Monitorización de emisiones de CO2 en análogos naturales de almacenamientos geológicos a través de la vegetación mediante técnicas de teledetección multiespectral

Uno de los problemas más importantes a los que se enfrenta nuestra sociedad es el de la degradación del medioambiente por la emisión de gases de efecto invernadero. La captura de CO2 en los puntos de emisión y su enterramiento mediante inyección en reservorios geológicos profundos se plantea como una solución hasta que a medio o largo plazo pueda ser mitigada la actual dependencia de la quema de combustibles fósiles. Pero la estabilidad de esos reservorios debe ser monitorizada adecuadamente. En esta tesis se ha estudiado el problema de la detección de fugas de CO2 en un análogo natural de un emplazamiento de almacenamiento profundo a través del análisis de imágenes de satélite multiespectrales. El análogo utilizado ha sido la zona de Campo de Calatrava (Ciudad Real, España), donde, por efecto de la actividad volcánica remanente, aún se pueden encontrar numerosos puntos de emisión de CO2. Se han caracterizado los puntos de emisión de CO2 identificándose dos tipologías con características y manifestaciones claramente diferenciadas: puntos de emisión húmeda o hervideros, y puntos de emisión seca o fumarolas. Para el estudio se han utilizado índices de vegetación y su relación de éstos con los contenidos atmosféricos de CO2. Se han utilizado imágenes multiespectrales de los satélites QuickBird y WorldView‐2. Se ha realizado una preselección de doce índices de vegetación especialmente adecuados para la detección de puntos de emisión de CO2. Mediante análisis y comparación de imágenes de índices de vegetación sobre puntos de emisión conocidos se ha seleccionado los cinco índices con mayor sensibilidad frente al fenómeno. Atendiendo a los principales factores condicionantes de la aparición de nuevos puntos de emisión de CO2 se ha realizado sobre las imágenes de índices de vegetación una predicción de nuevos puntos de emisión. Entre los puntos candidato se han encontrado tres nuevos puntos de emisión de CO2 no descritos previamente en la bibliografía. ABSTRACT One of the most important issues facing our society is the degradation of the environment caused by the emission of greenhouse gases. Capturing CO2 emissions, injection and burial in deep geological reservoirs is presented as a solution until the medium or long term, when the problem of the current dependence on fossil fuels burning can be mitigated. But the stability of these reservoirs should be properly monitored. In this work we study the problem of detecting CO2 leakage in a natural analogue of a deep storage site through analysis of multispectral satellite imagery. The analogue used is in the Campo de Calatrava (Ciudad Real, Spain) where, due to the remaining volcanic activity, it can still be found numerous CO2 emission points. CO2 emission points have been characterized identifying two types having distinct characteristics and effects: wet emission points or hotbeds, and dry emission points or fumaroles. For this study it has been used vegetation indices and its relationship with atmospheric CO2 contents. It has been used multispectral images from QuickBird and WorldView‐2 satellites. It has been done a preselection of twelve vegetation indices especially suitable for the detection of CO2 emission points. Using analysis and comparison of vegetation index images on real emission points it has been selected the five indexes with greater sensitivity to this phenomenon. Based upon the main factors of the emergence of new CO2 emission points it has been made a prediction of new emission points over the vegetation index images. Among the candidate points it has been found three new CO2 emission points not previously described in the literature.

Effects of engine cooling water temperature on performance and exhaust emission characteristics of a multi-cylinder CI engine operated with Jatropha-Butanol blend

Renewable alternatives such as biofuels and optimisation of the engine operating parameters can enhance engine performance and reduce emissions. The temperature of the engine coolant is known to have significant influence on engine performance and emissions. Whereas much existing literature describes the effects of coolant temperature in engines using fossil derived fuels, very few studies have investigated these effects when biofuel is used as an alternative fuel. Jatropha oil is a non-edible biofuel which can substitute fossil diesel for compression ignition (CI) engine use. However, due to the high viscosity of Jatropha oil, technique such as transesterification, preheating the oil, mixing with other fuel is recommended for improved combustion and reduced emissions. In this study, Jatropha oil was blended separately with ethanol and butanol, at ratios of 80:20 and 70:30. The fuel properties of all four blends were measured and compared with diesel and jatropha oil. It was found that the 80% jatropha oil + 20% butanol blend was the most suitable alternative, as its properties were closest to that of diesel. A 2 cylinder Yanmar engine was used; the cooling water temperature was varied between 50°C and 95°C. In general, it was found that when the temperature of the cooling water was increased, the combustion process enhanced for both diesel and Jatropha-Butanol blend. The CO2 emissions for both diesel and biofuel blend were observed to increase with temperature. As a result CO, O2 and lambda values were observed to decrease when cooling water temperature increased. When the engine was operated using diesel, NOX emissions correlated in an opposite manner to smoke opacity; however, when the biofuel blend was used, NOX emissions and smoke opacity correlated in an identical manner. The brake thermal efficiencies were found to increase slightly as the temperature was increased. In contrast, for all fuels, the volumetric efficiency was observed to decrease as the coolant temperature was increased. Brake specific fuel consumption was observed to decrease as the temperature was increased and was higher on average when the biofuel was used, in comparison to diesel. The study concludes that the effects of engine coolant temperature on engine performance and emission characteristics differ between biofuel blend and fossil diesel operation. The coolant temperature needs to be optimised depending on the type of biofuel for optimum engine performance and reduced emissions.

