The research determined that the improved heat transfer characteristics of a fluidized bed reactor (FBR) will allow the use of cobalt catalyst for high temperature Fischer-Tropsch synthesis (HTFT). Cobalt was loaded onto a gamma alumina support, the catalyst was characterized using TPR, BET/BJH, XRD, and PSA to track changes in the catalyst morphology. The reactor was characterized to determine the minimum fluidization velocity and the maximum velocity prior to entering lean phase fluidization with pneumatic transport of the catalyst. The highest minimum fluidization velocity was found to be about 2800 sccm, there was no maximum velocity found for the reactor setup. Once characterized, the reactor was operated at pressures of 145, 217.6, and 290.1 psig, a syngas flow rate of 4000 sccm, and at temperatures of 330 and 350 °C. The optimal conditions found in this study were 330 °C and 217 psig. At these conditions CO conversion was 83.53 % for a single pass. Methane, CO2, and light gases (C2 - C4) selectivities were at low rates of 31.43, 5.80, and 3.48 % respectively. Alcohol selectivity at these conditions was non-existent. The olefin and wax selectivities were the lowest of the data set at 7.05 and 3.18 % respectively. Liquid transportation fuels selectivity was the highest at 56.11 %.

Este trabalho tem como principal objetivo mostrar os efeitos do uso de gasolina adulterada em motores de pequena cilindrada em seus desempenhos e durabilidades. Para tanto, foram realizados ensaios comparativos em três motores carburados de aplicação em motocicletas, de mesmas séries. Estes motores consumiram gasolina C, padrão brasileiro de combustível para motores de ignição por faísca, e misturas desta gasolina com etanol hidratado carburante e solvente C-9. Os resultados mostram alterações de desempenho, nas concentrações de gases poluentes produzidos e nos níveis de deterioração. / This work has as main aim to show the effects of the use of the out of specification fuels in performance and durability of the low volumetric displacement engines. So, it was carried out comparative tests in three similar engines, equipped with carburetors as fuel metering arrangement, applied in motorcycles. These engines worked with standard gasoline C, Brazilian reference fuel to spark ignition engines and blends containing hydrated ethanol and C-9 solvent. The results show changes in performance, in the pollutant gases concentration productions and deterioration levels.

Durante o crescimento da levedura Saccharomyces cerevisiae em meios contendo sacarose, a enzima invertase hidrolisa a sacarose no ambiente extracelular em glicose e frutose, as quais são posteriormente captadas pelas células por difusão facilitada. Num trabalho prévio, a localização da enzima invertase foi modificada nesta levedura, eliminando-se a forma extracelular e superexpressando-se a forma intracelular da enzima (Stambuk et al., 2009). Como resultado, a captação de sacarose por esta linhagem modificada (iSUC2) é realizada pelo co-transporte ativo com íons H+, implicando no gasto de 1 mol de ATP para cada mol de H+ extrudado pelas células para manutenção do pH intracelular. Como forma de compensar este gasto energético, espera-se que a linhagem iSUC2 desvie uma maior parte do fluxo de carbono para a geração de energia e, consequentemente, para a formação de etanol, em relação a uma linhagem selvagem. No presente trabalho, uma avaliação fisiológica quantitativa de uma linhagem com esta modificação genética foi realizada tanto em quimiostatos limitados por sacarose, como em cultivos descontínuos com sacarose como única fonte de carbono. Os dados obtidos em quimiostatos anaeróbios demonstram que na linhagem iSUC2 a enzima invertase ficou retida no ambiente intracelular e apresentou atividade absoluta total cerca de duas vezes maior que na linhagem-referência (SUC2). Além disto, verificou-se um aumento de 4% no fator de conversão de sacarose a etanol (Y ETH/S), em relação à linhagem SUC2. No entanto, como foi observado que cerca de 8 % da sacarose não foi consumida pelas células da linhagem iSUC2 durante o estado-estacionário dos quimiostatos anaeróbios, decidiu-se melhorar a capacidade do transporte ativo deste dissacarídeo nesta linhagem através de uma estratégia de engenharia evolutiva caracterizada pelo cultivo