Electricity from bagasse in Zimbabwe
- Mbohwa, Charles, Fukuda, Shuichi
- Authors: Mbohwa, Charles , Fukuda, Shuichi
- Date: 2003
- Subjects: Electric power production - Zimbabwe , Energy cogeneration - Zimbabwe , Bagasse - Zimbabwe
- Type: Article
- Identifier: uj:5203 , http://hdl.handle.net/10210/14446
- Description: Zimbabwe has suffered electrical power shortages resulting in electrical energy imports rising to between 40% and 50% of total energy needs. Electricity generation capacity has stagnated at around 2000 Megawatts (MWe) since 1985, when two thermal units totaling 440 MWe were completed at Hwange. The e.ective capacity is 1:75 GWe. The current plan is to increase capacity by installing 600 MWe at Hwange at a cost of at least US $ 600 million. Raising this level of capital is difficult hence over the last 15 years there has been a failure to increase capacity. This article is based on a study of bagasse cogeneration in Zimbabwe and Mauritius conducted over a two-year period
- Full Text:
- Authors: Mbohwa, Charles , Fukuda, Shuichi
- Date: 2003
- Subjects: Electric power production - Zimbabwe , Energy cogeneration - Zimbabwe , Bagasse - Zimbabwe
- Type: Article
- Identifier: uj:5203 , http://hdl.handle.net/10210/14446
- Description: Zimbabwe has suffered electrical power shortages resulting in electrical energy imports rising to between 40% and 50% of total energy needs. Electricity generation capacity has stagnated at around 2000 Megawatts (MWe) since 1985, when two thermal units totaling 440 MWe were completed at Hwange. The e.ective capacity is 1:75 GWe. The current plan is to increase capacity by installing 600 MWe at Hwange at a cost of at least US $ 600 million. Raising this level of capital is difficult hence over the last 15 years there has been a failure to increase capacity. This article is based on a study of bagasse cogeneration in Zimbabwe and Mauritius conducted over a two-year period
- Full Text:
Analysing a design and technology development framework through the implementation of a prototype composite vehicle suspension system
- Hurter, Warren, Janse van Rensburg, Nickey, Madyira, Daniel, Turner, Cameron, Fukuda, Shuichi
- Authors: Hurter, Warren , Janse van Rensburg, Nickey , Madyira, Daniel , Turner, Cameron , Fukuda, Shuichi
- Date: 2016
- Language: English
- Type: Conference proceedings
- Identifier: http://hdl.handle.net/10210/124115 , uj:20876 , Citation: Hurter, W. 2016. Analysing a design and technology development framework through the implementation of a prototype composite vehicle suspension system.
- Description: Abstract: A uniquely configured vehicle suspension system, manufactured primarily of lightweight composite materials, is required for the University of Johannesburg’s Solar Powered race vehicle. For this design to reach successful completion, an assessment framework is needed that would scrutinise and analyse every phase of the development. Therefore, the focus is on the design and development of a prototype composite vehicle suspension system and the framework implemented to control the research and development process. The National Aeronautics and Space Administration (NASA), as well as Departments of Defence and Energy in the United States of America, have established a technology assessment model known as a “Technology Readiness Assessment” (TRA). The purpose of this assessment model is to identify those elements and processes of technology development that are considered critical to ensuring the intended operation of the system is reached, and ultimately that the project is a success. The Technology Readiness Assessment (TRA) can be viewed as an expansion on the scientific method, with an hypothesis tested and communicated results then taken further to be implemented on a demonstration platform and final system [10]. The TRA assessment comprises of various technology readiness levels (TRL), which are an indication of the progress level or maturity of a technology element, with the TRL scale ranging from 1 (basic principles observed) through to 9 (the total system has been used successfully in project operations). Beginning with the lowest level of technology readiness (TRL 1), the problem background will be summarised, and design requirements as well as parameters formulated based on both design goals and competitive platform safety regulations for a new vehicle suspension design. This is followed by a literature review focusing on suspension, steering and braking design theory as well as advanced composites. Once the relevant theory and summarised design requirements are in place, the design concepts can be generated and finalised based on these requirements, which will allow for the eventual complete computer aided design (CAD) model of the system to be created. This constitutes a TRL 2 level assessment, with the primary deliverable being a complete CAD model and the identification of critical technology elements or “at risk” design elements that require further investigation and validation prior to their respective inclusion in the final system. These “at risk” elements will then form the basis of the experimental programme. For the various composite components required in the lightweight suspension system, the TRL 3 assessment has been modified to incorporate the development of manufacturing processes. In primarily making use of a resin infusion composite processing technique, an accurate and repeatable procedure is needed for component development and in order to create samples required for laboratory scale and relevant environmental testing. Laboratory scale testing (TRL 4) comprises of three experiments based on known ISO and ASTM standards, while relevant environmental (inservice application) experiments (TRL 5) comprises of four designed static load tests for component validation. Once the “at risk” components have been validated, they are integrated into the final assembly, in preparation for static system evaluation (TRL 6). Low speed (TRL 7) and high speed (TRL 8) testing of the vehicle as a systemcommissioning phase. For final system operation, the suspension assembly will be assessed when implemented into a solar powered vehicle, to compete in the 2014 Sasol Solar Challenge. This is an international crosscountry competitive endurance event spanning the length and breadth of South Africa (over 2000 km). Additionally the vehicle will be the main showpiece in the 2015 African Solar Drive. A 4000 km event spanning parts of South Africa, Namibia and Botswana. Finally, the Technology Readiness Assessment framework will be analysed and reformulated as needed to better suit future technology development requirements for a composite suspension system.
