Transcript TECHNOLOGY ASSOCIATES

MEASURES FOR REDUCTION OF
CARBON FOOT PRINT
&
GREEN HOUSE GAS (GHG)
EMISSIONS
FROM SHIPS
PRESENTED BY: Bh. Nagesh.
Ph:8790767451
[email protected]
To determine C-FP from SHIPS
WHAT IS CARBON FOOT PRINT
It is “the total set of
GHG
(Green House
Gas) emissions caused
directly and indirectly
by
an
individual,
organization, event or
product”
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REDUCTION OF CARBON FOOTPRINT
AND GHG EMISSIONS FROM SHIPS
•2013 Greenhouse Gas
Emissions by different types of
Gases
(percentages are based on Tg CO2 Eq.)
(Tg – teragram = 1012 g)
•Source:
(http://www.epa.gov/climatechange/emissions/downloads09/Ex
ecutiveSummary.pdf )
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REDUCTION OF CARBON FOOTPRINT
AND GHG EMISSIONS FROM SHIPS
MARINE IS
INCLUDED IN
TRANSPORTATION
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ROUTE AND VESSEL SIZES DO MATTER FOR CARBON
FOOTPRINT
Distance travelled with 1 ton cargo using 1 kWh energy for different
transport modes
Boeing 747-400
Heavy Truck
Rail – Diesel
Rail – Electric
0.0
10.0
20.0
30.0
40.0
km
50.0
60.0
70.0
S-Type container
vessel
PS-Type container
(expected)
•Rules of thumb: Larger vessels are more efficient, so use less fuel per
container. Newer vessels are also generally designed to be more efficient.
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CO2 Emissions
by Mode of Transportation
Ocean shipping has the lowest environmental impact for
long distance transportation. (Air to ship it is 67 times less).
•Air > 1,500 km
(Boeing 747-400)
•5,582
•Truck
(Global Average)
•472
•Rail diesel
•205
•Rail electric
(Global average)
•176
•Ocean
(Avg. ML-owned vessels)
•84
•0
•1,000
•2,000
•3,000
•4,000
•5,000
•6,000
•Grams of CO2 emitted per (TEU.km)
CO2 emitted is 67 times more for air compared to Ocean Vessels
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REDUCTION OF CARBON FOOTPRINT
AND GHG EMISSIONS FROM SHIPS
How do we remove this CO2?
Carbon sink: is a reservoir of carbon
that accumulates and stores carbon
for an indefinite period. The main
sinks are:
 Absorption of carbon dioxide by
the oceans
 Photosynthesis by plants and
algae to turn the carbon into
plant matter
 Injection of CO2 emissions
deep into geological subsurface
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Breakdown
8
Calculating the “Carbon Footprint” for ocean shippingContainers
CO2 Emissions
= Distance x No. of TEU x Emission Factor (g of CO2 )
= km x TEU x [g of CO2 / (TEU x km)]
•
Emissions factor is weighted
average of all ships on one
particular route.
•1
Basis: Greenhouse Gas Protocol ‘Distancebased methodology’ for calculating CO2
emissions. Source:
http://www.ghgprotocol.org/DocRoot/7NmWvnZLTBdCB73po4tL/co2-mobile.pdf
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SOME GENERIC METHODS FOR
REDUCTION OF CO2 EMISSIONS & GHG EMISSIONS
 Emission factors calculated per container by route
 Actual port-to-port, route distances
 Fuel used for that route
 Ship capacities for ships on that route that year
SOME GENERIC METHODS FOR
REDUCTION OF CO2 EMISSIONS & GHG EMISSIONS
Environmental footprint
# containers X distance traveled X emissions factor
One 40-foot -- same dimensions as a city bus
Use 45-foot containers
WHAT WE HAVE DISCUSSED SO FAR IS
MEASURES TO REDUCE CO2 EMISSIONS & GHG EMISSIONS
CO2 emissions can be reduced through

Understanding the sources of emissions

Choosing lower-impact modes and
carriers

-
Marine carriers with more
environmentally responsible vessels
-
Rail
-
Inland waterway transportation
(barge)
-
Smart Way trucks
Increased supply chain efficiency
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REDUCTION OF CARBON FOOTPRINT
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REDUCTION OF CARBON FOOTPRINT
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UNFCCC – KYOTO PROTOCOL
UNITED NATIONS FRAMEWORK CONVENTION ON
CLIMATE CHANGE (UNFCCC) - IN ITS KYOTO
PROTOCOL DECIDED TO:
The CO2 reduction level (grams of CO2 per tonne mile) for the
first phase is set to 10% and will be tightened every five years
to keep pace with technological developments of new
efficiency and reduction measures.