destas células em quimiostatos longos limitados por sacarose, em anaerobiose. Obteve-se assim, após cerca de 60 gerações, uma linhagem mutante (iSUC2 evoluída) com atividade de transporte de sacarose 20 vezes superior à linhagem iSUC2, sendo capaz de consumir toda a sacarose do meio de cultivo. Esta linhagem apresentou um aumento de 11% no YETH/S e uma diminuição de 27% no fator de conversão de sacarose a células (YX/S), quando comparada à linhagem-referência. A análise do transcriptoma revelou o aumento da expressão de vários genes codificadores de transportadores de hexoses, bem como genes relacionados ao metabolismo de maltose, incluindo o gene do transportador de alta-afinidade para alfa-glicosídeos AGT1, quando a linhagem iSUC2 evoluída foi comparada à linhagem iSUC2. Detectou-se que a evolução em quimiostato resultou na duplicação do gene AGT1, sem que houvesse mutação neste gene. Através da superexpressão do gene AGT1 na linhagem iSUC2, conseguiu-se gerar uma linhagem que apresentou YETH/S muito próximo ao da linhagem iSUC2 evoluída. No entanto, outros parâmetros fisiológicos, foram diferentes nestas duas linhagens, indicando que a duplicação do gene AGT1 não foi a única mutação que ocorreu durante o processo de evolução em quimiostato. Este trabalho ilustra o potencial da combinação entre engenharia metabólica e engenharia evolutiva para a obtenção de linhagens de levedura melhoradas, para aplicação na produção industrial de etanol combustível a partir de meios contendo sacarose. / When growing on sucrose-containing substrates, Saccharomyces cerevisiae secretes invertase that hydrolyses sucrose into glucose and fructose, which are subsequently assimilated by facilitated diffusion. In a previous work, the cellular location of invertase in yeast was modified, by eliminating the extracellular form of the enzyme and over-expressing the intracellular one (Stambuk et al., 2009). As a result, sucrose uptake by this modified strain (iSUC2) occurs by an active H+-sucrose symport system, in which 1 ATP needs to be used by the cells to extrude the proton co-transported. In order to compensate for this, it is expected that these cells will deviate a higher proportion of the carbon flow towards energy generation, and consequently to ethanol formation, in comparison with the wild-type phenotype (SUC2). In the present work, a quantitative physiological evaluation of the iSUC2 strain was performed in both batch and chemostat cultures. Cells from the iSUC2 strain harvested from steady-state anaerobic sucrose-limited chemostats retained all invertase intracellularly and showed a 2-fold higher total invertase activity, when compared to the SUC2 strain grown under identical conditions. Besides this, the ethanol yield on sucrose in the former cells was 4% higher than in the latter case. However, due to the high levels of residual sucrose during these cultivations with the iSUC2 strain, we attempted to improve the transport capacity in the iSUC2 strain by evolutionary engineering. After 60 generations of cultivation in an anaerobic sucrose-limited chemostat, an evolved strain was selected, which presented a 20-fold increase in the sucrose transport capacity, when compared with the parental strain (iSUC2), leading to almost no residual sucrose. During growth of this evolved strain in anaerobic sucrose-limited chemostats, the ethanol yield on sucrose was 11% higher and the biomass yield on sucrose was 27% lower, when compared with the SUC2 strain. Transcriptome analysis revealed an increase in the expression level of several hexose transporters, as well as many MAL-related genes, including the gene for the high-affinity permease AGT1. Indeed, it was verified that this gene was duplicated during the evolution experiment, but no point mutation was detected. By over-expressing the AGT1 gene in the iSUC2 strain, it was possible to attain a similar ethanol yield on sucrose, when compared to the evolved iSUC2 strain. However, several other physiological parameters were different in both strains, indicating that the AGT1 gene duplication was not the only mutation that occurred during evolution in the chemostat. To conclude, this work illustrates that the combination of metabolic and evolutionary engineering is a powerful strategy to obtain improved sucrose-fermenting yeast strains.

