Cutting Carbon Emissions

Cutting Carbon Emissions Through Haulage Loads

By Luke Humble

This may seem a slightly unlikely article for me to be writing at first. Working in the road transport industry as I do, many people assume it is automatically impossible to have a green conscience. This isn’t surprising, given that my job depends on hundreds of haulage vehicles dragging loads up and down the country, producing all those environment damaging carbon emissions along the way. Actually, the truth is that my job allows me to be both a vocal green advocate and a road haulage representative while still helping me claim a regular salary. No, I haven’t invented a magical device that changes exhaust emissions into pure oxygen – it’s simply thanks to the nature of the freight exchange.

It works like this: under normal circumstances, owner operators or haulage companies manage their own loads with their customers, make their delivery and then return home to the depot for the next load. Environmentally and on a human level, this is in no way efficient. The driver is, in effect, only being paid for the outbound journey, and in these times when the price of fuel seems to be rising on an almost daily basis, this is financially crippling. Now consider a freight exchange – a network of suppliers and haulage drivers/companies who distribute their loads between them meaning that the return journey can contain another job. This means the trip is paid for (both ways) and therefore the haulage company is not operating at an inefficient loss (even for a minute) and profits can rise.

All well and good, but this still isn’t looking particularly environmentally friendly is it? Wait, I’m getting to that part.

Now, if this return load is being distributed back to someone who is already out on the road, it won’t be given to an owner operator for whom that would be the sole purpose of the trip. This means that there are less wasted journeys (every mile involved has a delivery attached) and therefore less unnecessary carbon emissions all over the place. Better still, if this collaboration for efficiency continues across the industry, then less road haulage vehicles will be required to shift all the work, and we may even see the decommissioning of these carbon-emitting behemoths. The environment will surely jump for joy.

Unlike most environmentally friendly solutions which require an element of self sacrifice and extra work, the freight exchange actually creates benefits across the board: the haulage companies and owner operators make more money, the roads get less congested and the environment becomes less polluted. Efficiency shines through and everybody wins – and for that reason, we have seen impressive pick up for our online freight exchange for the 7.5tonne and above market: Haulage Exchange.

I can’t say whether our customer base is growing for monitory or environmental reasons (it's probably both), but whichever it is, the gradual migration to Haulage Exchange and other freight exchanges is great news for the environment. And if our drivers save themselves significant money as well, then all the better. What harm is a little incentive when the environment is at stake?

About the Author: Luke Humble is the Website manager for The Transport Exchange Group. Their two exchanges, Courier Exchange and Haulage Exchange are two of the largest and fastest growing independent freight exchanges.

Source: www.isnare.com
Permanent Link: http://www.isnare.com/?aid=196704&ca=Automotive

Internal Combustion Engine

History

The term internal combustion engine (ICE) refers to an engine where expansion of gases, produced by the combustion, apply force to a movable component of the engine.  The combustion of fuel occurs in a chamber with an oxidiser, typically air.  An exothermic reaction occurs that produces a gas at high pressure and temperature. The increasing hot gases will immediately put pressure on solid engine parts causing them to move.  Pistons, rotors or the engine itself then begins moving, causing the entire automobile to be propelled.

The first internal combustion engine was designed by the Dutch scientist Christian Huygens in 1678;  it was to have been fueled with gunpowder, but it was never built.  About 1860 a French inventor, Etienne Lenoir (1822-1900), built the first practical internal combustion engine; it burned illuminating gas.  In 1866 two German engineers, Eugen Langen (1833-1895) and Nikolaus August Otto (1832-1891), developed a more efficient gas engine, and in 1876 Otto built a four cycle engine, a prototype of the so-called Otto-cycle engines used in most modern automobiles and airplanes.

Operation 

The typical internal combustion engine uses a four-stroke cycle or Otto cycle. The cycle involves four phases namely:  induction, compression, power and exhaust.  These phases combine to generate an exothermic chemical process causing vehicle propulsion. During induction, oxygen or other oxidizers are introduced into the cylinder to act with the fuel.  Compression occurs as the gases start a response that continuously increase temperature and pressure within the cylinder.

When enough pressure is applied on the corresponding engine parts, the engine begins to gain power through movement coming from direct force application. The aftermath of the entire compression process will lead to exhaustion of by products like carbon monoxide, carbon dioxide and nitrogen wastes. These gases are freely emitted into the atmosphere. The combustion process is started through engine ignition using the spark ignition method or the compression ignition system.

Gasoline

Electric/gasoline systems use a combination of lead-acid battery plus an induction coil to create a high-voltage electrical spark.  The spark ignites the mix of air and fuel within the cylinder.  Gasoline engines get an air and gasoline mixture to be compressed to less than 185 psi.   The spark plug ignites the mixture during compression within the cylinder.  The battery is recharged during operation through an alternator or generator driven by the engine itself.  

As for diesel engines, these require only heat and pressure produced by the engine during the compression process for ignition. Diesel compression is approximately three times higher compared to a gasoline engine. Diesel engines use air only. Some diesel fuel is sprayed into the cylinder with the use of a fuel injector just before peak compression to start ignition immediately.  Homogeneous charge compression ignition (HCCI) engines also require only heat and pressure but take in fuel as well as air.  The compression process for diesel and HCCI engines is less robust for cold starts.

The Polluting Effects

Combustion products or the hot gases ignited and burnt inside the engine will have higher amounts of energy compared to the compressed fuel and air mixture. After available energy are used up to drive the engine pistons, remaining combustion products will be vented or exhausted through a valve or the exhaust outlet to bring back the piston in its original state also called top dead center (TDC).  Any heat which is not used up will become a waste product due to be removed from the engine via a liquid or air cooling system.

Air pollution emissions then result from incomplete combustion of carbonaceous fuel.  Examples of engine by products are carbon monoxide, soot, nitrogen wastes, sulfur and uncombusted hydrocarbons. These also result if the products did not operate near the stoichiometric ratio required for effective combustion.  The fuel would not have burnt very well due to factors like cool cylinder walls or lack of air. 

Both gasoline and diesel engines emit harmful gases that can be dangerous to humans as well as the environment. The greenhouse gases are trapped within the atmosphere leading to global warming.