The reduction rate is calculated from a reference line
representing the average efficiency for ships built between
2000 and 2010.
Reduction rates have been established until the period
2025 to 2030 when a 30% reduction is mandated for
applicable ship types.
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ENERGY EFFICIENCY INDEX – MARPOL REQUIREMENTS
MARPOL 73/78, ANNEX-VI
FROM 1ST JANUARY 2013, MANDATES FOR ALL NEW SHIPS
• ENERGY EFFICIENCY DESIGN INDEX (EEDI)
• SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP)
THESE VALUES REQUIRES A MINIMUM ENERGY EFFICIENCY
LEVEL PER CAPACITY MILE (example: TONNE MILE).
THE LEVEL IS TO BE TIGHTENED INCREMENTALLY EVERY FIVE
YEARS.
MAJORITY
OF
INDIAN
SHIP
OWNERS
ARE
CHANGED/GEARED YET TO IMPLEMENT THIS MANDATE.
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NOT
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ENERGY EFFICIENCY INDEX – MARPOL REQUIREMENTS
THE EEDI & SEEMP FOR ALL SHIPS WAS THE FIRST LEGALLY
BINDING CLIMATE CHANGE TREATY TO BE ADOPTED SINCE
THE KYOTO PROTOCOL. (UNFCCC – United Nations Framework
Convention on Climate Change)
IMO - MEPC RESOLUTIONS:
MEPC.212(63)
MEPC.213(63)
MEPC.214(63)
MEPC.215(63)
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From 1 January 2013, all
ships
over
400GT
on
international voyages will be
required to carry a Ship
Energy
Efficiency
Management Plan (SEEMP),
detailing the operational and
technical measures that will
be implemented on board to
improve
efficiency
and
therefore reduce fuel
•Appendages to the propulsion system at the stern of a
vessel can offer ship owners and operators an easy and
relatively painless solution to improving fuel efficiency
without the need to order new and expensive ‘eco-ships’
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MANY SMALL SIZED VESSEL OPERATORS ARE
TURNING INTO DIESEL ELECTRIC PROPULSION
REDUCTION OF CARBON FOOTPRINT
EFFORTS FROM THE OTHER NATIONS
Japanese
shipbuilder
Imabari
Shipbuilding
has
introduced a unique solution that could help combat two
of shippings biggest challenges;
(i) piracy and (ii) energy efficiency.
•The technology, called Aero-Citadel, introduces a
streamlined and aerodynamic shape to a ships
superstructure and other advances in the vessels
accommodation block, engine room , and funnel casing.
•The design also includes a built in citadel along other
piracy prevention measures.
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JAPANESE SHIP BUILDER – IMBRARI SHIP BUILDING
NEW SHIP DESIGN HAVING
GOOD ENERGY EFFICIENCY
MEASURES & PIRATE
DEFENSIVE
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•REDUCTION OF CARBON FOOTPRINT
•AND GHG EMISSIONS FROM SHIPS
•The exterior design was developed through extensive
wind tunnel testing that Imabari says could potentially
lead to a reduction in wind pressure and drag by up to
25 or 30%
•All stairs leading to the bridge are placed on the inside
of the superstructure and the entrance on lower level
deck is equipped with thicker, reinforced steel doors to
make it more difficult for intruders to enter.