Future CO2-induced ocean acidification mediates the physiological performance of a green tide alga Ulva prolifera

The oceans take up more than 1 million tons of CO2 from the air per hour, about one-quarter of the anthropogenically released amount, leading to disrupted seawater chemistry due to increasing CO2 emissions. Based on the fossil fuel-intensive CO2 emission scenario (A1F1; Houghton et al., 2001), the H+ concentration or acidity of surface seawater will increase by about 150% (pH drop by 0.4) by the end of this century, the process known as ocean acidification (OA; Sabine et al., 2004; Doney et al., 2009; Gruber et al., 2012). Seawater pH is suggested to decrease faster in the coastal waters than in the pelagic oceans due to the interactions of hypoxia, respiration, and OA (Cai et al., 2011). Therefore, responses of coastal algae to OA are of general concern, considering the economic and social services provided by the coastal ecosystem that is adjacent to human living areas and that is dependent on coastal primary productivity. On the other hand, dynamic environmental changes in the coastal waters can interact with OA (Beardall et al., 2009).

Causalidade entre o crescimento económico, a emissão de CO2 e o consumo de energias renováveis em Portugal

Mestrado em Métodos Quantitativos para a Decisão Económica e Empresarial

Políticas públicas ambientais no Brasil: mitigação das mudanças climáticas

Since the mid of 1980 an, discussed global climate change in the international sphere. This process resulted in the achievement of the United Nations Conference for Environment and Development UNCED, held in Rio de Janeiro in 1992, which resulted, among other documents, the Framework Convention of Climate Change - CMC. After five years, there was the establishment of the Kyoto Protocol - PK - which, unlike the Convention, set clearer standards on reducing emissions of gases effect of studying and targets to be achieved by countries which have issued more gas in the past, in the Annex I. The aim of this text is to analyze the ongoing federal public policies regarding mitigation of climate change in the country. To that end, it is based on analysis of official documentation. It analyzes policies before and after the adoption of the CMC in Brazil.

Emissions from the premixed combustion of gasified polyethylene

An investigation was conducted on pollutants emitted from steady-state, steady-flow gasification and combustion of polyethylene (PE) in a two-stage furnace. The polymer, in pulverized form, was first pyrolyzed at 1000 degrees C, and subsequently, its gaseous pyrolyzates were burned, upon mixing with air at high temperatures (900-1100 degrees C). The motivation for this indirect type of burning PE was to attain nominally premixed combustion of the pyrolyzate gases with air, thereby achieving lower pollutant emissions than those emanating from the direct burning of the solid PE polymer. This work assessed the effluents of the two-stage furnace and examined the effects of the combustion temperature, as well as the polymer feed rate and the associated fuel/air equivalence ratio (0.3 < phi < 1.4). It was found that, whereas the yield of pyrolysis gas decreased with an increasing polymer feed rate, its composition was nearly independent of the feed rate. CO2 emissions peaked at an equivalence ratio near unity, while the CO emissions increased with an increasing equivalence ratio. The total light volatile hydrocarbon and semivolatile polycyclic aromatic hydrocarbon (PAH) emissions of combustion increased with an increasing equivalence ratio. The generated particulates were mostly submicrometer in size. Overall, PAH and soot emissions from this indirect burning of PE were an order of magnitude lower than corresponding emissions from the direct burning of the solid polymer, obtained previously in this laboratory using identical sampling and analytical techniques. Because pyrolysis of this polymer requires a nominal heat input that amounts to only a diminutive fraction of the heat released during its combustion, implementation of this technique is deemed advantageous.

