CO2 Reduction

Benefits of CO2 Reduction

The CO₂ reduction proof laid out in this section with only moderate platinum technology market penetration of power plants and oceangoing ships would reconcile all carbon emissions concerns worldwide in less than a handful of years rather than decades. Absolutely achievable gigaton carbon removal/ CO₂ or avoidance in less than five years

The California asphalt plant demonstration was conducted by certified California emissions technicians and performed after the asphalt plant’s successful annual emissions compliance certification. This data confirms the fuel savings of more than 40% while maintaining within 4% of production volume. Any reduction in fuel consumption regardless of fuel type or composition is at a minimum direct reduction in CO₂ emissions. Carbon emissions are calculated by carbon content of the fuel and therefore, if less fuel is consumed proportionately less carbon is emitted in the form of hydrocarbons and abundant emission second to water CO₂.

Data analysis, relevance and redaction
Documents contained here after > 30 years of research prove our technology’s efficacy.  Hydrocarbons have changed little given all the years of chemistry with much effort and minimal effect since their current formation and are identical or extremely similar. In almost all cases in heavier fuels such as diesel  the changes reduce sulfur that acts as a lubricant and produces a GHG (greenhouse gas) known as SOx. The major issue for burning coal and oil in power plants.  Natural gas is virtually identical, heavy fuels (mainly used in oceangoing ships and some power plants) are much the same although, there is a push to reduce sulfur content and blend with costly lower sulfur fuels. Diesel, the sulfur has been lowered but chemicals have been added to maintain engine longevity (lubrication lost from sulfur removal). Much effort has been employed to reduce toxic gas emissions such as NOx (nitric oxide compounds), HC (hydrocarbons), CO (carbon monoxide) and CO₂ all referred to as GHG. Current technology has been utilized to convert these emissions after they are created in the exhaust systems referred to as after-treatment .

Documents contained here after > 30 years of research prove our technology’s efficacy.  Hydrocarbons have changed little given all the years of chemistry with much effort and minimal effect since their current formation and are identical or extremely similar. In almost all cases in heavier fuels such as diesel  the changes reduce sulfur that acts as a lubricant and produces a GHG (greenhouse gas) known as SOx. The major issue for burning coal and oil in power plants.  Natural gas is virtually identical, heavy fuels (mainly used in oceangoing ships and some power plants) are much the same although, there is a push to reduce sulfur content and blend with costly lower sulfur fuels. Diesel, the sulfur has been lowered but chemicals have been added to maintain engine longevity (lubrication lost from sulfur removal). Much effort has been employed to reduce toxic gas emissions such as NOx (nitric oxide compounds), HC (hydrocarbons), CO (carbon monoxide) and CO₂ all referred to as GHG. Current technology has been utilized to convert these emissions after they are created in the exhaust systems referred to as after-treatment .

Our technology dramatically reduces/blocks their (GHGs) formation in the first place during combustion. Therefore, providing: additional utilized energy, improved thermal efficiency, potential lower cost fuel, fuel consumption (minimizing CO₂ production) and all GHG emissions reductions.  In addition, it enhances after-treatment performance in all aspects dramatically reducing their arduous maintenance, in most cases restoring beyond original performance and dramatic increase in longevity.

Redactions
Companies and/or tradenames no longer used or in business. Bair Research (B R&D) is the sole provider, continuously improving delivery systems, reliability, adaptation modularity, fuel specific formulae, and broadening capabilities through ongoing research i.e. sulfur and mercury mitigation.

Redactions are utilized to encourage focus on our current technology’s eminent relevance and performance.

Previous observers of these data have confused “heat rate”  titled line for a calculation of thermal efficiency. In this case “heat rate” is strictly a representation of the BTU/caloric value of the fuel. Asphalt plants are mobile and may use many different fuel types and therefore regulators require fuel “heat rate” to correlate with emissions compliance rules.

Dyno Texas demonstrates 10% fuel savings with increased performance among other substantial benefits. It is reasonable to consider additional fuel savings if the engine was operated at nominal performance levels. As mentioned previously fuel consumption reductions must at least equate directly to carbon emissions reductions.