•In addition the stairs and entranceway, the windows are
equipped with bulletproof glass, and water cannons are
placed on the upper deck to help blast attacking pirates.
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REDUCTION OF CARBON FOOTPRINT
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•The superstructure also includes a citadel with enough
supplies to accommodate crewmembers for several days, and
is protected by double-layer security doors.
•Inside the citadel, the facility features communication
equipment running on its own independent power source,
ship maneuvering equipment that can shut off the main
engine and steering gear, and surveillance equipment allowing
access to vessel data, including video, picture and sound.
•In addition to the unique superstructure shape and antipiracy measures, the accommodation block features energy
efficient LED lighting and noise and vibration insulation for
enhanced crew comfort, and a wheelhouse with a widened
backward view for safer navigation.
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REDUCTION OF CARBON FOOTPRINT
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Ship Energy Efficiency Management Plan (SEEMP)
and Energy Efficiency Operational Indicator (EEOI)
The Ship Energy Efficiency Management Plan (SEEMP) is
an operational measure that establishes a mechanism to
improve the energy efficiency of a ship in a cost-effective
manner.
The SEEMP also provides an approach for shipping
companies to manage ship and fleet efficiency
performance over time using, for example, the Energy
Efficiency Operational Indicator (EEOI) as a monitoring
tool.
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Ship Energy Efficiency Management Plan (SEEMP)
and Energy Efficiency Operational Indicator (EEOI)
The guidance on the development of the SEEMP for new
and existing ships are given in (MEPC.1/Circ.684).
The SEEMP urges the ship owner and operator at each
stage of the plan to consider new technologies and
practices when seeking to optimise the performance of a
ship.
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REDUCTION OF CARBON FOOTPRINT
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The EEOI enables operators to measure the fuel
efficiency of a ship in operation and to gauge the effect of
any changes in operation.
Example:
(1)Improved voyage planning (or)
(2)more frequent propeller cleaning, (or)
(3)introduction of technical measures such as waste
heat recovery systems (or)
(4)a new propeller.
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REDUCTION OF CARBON FOOTPRINT
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How the U.S. compares
•23.6%
•Top 8 countries make 44% of CO2
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RECENT MONTHLY MEAN AT MAUNA LOA
•CO2 concentrations at the Mauna Loa Observatory
in Hawaii (Recent)
•Source: http://www.esrl.noaa.gov/gmd/ccgg/trends/co2_data_mlo.html
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REDUCTION OF CARBON FOOTPRINT
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What about before 1960?
Mauna Loa, Hawaii
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REDUCTION OF CARBON FOOTPRINT
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•Changes in the average global temperature relative
to the mean temperature during the 20th century
•Source: http://www.epa.gov/climatechange/science/recenttc_triad.html
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•Drivers of Carbon Emissions and Reduction Potentials
•Part of supply chain
•Ocean transportation
•Air transportation
•Driver of emissions
• Volume moved
• km covered
• kg moved
•Port moves
•Domestic distribution
•Warehousing
• km covered
• Higher container utilisation
• Use of more eco-friendly
carriers
• Air to Sea-Air conversion
• Higher container utilisation
• 20’ to 40’ conversion
• Number of containers
• CFS-CY conversion
• Transportation mode
• Higher utilisation of delivery
(truck vs. rail)
trucks/vans
• km covered
• Double-decker trailers
• Volume moved
• Increased use of rail
• Number of days in
• Use of bio-fuel
warehouse
• Number of CBM
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•Ways to reduce emissions (examples)
• Reduce safety stock
• DC bypassing
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SUGGESTIVE MEASURES FOR -REDUCTION OF CARBON
FOOTPRINT
AND GHG EMISSIONS FROM SHIPS
There is a method of marine adaptation
migration of a commercial land based carbon
print reduction system (used in Power plants
other land based facilities), integrated to
platform of a proven marine fuel saving system.
and
foot
and
the
To leverage proven existing technologies that have
been successfully applied to land-based emission
sources and integrate it into a proven marine energy
conservation system to develop a system that will
measure and minimize Carbon Foot Print (CFP) and
further increase fuel efficiency.