Thesis (MBA (Business Management))--University of Stellenbosch, 2010. / ENGLISH ABSTRACT: The title of the study provides a summary of the content that is explored: The South African Liquid Fuels Market: Yesterday, Today and Tomorrow. A period spanning nearly 140 years is covered from 1882 to 2020. In “Yesterday”, the history of liquid fuels in South Africa is explored to understand the development of the liquid fuels market. The periods pre-1954, post-1954 and post-2003 are discussed. The period post-1954 is important due to the establishment of a highly developed crude oil refining and synthetic fuel production capability in South Africa. A section is also included to explain the international oil market because of the direct impact of crude oil and international oil prices on the South African liquid fuels market. “Today” explains the fuel price and demand and supply dynamics. The major role players in the liquid fuel market that shape the market are discussed. Government is actively involved in the market through the Department of Minerals and Energy and associated institutions, the CEF Group and Nersa. The South African Petroleum Association represents the seven largest oil companies in South Africa. An overview is provided of these seven companies and their operations in South Africa. In “Tomorrow”, international developments and domestic issues that will influence the liquid fuels market in the period 2010 to 2020 are identified. The future oil price and related issues of “peak oil” and fuel alternative vehicles have the ability to change the oil landscape dramatically. On the domestic side, the future petrol and diesel supply and demand balance are discussed in detail. The impact of the South African government on the market through clean fuel specifications and possible fuel price deregulation is also highlighted. It is clear from the study that historical as well as current supply and demand factors indicate that the South African liquid fuels market will continue to be a growth market that will be influenced by international oil market developments and domestic factors in the period 2010 to 2020. / AFRIKAANSE OPSOMMING: Die titel van die studie verskaf ‘n opsomming van die inhoud wat gedek word: Die Suid-Afrikaanse Brandstof Mark: Gister, Vandag en Môre. ‘n Periode van bykans 140 jaar word ondersoek wat strek vanaf 1882 tot 2020. “Gister” fokus op die geskiedenis van die brandstofmark in Suid-Afrika. Die periodes voor-1954, na-1954 en na-2003 word bespreek. In die periode na-1954 het Suid-Afrika ‘n indrukwekkende vermoë ontwikkel om ru-olie te raffineer en sintetiese brandstof te vervaardig. Die internasionale olie mark word ook bespreek as gevolg van die direkte impak wat ru-olie en internasionale olie pryse op die Suid-Afrikaanse brandstof mark het. “Vandag” verduidelik die brandstofprys asook vraag en aanbod faktore. Die belangrikste rolspelers wat die mark beinvloed word bespreek. Die regering is aktief betrokke in die mark deur die Deparment van Minerale en Energie en verwante organisasies, naamlik die CEF Groep en Nersa. Die Suid-Afrikaanse Branstofvereeniging verteenwoordig die sewe grootste olie maatskappye in Suid-Afrika. Die sewe maatskappye word bespreek en ‘n oorsig gegee oor hulle belange en bedrywighede in Suid-Afrika. In “Môre” word internasionale gebeure en plaaslike sake wat die brandstofmark in die periode 2010 tot 2020 kan beïnvloed ondersoek. Die toekomstige olie prys en verwante sake soos “spits olie” en voertuie wat van alternatiewe brandstof gebuik maak het die totale olie landskap verander. Op plaaslike vlak word die toekomstige petrol en diesel vraag en aanbod balans noukeurig ondersoek. Die Suid-Afrikaanse regering se impak deur skoon brandstof wetgewing en die moontlike de-regulering van die brandstofprys word beklemtoon. Die studie beklemtoon dat historiese asook huidige vraag en aanbod faktore daarop dui dat die Suid-Afrikaanse branstofmark steeds ‘n groeiende mark in die periode 2010 tot 2020 sal wees, wat beïnvloed sal word deur gebeure op die internasionale olie mark en plaaslike faktore.