Using economic instruments to address emissions from air transport in the European Union

Air transport has become a vital component of the global economy. However, greenhouse-gas emissions from this sector have a significant impact on global climate, being responsible for over 3.5% of all anthropogenic radiative forcing. Also, the accrued visibility of aircraft emissions greatly affects the public image of the industry. In this context, incentive-based regulations, in the form of price or quantity controls, can be envisaged as alternatives to mitigate these emissions. The use of environmental charges in air transport, and the inclusion of the sector in the European Union Emissions Trading Scheme (EU ETS), are considered under a range of scenarios. The impacts of these measures on demand are estimated, and results suggest that they are likely to be minimal-mainly due to the high willingness to pay for air transport. In particular, in the EU ETS scenario currently favoured by the EU, demand reductions are less than 2%. This may not be true in the longer run, for short trips, or if future caps become more stringent. Furthermore, given current estimates of the social Cost Of CO2 as well as typical EU ETS prices, supply-side abatement would be too costly to be encouraged by these policies in the short term. The magnitude of aviation CO2 emissions in the EU is estimated, both in physical and monetary terms; the results are consistent with Eurocontrol estimates and, for the EU-25, the total social cost of these emissions represents only 0.03% of the region`s GDP. It is concluded that the use of multisector policies, such as the EU ETS, is unsuitable for curbing emissions from air transport, and that stringent emission charges or an isolated ETS would be better instruments. However, the inclusion of aviation in the EU ETS has advantages under target-oriented post-2012 scenarios, such as policy-costs dilution, certainty in reductions, and flexibility in abatement allocation. This solution is also attractive to airlines, as it would improve their public image but require virtually no reduction of their own emissions, as they would be fully capable of passing on policy costs to their customers.

Factors controlling the origin of gas in Australian Bowen Basin coals

Open system pyrolysis (heating rate 10 degrees C/min) of coal maturity (vitrinite reflectance, VR) sequence (0.5%, 0.8% and 1.4% VR) demonstrates that there are two stages of thermogenic methane generation from Bowen Basin coals. The first and major stage shows a steady increase in methane generation maximising at 570 degrees C, corresponding to a VR of 2-2.5%. This is followed by a less intense methane generation which has not as yet maximised by 800 degrees C (equivalent to VR of 5%). Heavier (C2+) hydrocarbons are generated up to 570 degrees C after which only the C-1 (CH4, CO and CO2) gases are produced. The main phase of heavy hydrocarbon generation occurs between 420 and 510 degrees C. Over this temperature range,methane generation accounts for only a minor component, whereas the wet gases (C-2-C-5) are either in equal abundance or are more abundant by a factor of two than the liquid hydrocarbons. The yields of non-hydrocarbon gases CO2 and CO are greater then methane during the early stages of gas generation from an immature coal, subordinate to methane during the main phase of methane generation after which they are again dominant. Compositional data for desorbed and produced coal seam gases from the Bowen show that CO2 and wet gases are a minor component. This discrepancy between the proportion of wet gas components produced during open system pyrolysis and that observed in naturally matured coals may be the result of preferential migration of wet gas components, by dilution of methane generated during secondary cracking of bitumen, or kinetic effects associated with different activations for production of individual hydrocarbon gases. Extrapolation of results of artificial pyrolysis of the main organic components in coal to geological significant heating rates suggests that isotopically light methane to delta(13)C of -50 parts per thousand can be generated. Carbon isotope depletions in C-13 are further enhanced, however, as a result of trapping of gases over selected rank levels (instantaneous generation) which is a probable explanation for the range of delta(13)C values we have recorded in methane desorbed from Bowen Basin coals (-51 +/- 9 parts per thousand). Pervasive carbonate-rich veins in Bowen Basin coals are the product of magmatism-related hydrothermal activity. Furthermore, the pyrolysis results suggest an additional organic carbon source front CO2 released at any stage during the maturation history could mix in varying proportions with CO2 from the other sources. This interpretation is supported by C and O isotopic ratios, of carbonates that indicate mixing between magmatic and meteoric fluids. Also, the steep slope of the C and O isotope correlation trend suggests that the carbonates were deposited over a very narrow temperature interval basin-wide, or at relatively high temperatures (i.e., greater than 150 degrees C) where mineral-fluid oxygen isotope fractionations are small. These temperatures are high enough for catagenic production of methane and higher hydrocarbons from the coal and coal-derived bitumen. The results suggests that a combination of thermogenic generation of methane and thermodynamic processes associated with CH4/CO2 equilibria are the two most important factors that control the primary isotope and molecular composition of coal seam gases in the Bowen Basin. Biological process are regionally subordinate but may be locally significant. (C) 1998 Published by Elsevier Science Ltd. All rights reserved.