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
The proposed system will, in real time, measure
and record the shipboard energy consumption and
CFP to allow continuous CFP Benchmarking.

Management, Control and feed information and
instructions to allow additional implementation of
continuous
energy
consumption
and
CFP
improvements.

The proposed system will allow the ship’s
Engineers and the ship’s operations managers to
make operational and other changes to optimize
fuel consumption and minimize the CFP.
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REDUCTION OF CARBON FOOTPRINT
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The predominant constituent of GHG is CO2.
Method-I: Carbon emissions can be determined by either
direct monitoring of CO2 emissions using:
Continuous Emission Monitoring System (CEMS)
or calculation from proper emission factors, fuel
consumption, and relevant operating parameters.
Method-II:
Parametric Emission Monitoring System (PEMS).
PEMS relies on operating parameters that are already
monitored
for
operating
purposes
(e.g.,
fuel
consumption, combustion parameters, etc) and
sometime apply advanced algorithms such as neural
network to predict emissions.
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REDUCTION OF CARBON FOOTPRINT
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The protocol embedded also addresses the
carbon associated with stored energy that is
brought on board and consumed. This may
include batteries, supplied shore power at port,
etc., which reduce the overall carbon footprint as
compared to shipboard power.
Using the system the CFP can be determined at
individual vessel level or fleet level.
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REDUCTION OF CARBON FOOTPRINT
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REDUCTION OF CARBON FOOTPRINT
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This system provides a fundamental
basis and foundation for the phased
effort to provide each ship with a self
managed energy conservation and carbon
footprint reduction system.
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REDUCTION OF CARBON FOOTPRINT
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• shipboard systems have many more variables and
modes of operation.
• A ship is more complex and has many more, smaller
systems than say a power generation plant on shore.
• This includes items such as the propulsion plant,
power generation system, boilers and on board
incinerators.
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REDUCTION OF CARBON FOOTPRINT
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The ship’s Master and Chief Engineer are able to
change many variables like;
ship speed, course, loads on the
electrical bus, number of generators on line,
Engine RPMs, ship’s ballast condition, hull
trim, etc)
and the ship operations manager can change
many others (like route, sailings, loading, hull
and equipment maintenance status, etc).
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REDUCTION OF CARBON FOOTPRINT
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The system will help the ship owner to document the
reductions and use the reductions as emissions
credits or for positive public relations efforts.
THUS EEDI (Energy Efficiency Design Index) & EEOI
(Energy Efficiency Operative Index) can be achieved
and monitored for further reductions as stipulated in
MARPOL Annex-VI.
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REDUCTION OF CARBON FOOTPRINT
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The computer based route optimization and weather
data display package provides masters with the tools
upon which to conduct efficient voyage planning with
resultant improved safety and voyage performance.
• Optimum route - either for minimum time or
minimum fuel.
• Alternatively the master can set certain weather
thresholds which should be avoided along the
optimized route as well as define no go areas that
are blocked for the optimization.
• The Master can then compare this Optimum track
with any number of reasonable alternatives. while
reducing fuel consumption.
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REDUCTION OF CARBON FOOTPRINT
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As such the features achieved are:
(i) Standard Optimum Ship Routing Service
(ii)Forecasting storm strength and effects
(iii)Resonance Alerts
Fleet managers can see in an instant, all in one
place, information that could have otherwise
taken hours to gather from many sources.
Vessels appear on the globe as color-coded icons
that can be customized to provide fleet managers
with alerts regarding ship performance, fuel
consumption/carbon emissions, weather
conditions, ETAs or other factors.
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Optimizing Operating Parameters:
As the emissions are directly related to the consumption of
fuel onboard, the various options considered will be
evaluated according to influence on fuel consumption.