CoordenaÃÃo de AperfeiÃoamento de Pessoal de NÃvel Superior / A reaÃÃo de sÃntese de Fischer-Tropsch tem merecido grande atenÃÃo pelo seu interesse tecnolÃgico e cientÃfico. Este interesse està associado a conversÃo do gÃs natural em produtos lÃquidos de alta qualidade (gasolina e diesel) e elevado valor agregado. No presente trabalho à descrito a metodologia empregada na sÃntese e caracterizaÃÃo de catalisadores de ferro usados na sÃntese de Fischer-Tropsch, com Ãnfase nos catalisadores suportados em sÃlica e catalisadores industriais (utilizados na sÃntese de amÃnia) promovidos com potÃssio e cobre. Pretende-se com esta discussÃo, identificar possÃveis vias para o desenvolvimento de catalisadores mais ativos e seletivos, variando a composiÃÃo do promotor estrutural para fins de otimizar a distribuiÃÃo dos produtos em fraÃÃes de hidrocarbonetos especÃficos (gasolina, diesel e graxa). A reaÃÃo foi conduzida em um reator de leito de lama. O estudo seguiu um planejamento experimental do tipo fatorial quadrado com ponto central e os resultados foram analisados baseados na metodologia dos grÃficos de superfÃcie de respostas. Os efeitos das diferentes condiÃÃes operacionais (temperatura e pressÃo) e dos diferentes teores de potÃssio na distribuiÃÃo dos produtos lÃquidos foram comparados baseados nos cromatogramas, nÃmero mÃdio de carbono (Nn) e no grau de dispersÃo dos produtos. Para todos os catalisadores de ferro empregados neste trabalho, observou-se um aumento no Ãndice que representa o comprimento da cadeia de hidrocarboneto (Nn) com o aumento do teor de potÃssio. Indicando um maior grau de polimerizaÃÃo para os catalisadores de ferro suportados com 18K em ralaÃÃo aos outros (12K, 6K e industrial). Os resultados mostram que, para catalisadores suportados, em pressÃes elevadas (25 e 30atm) favorecem a produÃÃo de graxa, enquanto a seletividade para hidrocarbonetos lÃquidos à favorecida a baixa pressÃo (20atm) e baixa temperatura (240ÂC). Para os catalisadores industriais, observou-se um aumento na fraÃÃo graxa em baixas temperaturas (240-255ÂC) e elevadas pressÃes (30atm). Contudo, os resultados de todas as corridas para o catalisador suportado e o industrial promovido e nÃo-promovido apresentaram quantidades significativas de n-parafinas com no mÃximo 35 Ãtomos de carbono que pode ser causados atravÃs das limitaÃÃes geomÃtricas e espaciais dentro dos poros do catalisador que tambÃm podem explicar o motivo pelo qual o Ãndice de dispersÃo da distribuiÃÃo de hidrocarbonetos serem mais baixos para um maior nÃmero de carbonos mÃdio. / The Fischer-Tropsch synthesis has been focus of attention of the scientific and industrial community. This interest is related to the conversion of natural gas into high quality liquid products, such as gasoline and diesel, which have high commercial value. In this work the methodology applied to synthesize and characterize iron-based catalyst used in the Fischer-Tropsch synthesis was described. Emphasis was given to catalysts supported in silica and to industrial catalysts (used in the synthesis of ammonia) impregnated with potassium and copper. The catalysts were tested to identify more active and selective catalysts, changing the amount of structural promoter in order to optimize the product distribution of specific hydrocarbons (gasoline, diesel, wax). The reaction was carried out in a slurry phase reactor. The experiments followed a 22 factorial experimental planning with central point and the results were analyzed based on the surface response methodology. The effects of the operating conditions (temperature and pressure) and of the amount of potassium in the catalyst on the liquid product distribution were compared based on the chromatographs, number average number of carbons (Nn) and distribution dispersion. In all iron based catalyst used in the research, the number average number of carbons (Nn) increased with increasing amount of potassium in the catalyst formulation. This result indicates that the catalyst with 18 K supported in silica showed the highest degree of polymerization in comparison with all other catalysts produced in this research. The results showed that for the catalyst supported in silica high pressures (25 to 30 atm) favor the production of wax, while higher selectivity towards liquid fuels was favored by low pressure (20 atm) and low temperature (240ÂC). For the industrial catalyst, an increase in the wax cat was observed at low temperatures (240-255ÂC) and high pressures (30 atm). The experiments carried out with the both catalysts (silica-supported and alumina-supported) have presented significant amounts of n-paraffins with a maximum of 35 carbons and low dispersion of the product distribution which can be caused by space limitations within the catalyst pores.