O impacto energético e as emissões de CO2 dos veículos eléctricos em Portugal

Para a diminuição da dependência energética de Portugal face às importações de energia, a Estratégia Nacional para a Energia 2020 (ENE 2020) define uma aposta na produção de energia a partir de fontes renováveis, na promoção da eficiência energética tanto nos edifícios como nos transportes com vista a reduzir as emissões de gases com efeito de estufa. No campo da eficiência energética, o ENE 2020 pretende obter uma poupança energética de 9,8% face a valores de 2008, traduzindo-se em perto de 1800 milhões de tep já em 2015. Uma das medidas passa pela aposta na mobilidade eléctrica, onde se prevê que os veículos eléctricos possam contribuir significativamente para a redução do consumo de combustível e por conseguinte, para a redução das emissões de CO2 para a atmosfera. No entanto, esta redução está condicionada pelas fontes de energia utilizadas para o abastecimento das baterias. Neste estudo foram determinados os consumos de combustível e as emissões de CO2 de um veículo de combustão interna adimensional representativo do parque automóvel. É também estimada a previsão de crescimento do parque automóvel num cenário "Business-as-Usual", através dos métodos de previsão tecnológica para o horizonte 2010-2030, bem como cenários de penetração de veículos eléctricos para o mesmo período com base no método de Fisher- Pry. É ainda analisado o impacto que a introdução dos veículos eléctricos tem ao nível dos consumos de combustível, das emissões de dióxido de carbono e qual o impacto que tal medida terá na rede eléctrica, nomeadamente no diagrama de carga e no nível de emissões de CO2 do Sistema Electroprodutor Nacional. Por fim, é avaliado o impacto dos veículos eléctricos no diagrama de carga diário português, com base em vários perfis de carga das baterias. A introdução de veículos eléctricos em Portugal terá pouca expressão dado que, no melhor dos cenários haverão somente cerca de 85 mil unidades em circulação, no ano de 2030. Ao nível do consumo de combustíveis rodoviários, os veículos eléctricos poderão vir a reduzir o consumo de gasolina até 0,52% e até 0,27% no consumo de diesel, entre 2010 e 2030, contribuindo ligeiramente uma menor dependência energética externa. Ao nível do consumo eléctrico, o abastecimento das baterias dos veículos eléctricos representará até 0,5% do consumo eléctrico total, sendo que parte desse abastecimento será garantido através de centrais de ciclo combinado a gás natural. Apesar da maior utilização deste tipo de centrais térmicas para produção de energia, tanto para abastecimento das viaturas eléctricas, como para o consumo em geral, verifica-se que em 2030, o nível de emissões do sistema electroprodutor será cerca de 46% inferior aos níveis registados em 2010, prevendo-se que atinja as 0,163gCO2/kWh produzido pelo Sistema Electroprodutor Nacional devido à maior quota de produção das fontes de energia renovável, como o vento, a hídrica ou a solar.

Matching CO2 large point sources and potential geological storage sites in mainland Portugal

Dissertação apresentada na Faculdade de Ciências e Tecnologia da Universidade Nova de Lisboa para obtenção do grau de Mestre em Engenharia do Ambiente, Perfil Gestão e Sistemas Ambientais

An SEM investigation of the pozzolanic activity of a waste catalyst oil refinery

The most active phase of the fluid catalytic cracking (FCC) catalyst, used in oil refinery, is zeolite-Y which is an aluminosilicate with a high internal and external surface area responsible for its high reactivity. Waste FCC catalyst is potentially able to be reused in cement-based materials - as an additive - undergoing a pozzolanic reaction with calcium hydroxide (Ca(OH)2) formed during cement hydration [1-3]. This reaction produces additional strength-providing reaction products i.e., calcium silicate hydrate (C-S-H) and hydrous calcium aluminates (C-A-H) which exact chemical formula and structure are still unknown. Partial replacement of cement by waste FCC catalyst has two key advantages: (1) lowering of cement production with the associated pollution reduction as this industry represents one of the largest sources of man-made CO2 emissions, and (2) improving the mechanical properties and durability of cement-based materials. Despite these advantages, there is a lack of fundamental knowledge on pozzolanic reaction mechanisms as well as spatial distribution of porosity and solid phases interactions at the microstructural level and consequently their relationship with macroscopical engineering properties of catalyst/cement blends. Within this scope, backscattered electron (BSE) images acquired in a scanning electron microscope (SEM) equipped with Energy-Dispersive Spectroscopy (EDS) and by X-ray diffraction were used to investigate chemical composition of hydration products and to analyse spatial information of the microstructure of waste FCC catalyst blended cement mortars. For this purpose mortars with different levels of cement substitution by waste catalyst as well as with different hydration ages, were prepared. The waste FCC catalyst used is produced by the Portuguese refinery company Petrogal S.A.