The ultimate goal is to arrive at the optimum energy used
per cargo ton mile for each ship. Even as this baseline is
iteratively determined for each existing ship’s current
configuration, further efficiency improvements, reduced
energy consumption and reduced GHG emissions can be
incorporated by implementation of maintenance techniques
and configuration changes discussed later.
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OPTIMIZING OPERATIONAL PARAMETERS TO CONTROL THE
FUEL CONSUMPTION
1.Choice of speed:
For any ship in a given condition, the fuel oil
consumption, and thus the green house gas (GHG)
emission, will mostly be a function of energy
consumed to attain the ship’s speed. Most ship
engines, running at reduced speed or slow steaming
could have problems. Such problems may be
vibrations (critical RPM of the engine shaft) and
accelerated soot accumulation due to incomplete
combustion in the exhausted gas channel. Thus a
favorable balance of speed and GHG emission will
need to be reached.
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REDUCTION OF CARBON FOOTPRINT
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2. Speed or Power Variation:
Constant speed or power variations during a
voyage, compared to steady running, increase in
fuel consumption.
3. Weather Routing:
Varying weather, current and depth conditions
during a voyage affect the ship’s speed, which
can result in an energy savings potential of 3-5%.
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4. Optimal Trim:
Optimal trim to attain maximum speed at a given
mean draft and engine power can result in an
energy saving potential between 0.1-1.0%.
5. Optimal Propeller Pitch:
Optimal propeller pitch on CP propellers can
provide an energy saving potential between 0.1-2 %.
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6. Minimum Ballast:
Decreasing ballast and extra bunker to a minimum
could result in an energy saving potential between
0.1-1 %.
7. Improved Fleet Planning:
Better utilization of fleet capacity can often be
achieved by improved fleet planning. An increased
fleet utilization will result in reduction in energy
consumption and hence reduction in the GHG
emissions.
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8. Optimal Rudder:
Steady rudder / Minimum Rudder angle
variations to keep total fuel consumption at a
minimum with autopilot adjustments could
provide an energy saving potential between
0.1- 0.3 %.
9. Vessel Capacity Utilization:
This will directly influence total GHG emissions.
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10. Anchoring and Mooring:
Time saved in port or in efficient mooring, berthing
and anchoring may be used to reduce ship speed at
sea and thus save fuel. Reductions in GHG
emissions up to 1-2 % may be achieved.
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11. Increasing Hull Efficiency:
The impact of hull maintenance on the fuel efficiency
and GHG emissions is through the effect of hull
roughness on ships resistance. For the service life of
a vessel, an increased hull roughness implies
increased viscous resistance which results in an
increased power demand to maintain speed.
Use of certain paint systems, long periods in harbor,
long stays in warm waters, and/or exceeding of the
service life of the paint systems will increase
roughness greater than 60 NM.
It is not abnormal to expect savings of more than
3-4% through perfect hull maintenance.
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12. Increasing Propeller Efficiency:
Because of the propeller roughness, there will be
increase in propeller blade drag and will consume
more power for achieving the same speed.
On some old hulls, reduction of propeller roughness
will tend to improve fuel consumption by engines and
thereby energy conservation and CFP reduction will
be achieved. The resulting carbon footprint reduction
will be measured using the protocol established for
this effort.
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13. Engine Tuning & Overhauls:
The power output of engines decreases periodically
due to wear & tear and carbon deposits. Periodic
performance tuning of the engines can lead to
complete fuel combustion and can result in increased
efficiency.
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Benefits:
• This approach is relatively inexpensive,
• Highly effective
• Technologically low risk and
This is an economical, low risk/high reward method
which will yield real life results in energy conservation
and CFP reduction without any negative environmental
impacts while incorporating these measures.
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THUS WE CAN SAVE OUR ENVIRONMENT
AND OUR MOTHER EARTH
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THANK YOU
PRESENTED BY: Bh. Nagesh.
Ph:8790767451
[email protected]