In an emerging energy landscape that increasingly discourages the use of traditional fossil fuels, there remain applications for which the continued use of high energy density liquid fuels is required, such as aviation and other uses where space and weight are critical design factors, or long term energy storage where cost and long term availability are required. To achieve this while transitioning to green sources of energy requires the design of next-generation combustion engines that can burn alternative fuels such as bio-derived or synthetic fuels; this process will be heavily dependent on design tools such as computational fluid dynamics packages, underpinned by accurate chemical kinetic models for the fuels in question. These kinetic models often contain thermodynamic information about hundreds of unique chemical species and thousands of chemical reactions forming an interconnected network between species governing their rates of production and destruction. Historically, generation of such high-fidelity kinetic models has required decades of research---too long for the engines that will require advanced fuels. Development of a kinetic model that is predictive of certain quantities of interest (ignition delay times, flame speeds, etc) can broadly be broken into four distinct stages: 1) initial ``crude'' model generation, 2) experimental design, 3) experiments and ab-initio theory calculations, and 4) kinetic model optimization. Advances in data-enabled science and ever-increasing computing power have offered pathways towards eventually automating this process. This work aims to introduce a collection of tools and building blocks that will assist in the overall aim of automatic kinetic model development, and in doing so fill important gaps in the current capabilities available in the literature. In particular, the work here touches on aspects of all four of the stages in the model development process described above. With regard to 1), while there are tools available in the literature for automatic generation of kinetic models for an increasingly large library of fuels, these models remain subject to the constraints imposed by current chemical kinetic model structures and combustion codes. Here, automatic screening procedures are introduced that investigate the impact on kinetic model prediction errors due to two distinct issues related to pressure-dependent chemistry: the lack of a new class of chemical reaction type in current chemical kinetic models, and effects due to how species-specific energy transfer parameters are represented in pressure-dependent stabilization reactions within kinetic models. With regard to 2) and 3), a Bayesian optimal experimental design algorithm is paired with computer-controllable perfectly-stirred reactor experiments with unique capability to both explore a combinatorically complex experiment parameter space (including flowing up to ten unique gas mixtures simultaneously) and measure dozens of chemical species using rapid, on-line diagnostics. This setup allows for key reaction pathways to be carefully "sensitized'' with the addition of trace quantities of key chemical species, a capability that has not been used elsewhere in literature. Generally speaking, other experimental design algorithms in literature have not explored experimental design spaces that are radically different from those used by experienced researchers in their manual experimental design processes, and the complexity of the mixtures explored by most traditional combustion experiments is limited to two or three different chemical species at most. The sensitization of key reaction pathways unlocks the ability to perform truly transformational parameter inferences with minimal amounts of experimental data. With regard to joining step 3) to 4) in the above process, semi-automated post-processing codes allow for rapid optimizations to be performed for a prior kinetic model on the basis of experiments chosen by our experimental design algorithm. Critically, a combination of the experimental design algorithm developed here and the jet-stirred reactor experiments described was tested on the kinetic model for N₂O decomposition, which has uncertainties for key reaction rates that have persisted for decades (indeed, researchers suggest kinetic rate constants for N₂O+O=N₂+O₂ that differ by at least four orders of magnitude!). Optimizations using the Multi-Scale Informatics (MSI) tool developed by our research group were run on the basis of experimental data obtained in the aforementioned experiments, and used to gain insights about the rate constant for a key reaction in N₂O decomposition chemistry, N₂O+O=N₂+O₂ , serving as a proof-of-concept for key portions of what will form the backbone of an automatic kinetic model development pipeline.

Demand for liquid fuels (i.e., petroleum products) has burdened the U.S. with major challenges, including national security and economic concerns stemming from rising petroleum imports; impacts of global climate change from rising emissions of CO2; and continued public health concerns from criteria and hazardous (i.e., toxic) air pollutants. Over the last decade or so, biofuels have been touted as a supply-side solution to several of these problems. Biofuels can be produced from domestic biomass feedstocks (e.g., corn, soybeans), they have the potential to reduce GHG emissions when compared to petroleum products on a lifecycle basis, and some biofuels have been shown to reduce criteria air pollutants. Today, there are numerous policy incentives—existing and proposed—aimed at supporting the biofuels industry in the U.S. However, the Renewable Fuel Standard (RFS) Program stands as perhaps the most significant mandate imposed to date to promote the use of biofuels. Overall, the RFS stands as the key driver in a transition to biofuels in the near term. By mandating annual consumption of biofuels, increasing to 36 bgy by 2022, the program has the potential to significantly alter the state of the U.S. liquid fuels sector. Fuel transitions in the transportation sector are the focus of this thesis. More specifically, the increasing consumption of biofuels in the transportation sector, as mandated by the RFS, is examined. With a well-developed, efficient, and expensive, petroleum-based infrastructure in place, many barriers must be overcome