Electric vehicles as a mean to reduce, energy, emissions and electricity costs

Electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs), which obtain their fuel from the grid by charging a battery, are set to be introduced into the mass market and expected to contribute to oil consumption reduction. This research is concerned with studying the potential impacts on the electric utilities of large-scale adoption of plug-in electric vehicles from the perspective of electricity demand, fossil fuels use, CO2 emissions and energy costs. Simulations were applied to the Portuguese case study in order to analyze what would be the optimal recharge profile and EV penetration in an energy-oriented, an emissions-oriented and a cost-oriented objective. The objectives considered were: The leveling of load profiles, minimization of daily emissions and minimization of daily wholesale costs. Almost all solutions point to an off-peak recharge and a 50% reduction in daily wholesale costs can be verified from a peak recharge scenario to an off-peak recharge for a 2 million EVs in 2020. A 15% improvement in the daily total wholesale costs can be verified in the costs minimization objective when compared with the off-peak scenario result.

Estudo para a optimização dos sistemas de climatização com vista à obtenção de um edifício com baixas necessidades energéticas em climatização

A presente tese tem como principal objectivo abordar o tema da eficiência energética em edifícios, no que se refere aos sistemas de climatização. O desenvolvimento deste projecto realizou-se em torno dos consumos energéticos dos diferentes sistemas de climatização estudados (e por conseguinte da envolvente do edifício), focando o cumprimento dos requisitos térmico e energéticos das normas vigentes (RCCTE e RSECE) em Portugal, tendo como objectivo identificar os parâmetros com maior impacto e a relação tendencial entre as soluções construtivas e tecnológicas adoptadas, sempre com o horizonte de maximizar a eficiência energética e diminuir a dependência face à energia primária e consequentemente a emissão de gases que provocam o efeito de estufa. É âmbito desta tese comparar diferentes tipos de sistemas de climatização a nível energético e torná-los os mais eficientes possíveis, para que também se possam tornar monetariamente aliciantes e aumentar o rácio entre benefício/custo. Para tal, numa primeira fase foi feito um estudo térmico da envolvente do edifício, tendo sido utilizado um software de simulação energética de edifícios acreditado pela norma ASHRAE 140-2004 para se poder compreender como o edifício se comportava ao longo do ano, e introduzir algumas correcções na respectiva envolvente, para baixar as potências térmicas/eléctricas dos equipamentos do sistema de AVAC. De seguida foram estudados três sistemas possíveis de climatização para o edifício, de modo a identificar o mais eficiente numa base anual, bem como a possibilidade de combinar o uso de fontes de energia renováveis com o intuito de satisfazer ao máximo as necessidades térmicas do edifício e, ainda, de minimizar o consumo de energia de origem não renovável. Por fim, para avaliar as diferentes potencialidades de cada sistema de climatização estudado, fez-se o respectivo estudo à sua viabilidade económica. Nas considerações finais da presente tese é realizado um estudo aos benefícios que uma possível alteração da arquitectura do edifício pode trazer no aumento da iluminação natural do mesmo integrado com um controlo da iluminação artificial necessária para os diferentes espaços climatizados. Os resultados obtidos foram comparados entre si e corrigir a envolvente exterior reduz os consumos energéticos do edifício em cerca de 11%. As medidas correctivas propostas no sistema de climatização base originam uma redução energética igual a 43%. A nível ambiental, é possível a redução do número de emissões de CO2 em cerca de 72.1%.

Impacts of climate change scenarios on terrestrial productivity and biomass for energy in the Iberian Peninsula: assessment through the JSBACH model

Dissertação para obtenção do Grau de Mestre em Engenharia do Ambiente, Perfil de Gestão e Sistemas Ambientais

Fossil fuel dependence and interfuel substitution in the electricity sector of Western European countries between 1990-2011

A Work Project, presented as part of the requirements for the Award of a Masters Degree in Economics from the NOVA – School of Business and Economics