- Full Text:
- Authors: Hurter, Warren , Janse van Rensburg, Nickey , Madyira, Daniel , Turner, Cameron , Fukuda, Shuichi
- Date: 2016
- Language: English
- Type: Conference proceedings
- Identifier: http://hdl.handle.net/10210/124115 , uj:20876 , Citation: Hurter, W. 2016. Analysing a design and technology development framework through the implementation of a prototype composite vehicle suspension system.
- Description: Abstract: A uniquely configured vehicle suspension system, manufactured primarily of lightweight composite materials, is required for the University of Johannesburg’s Solar Powered race vehicle. For this design to reach successful completion, an assessment framework is needed that would scrutinise and analyse every phase of the development. Therefore, the focus is on the design and development of a prototype composite vehicle suspension system and the framework implemented to control the research and development process. The National Aeronautics and Space Administration (NASA), as well as Departments of Defence and Energy in the United States of America, have established a technology assessment model known as a “Technology Readiness Assessment” (TRA). The purpose of this assessment model is to identify those elements and processes of technology development that are considered critical to ensuring the intended operation of the system is reached, and ultimately that the project is a success. The Technology Readiness Assessment (TRA) can be viewed as an expansion on the scientific method, with an hypothesis tested and communicated results then taken further to be implemented on a demonstration platform and final system [10]. The TRA assessment comprises of various technology readiness levels (TRL), which are an indication of the progress level or maturity of a technology element, with the TRL scale ranging from 1 (basic principles observed) through to 9 (the total system has been used successfully in project operations). Beginning with the lowest level of technology readiness (TRL 1), the problem background will be summarised, and design requirements as well as parameters formulated based on both design goals and competitive platform safety regulations for a new vehicle suspension design. This is followed by a literature review focusing on suspension, steering and braking design theory as well as advanced composites. Once the relevant theory and summarised design requirements are in place, the design concepts can be generated and finalised based on these requirements, which will allow for the eventual complete computer aided design (CAD) model of the system to be created. This constitutes a TRL 2 level assessment, with the primary deliverable being a complete CAD model and the identification of critical technology elements or “at risk” design elements that require further investigation and validation prior to their respective inclusion in the final system. These “at risk” elements will then form the basis of the experimental programme. For the various composite components required in the lightweight suspension system, the TRL 3 assessment has been modified to incorporate the development of manufacturing processes. In primarily making use of a resin infusion composite processing technique, an accurate and repeatable procedure is needed for component development and in order to create samples required for laboratory scale and relevant environmental testing. Laboratory scale testing (TRL 4) comprises of three experiments based on known ISO and ASTM standards, while relevant environmental (inservice application) experiments (TRL 5) comprises of four designed static load tests for component validation. Once the “at risk” components have been validated, they are integrated into the final assembly, in preparation for static system evaluation (TRL 6). Low speed (TRL 7) and high speed (TRL 8) testing of the vehicle as a systemcommissioning phase. For final system operation, the suspension assembly will be assessed when implemented into a solar powered vehicle, to compete in the 2014 Sasol Solar Challenge. This is an international crosscountry competitive endurance event spanning the length and breadth of South Africa (over 2000 km). Additionally the vehicle will be the main showpiece in the 2015 African Solar Drive. A 4000 km event spanning parts of South Africa, Namibia and Botswana. Finally, the Technology Readiness Assessment framework will be analysed and reformulated as needed to better suit future technology development requirements for a composite suspension system.
- Full Text:
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