for biofuels to play a significant role in the transportation sector. Identifying and understanding the barriers to a biofuels transition is the objective of this thesis. Although fuel transitions may seem daunting and unfamiliar, the U.S. transportation sector has undergone numerous transitions in the past. Chapter 2 reviews major fuel transitions that have occurred in the U.S. liquid fuels sector over the last half century, including the phasing out of lead additives in gasoline, the transition from MTBE to ethanol as the predominant oxygenate additive in gasoline, and the recent introduction of ULSD. These historical transitions represent the uncertainty and diversity of fuel transition pathways, and illustrate the range of impacts that can occur across the fuel supply chain infrastructure. Many pertinent lessons can be derived from these historical transitions and used to identify and assess barriers facing the adoption of alternative fuels (i.e., biofuels) and to understand how such a transition might unfold. Computer models can also help to explore the implications of fuel transitions. In order to better understand the barriers associated with fuel transitions, and to identify options for overcoming these barriers, many recent research efforts have used sophisticated modeling techniques to analyze energy transitions. Chapter 3 reviews a number of these recent modeling efforts with a focus on understanding how these methodologies have been applied, or may be adapted, to analyzing a transition to biofuels. Four general categories of models are reviewed: system dynamics, complex adaptive systems, infrastructure optimization, and economic models. In chapter 4, scenarios created from a high-level model of the liquid fuels sector (the Liquid Fuels Transition model) are presented to explore potential pathways and barriers to a biofuels transition. The scenarios illustrate different pathways to meeting the requirements of the RFS mandate, and differ based on the overall demand of liquid fuels, how the biofuels mandate is met (i.e., the mix of biofuels), and the status of the ethanol blend limit in the motor gasoline sector. The scenarios are used to evaluate the infrastructure implications associated with a biofuels transition, and illustrate the uncertainty that exists in assessing such a transition. / text

Design of atomizers for gas-turbine purposes are an important ordeal. The per-formance of the atomizer directly impacts the efficiency of the gas-turbine, andconsequently, the energy extracted from the turbine. Furthermore, the design ofthe atomizer can have an impact on reducing toxic emissions. On a global scale,gas-turbines can be considered crucial for the transition to renewable energy. Forengineers, designing of atomizers are however challenging. Turbulent flow, multi-phase interaction and chemical reactions are some of the complex physics involvedwhich has to be taken into consideration when designing the atomizer. Engineerstraditionally uses experimental testing for investigation of designs, and it is still verymuch a useful methodology. However, numerical simulations and CFD have recentlygained popularity due to being a more cost-effective methodology. In this work, theprocedure for designing a prefilm atomizer involving CFD (single phase model andmulti phase model) and experimental testing is documented. The details of the twonumerical models (a single phase model and a multi phase model) has been doc-umented as well as the experimental setup. The single phase model is used for aparametric study and experimental testing is used for evaluation of designs. Themulti phase model is aimed to replicate the experimental results. The validity ofthe numerical models and the experimental setup are discussed, and possible mod-ifications of the methodology for future studies are suggested. Finally, suggestionsfor how the prefilmer should be designed is suggested.

This paper will discuss the conversion of gas produced from biomass into liquid fuel through the combination of naturally occurring processes, which occur in landfills and anaerobic digesters, and a gas-to-liquids (GTL) facility. Landfills and anaerobic digesters produce gases (LFG) that can be converted into syngas via a Tri-reforming process and then synthesized into man-made hydrocarbon mixtures using Fischer-Tropsch synthesis. Further processing allows for the separation into liquid hydrocarbon fuels such as diesel and gasoline, as well as other middle distillate fuels. Conversion of landfill gas into liquid fuels increases their energy density, ease of storage, and open market potential as a common “drop in” fuel. These steps not only allow for profitable avenues for landfill operators but potential methods to decrease greenhouse gas emissions. The objective of this paper is to present a preliminary design of an innovative facility which processes contaminated biogases and produces a valuable product. An economic analysis is performed to show feasibility for a facility under base case scenario. A sensitivity analysis is performed to show the effect of different cost scenarios on the breakeven price of fuel produced. Market scenarios are also presented in order to further analyze situations where certain product portions cannot be sold or facility downtime is increased. This facility is then compared to traditional mitigation options, such as flaring and electricity generation, to assess the effect each option has on cost, energy efficiency, and emissions reduction.

The main theme of this thesis is available and potential gaseous and liquid alternative biofuels made from biomass and waste. The thesis deals with their detailed description and comparison. The first part covers the basic distribution of biofuels and alternative fuels made from waste. The main part focuses then on the fuels themselves, their properties, production, use and environmental impact. Furthermore, thesis describes legislative issues and fuels are compared from different perspectives. Practical part includes testing of combustion of liquid fuels taken from waste sources. In the next chapters there is executed overview of basic atomization method of liquid fuels and a plan and running of the testing processed. Evaluation of results is based on point of view of suitability for use, the quality of combustion and emission limits.