Fabrication and Testing of a Low-Cost Wind Turbine Blade using Bamboo Reinforced Recycled Plastic

Wind energy, as a sustainable energy option is gaining research attention due to its price competitiveness relative to conventional energy sources. This study presents the fabrication and testing of a low-cost wind turbine blade using bamboo fibre with recycled plastic. Bamboo fibre was extracted from raw bamboo and combined with adequately conditioned Recycled High-Density Polyethylene (RHDPE) to form a composite which is 25% bamboo fibre and 75% RHDPE. The composite materials was then used to fabricate a turbine blade which was tested and the results compared with typical performance indices for a turbine blade made of fibre glass for comparative analysis. The turbine blades were installed at a height of 10 meters at the test site and monitored. Results showed the energy per unit cost (kWh) for the composite material was lower than that of the glass fibre with a life cycle of 107 for glass fibre and 106 cycles for the bamboo plastic. Stress and deformation analysis showed a higher value for glass fiber compared with the composite material. It can be deduced that composite material matrix possesses the desired properties and energy per unit cost ratio for consideration in building wind turbine blades

Assessment of Automobile Engines Rebuilt at Local Artisan Workshops in Ghana

The manufacturing industry of Ghana, as promising as it is, has many shaping to be done. This specifically goes to the automobile manufacturers and engine rebuilders of Ghana. Though agile and very skillful in rebuilding engines many have reported grievances on their service renders to them. This shows that, the knowledge and zeal to rebuild it puts the industry at a certain level but needs further additional and requisite tuning to reach the pinnacle. For this reason, the researcher therefore sought to investigate how cylinder bores and piston ring end-gap contribute to the failure of locally rebuilt engines. A descriptive design was used for the study and sample of 60 participants responded to the structured questionnaire. The study used primary data to provide reliable and up-to-date information the researcher needs for the analysis. The data were entered in SPSS with analysis performed using inferential and descriptive analysis methods. The findings of the study revealed that errors made in the work procedure had a stronger effect on the clients’ than its other counterpart. Practically, the flaws in the work procedure of rebuilding cylinder bore significantly affects clients’ satisfaction

Effect of biodiesel production parameters on viscosity and yield of methyl esters: Jatropha curcas, Elaeis guineensis and Cocos nucifera

In this study, the effect of H2SO4 on viscosity of methyl esters from Jatropha oil (JCME), palm kernel oil (PKOME) from Elaeis guineensis species, and coconut oil (COME) has been studied. Effect of methanol to oil molar mass ratio on yield of the three feedstocks has also been studied. Methyl ester yield was decreased by esterification process using sulphuric acid anhydrous (H2SO4). Jatropha methyl ester experienced a viscosity reduction of 24% (4.1–3.1 mm2/s) with the addition of 1% sulphuric acid. In this work palm kernel oil (PKOME), coconut oil (COME) and Jatropha oil (JCME) were used as feedstocks for the production of biodiesel to investigate optimum parameters to obtain high yield. For each of the feedstock, the biodiesel yield increased with increase in NaOH concentration. The highest yield was obtained with 1% NaOH concentration for all. The effect of methanol in the range of 4:1–8:1 (molar ratio) was investigated, keeping other process parameters fixed. Optimum ratios of palm kernel oil and coconut oil biodiesels yielded 98% each at methanol:oil molar ratio of 8:1. The physiochemical properties obtained for each methyl showed superior properties compared with those reported in published data

Investigating the state of road vehicle emissions in Africa: A case study of Ghana and Rwanda

The estimated economic cost of premature deaths in 2013 from air pollution in Africa was USD 450 billion. The economic cost might become uncontrollable if radical policy changes are not implemented soon. Particulate matter emission is mostly attributed to road transport and power generation worldwide. This paper examines the state and adequacy of fuel and vehicle standards prevalent across the African continent. Experimental emissions tests were conducted on 200 vehicles each in Rwanda and Ghana to ascertain compliance to local and international standards. The result showed that even some new vehicles failed the emission tests while almost all the diesel cars tested in both countries failed the international standard. It was discovered that only five African countries have emission standards, most of which were not being implemented. The results also show that while there are approximately 72 million vehicles in use in Africa, only seven countries are responsible for 70% of greenhouse gas emissions. Greenhouse gas emissions from transportation in Africa is growing at a rate of 7% annually. Poor fuel quality, aging vehicle fleet, and lack of mandatory roadworthy emission tests were to blame for the deteriorating transport emissions. More than 50% of African countries have fuel quality worse than European fuel quality predating 1992. The study recommended the UK’s emission standard for the annual in-service emission testing and Euro 4 standards for both fuel and new vehicle standards

Feasibility of electric two and three-wheelers in Africa

Due to the less stringent emission technology requirement, motorized two and three-wheelers (2&3W) generate more pollutants than cars. About 20% of the world's registered motorcycles are known to be in Africa. Vehicle pollution is one of the major causes of death and health problems in Africa. The electrification of transportation provides an opportunity for E2&3W in Africa. To assess this transition, this study quantifies the number of E2&3W present in some African countries. Surveys of electric vehicle start-ups, drivers, and owner experiences are used to determine the E2&3W's technical feasibility and ability to compete with petrol scooters (p-scooters). SimaPro 9.4 software together with Ecoinvent 3.8 database was used to conduct a cradle-to-the-grave analysis of the environmental impact of using electric scooters (e-scooters). The research found that Africa's E2&3W's have a 0.2% market share compared to gasoline versions. The main disadvantage of e-scooters is their limited range and battery life. The average range and speed are 50 ​km and 50 ​km/h, respectively. Overloading of E2&3W caused damage to traction motors and was of major concern to distributors. The main advantages of E2&3W are their low operating costs and low environmental impact. In South Africa, the total environmental impact of e-scooters outweighed that of p-scooters. Emissions that have a direct impact on human health, were significantly lower for e-scooters than for p-scooters. The lack of battery performance standards, battery swapping station standards, and charging station standards negatively affects the quality of imported e-scooters. African countries need to implement electric vehicle standards, and battery recycling policies, and establish electric vehicle training and research centers

Vehicle regulations in Africa: Impact on used vehicle import and new vehicle sales

Mortality rates from outdoor air pollution in African have increased by 57% over three decades. Studies have shown that pollution from motor vehicles are a major cause. But at least 85% of Africa’s vehicle fleet are used vehicles, some of which are obsolete with outdated technologies. This paper examines the present and future vehicle regulations in various countries in Africa and their effect in curbing used vehicle import, new vehicle sales, and production. The investigation includes providing detailed data for used vehicle import into Africa from 2015 to 2019. The findings show that used vehicle imports continue to increase in countries like Nigeria and Libya. Where present, vehicle standards have neither translated to the increase in purchase nor production of new vehicles anywhere in Africa. The age restriction and ban on used vehicles has not led to an increase in new vehicle sales as many policymakers had hoped for. Growth of used vehicles dropped by 8.6% and new vehicles by 6%. The research discovered that though zero-rated new vehicles equipped with obsolete technology are sold in Africa, the policies have broadly overlooked their impact. Further recommendations have been made on the unified vehicle standards for Africa to adopt