysis liquid. Total particulates can be further mitigated by reducing the inherent ash content in bio-oil. Comparative burner tests with diesel reveal much lower emissions for this fuel at most of the operating points considered. This is due to the fully distillable nature, better atomization and improved spray ignition characteristics associated with diesel. Because of its superior volatility, diesel can also operate over a much wider range of primary air and atomizing air flow rates compared to bio-oil.

Thesis (MAcc)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: Globally, climate change is probably the biggest environmental challenge facing the world this century. To accommodate change, the South African government introduced a vehicle emission tax on 1 September 2010. However, the design of the vehicle emission tax focuses on consumers and it might not be most effective in reducing CO2 emissions to the desired level. Therefore, alternative initiatives need to be identified and implemented to address increasing CO2 emissions. A “feebate” policy is considered as a possible alternative to reduce CO2 emissions. A literature review was performed on the topic of “feebate” policies and current tax legislation that could encourage vehicle manufacturers to invest in energy-efficient technology aimed at reducing CO2 emissions. Based on the literature review, a qualitative empirical study was conducted by means of a questionnaire, which was distributed to nine vehicle manufacturers in South Africa. The study specifically focused on vehicle manufacturers as they have the opportunity to design, develop and introduce energy-efficient technology, which could reduce CO2 emissions. Results suggest that a “feebate” policy that leads to costs savings should be considered by government to encourage vehicle manufacturers to invest in energy-efficient technology in order to lower CO2 emissions. It was also noted that, in general, the provisions of the current Income Tax Act No. 58 of 1962 provides little incentive to encourage vehicle manufacturers to invest in energy-efficient technologies to reduce CO₂ emissions. / AFRIKAANSE OPSOMMING: Wêreldwyd is klimaatverandering waarskynlik die grootste uitdaging wat die wêreld in die gesig staar die eeu. Die Suid-Afrikaanse regering het op 1 September 2010 ʼn voertuig uitlatingsbelasting ingestel om verandering te akkommodeer. Aangesien die ontwerp van voertuig uitlatingsbelasting egter fokus op die verbruiker, is dit moontlik nie die effektiefste manier om CO2-uitlatings te verminder en tot ʼn aanvaarbare vlak nie. Dus moet alternatiewe inisiatiewe geïdentifiseer en geïmplementeer word om toenemende CO2-uitlatings aan te spreek. ʼn “Feebate” beleid word oorweeg as ʼn moontlike alternatief om CO2-uitlatings te verminder. ʼn Literatuurstudie is uitgevoer rakende die onderwerp van “feebate” beleide en huidige belastingwetgewing wat voertuigvervaardigers kan motiveer om te investeer in energie effektiewe tegnologie wat gemik is daarop om CO2-uitlatings te beperk. Gebaseer op die literatuurstudie is ʼn kwalitatiewe empiriese studie uitgevoer deur middel van ʼn vraelys, wat aan al nege voertuigvervaardigers in Suid-Afrika gestuur is. Die studie het spesifiek op voertuigvervaardigers gefokus, omrede hulle die geleentheid het om energie effektiewe tegnologie te ontwerp, te ontwikkel en voor te stel wat CO2-uitlatings kan verminder. Resultate dui daarop dat die regering ʼn “feebate” beleid, wat sal lei tot kostebesparing, behoort te oorweeg om sodoende voertuigvervaardigers te motiveer om in energie effektiewe tegnologie te investeer om CO2-uitlatings te verlaag. Daar is ook bevind dat die huidige Inkomstebelastingwet No. 58 van 1962 oor die algemeen min insentief verskaf om voertuigvervaardigers te motiveer om in energie effektiewe tegnologie te investeer om CO2-uitlatings te verlaag.

Les réglementations sur les NOx émis par les avions sont sévères. Les techniques les réduisant ont des inconvénients. Pour les supprimer, deux pistes sont explorées. La première modifie l'architecture des chambres de combustion et les stabilise par une cavité. La seconde dope le kérosène au ralenti.Peu d'information est disponible sur les mécanismes de stabilisation et sur la structure de flamme des Trapped Vortex Combustor. Pour y remédier, un TVC est construit. L'étude de l'écoulement à froid ainsi que l'étude temporellement résolue de la flamme, mettent en avant les éléments stabilisateurs et déstabilisateurs. L'impact de la structure de flamme sur les émissions est évalué.La seconde partie porte sur l'effet de l'ajout d'hydrogène et de gaz de reformeur dans une chambre conventionnelle. Malgré une légère augmentation des émissions de NOx, l'ajout de composés hydrogénés réduit fortement les émissions de CO, augmente la stabilité et réduit la limite d'extinction pauvre. / Environmental standards on aircraff NOx emissions are strict. Technics for reducing them have drawbacks. Two options are explored in this study to supress them. The first one is to fundamentally change the current combustion chamber architecture, to stabilize them by a cavity, the second, to dope fuel at idle.Little information on the mechanisms of stabilization and on the flame structure on Trapped Vortex Combustor is available. To remedy this, a TVC is built. The stabilizing ans destabilizing parameters are pointed out by the cold flow investigation and the temporally resolved study of the combustion. The impact of the flame structure on pollutant emissions is also considered.The second part of this stud, deals with the addition of pure hydrogen an of reformer gas in a conventional combustuion chamber. Despite a slight increase in NOx emissions, the addition of hydrogenated compounds reduces drastically CO emissions, increases the flame stability and reduces the LBO limit.