Littérature scientifique sur le sujet « Fuel Reduction Value (FRV) »

Several countries have set ambitious targets for the transport sector that mandate a gradual increase in advanced biofuel content in the coming years. The current work addresses this transition and indicates two promising gasoline bio-blendstocks: Anisole and isobutanol. The whole value chains of these bio-components were considered, focusing on end-use performance, but also analyzing feedstock and its conversion, well-to wheel (WTW) greenhouse gas (GHG) emissions and costs. Three alternative fuels, namely a ternary blend (15% anisole, 15% isobutanol, 70% fossil gasoline on an energy basis) and two binary blends (15% anisole with fossil gasoline and 30% isobutanol with fossil gasoline), were tested, focusing on their drop-in applicability in spark ignition (SI) engines. The formulated liquid fuels performed well and showed the potential to increase brake thermal efficiency (BTE) by 1.4% on average. Measured unburned hydrocarbons (HC) and carbon monoxide (CO) emissions were increased on average by 12–29% and 17–51%, respectively. However, HC and CO concentrations and exhaust temperatures were at acceptable levels for proper catalyst operation. The studied blends were estimated to bring 11–22% of WTW GHG emission reductions compared to base gasoline. Additionally, the fleet performance and benefits of flexi-fuel vehicles (FFV) were modeled for ternary blends.

We estimate the value of three types of information about fire risk to a nonindustrial forest landowner: the relationship between fire arrival rates and stand age, the magnitude of fire arrival rates, and the efficacy of fuel reduction treatment. Our model incorporates planting density and the level and timing of fuel reduction treatment as landowner decisions. These factors affect, among other things, the loss a landowner incurs should fire arrive before harvesting. The value of information depends on the nature and combination of mistakes a landowner makes, the relationship between fire arrival and stand age, and on whether the landowner undertakes fuel treatment and values nontimber benefits. Information of various types is of most value to a landowner who does not undertake fuel treatment. The value of information about the magnitude of fire risk is also more than twice as high when the landowner underestimates fire risk, rather than overestimating it. For a landowner who undertakes fuel treatment but makes multiple mistakes, the asymmetry between overestimating and underestimating fire risk and efficacy of fuel reduction is even more pronounced.

Despite its life-threatening long term effects, the continuous increase of carbon dioxide (CO2) in the environment requires immediate actions to control the accelerating climate change. An appealing solution to this problem is to utilize CO2 as feedstock to generate useful chemicals, e.g., fuel, hydrocarbons, and valuable chemicals. The chemical inertness of CO2 needs considerably large energy for its conversion into useful chemicals. Therefore, CO2 reduction reaction requires an effective catalyst for its conversion into fuel (methanol, methane) and industrial chemicals (syngas, formic acid). Recently, two-dimensional layers of early transition metal carbides and nitrides, called MXene, have shown potential for catalysis due to its exposed transition metal sites, and mechanical and chemical stability at high temperatures. Herein, the author presents the MXene as a potential heterogeneous catalyst for the CO2 reduction reaction (CRR), and the future scope in this currently developing field.

Prescribed burning is a commonly applied management tool, and there has been considerable debate over the efficacy of its application. We review data relating to the effectiveness of prescribed burning in Australia. Specifically, we address two questions: (1) to what extent can fuel reduction burning reduce the risk of loss of human life and economic assets posed from wildfires? (2) To what extent can prescribed burning be used to reduce the risk of biodiversity loss? Data suggest that prescribed burning can achieve a reduction in the extent of wildfires; however, at such levels, the result is an overall increase in the total area of the landscape burnt. Simulation modelling indicates that fuel reduction has less influence than weather on the extent of unplanned fire. The need to incorporate ecological values into prescribed burning programmes is becoming increasingly important. Insufficient data are available to determine if existing programs have been successful. There are numerous factors that prevent the implementation of better prescribed burning practices; most relate to a lack of clearly defined, measurable objectives. An adaptive risk management framework combined with enhanced partnerships between scientists and fire-management agencies is necessary to ensure that ecological and fuel reduction objectives are achieved.

The results of the studies of mechanochemical activation of motor fuels aimed to increase their calorific value and reduce their consumption in automotive internal combustion engines are summarized. Traditionally, the improvement in fuel efficiency and environmental friendliness of such engines is achieved by high-tech modernization of fuel systems. But it can also be achieved by modification of fuels that changes their properties and increases the calorific value. By means of methods of mechanochemistry, using the equipment with low power consumption and a simple process, the mixtures and separate oil fractions are destroyed with the formation of low molecular homologs, as well as hydrogen and carbon. The degradation of saturated hydrocarbons is the breaking of chains, and unsaturated ones are destroyed through the formation of saturated products. The hydrogenation by degradation products of the starting material is possible. The mechanochemistry of fuels is investigated on the example of a combined static mixer-activator. The activator in the form of cylinder of 150 mm length and 30-50 mm diameter is used for modifying motor fuels; it has three serial camera, embeds in any of the fuel systems of internal combustion engine, does not require the drive, is free of chemical substances, does not affect the performance of gasoline, diesel fuel, aviation kerosene, fuel oil, does not reduce the engine lifetime. The tests were performed on a test bench with YaMZ-236 diesel engine using three different diesel fuels, at first with installation of activator in the fuel supply line of fuel high pressure pump, and then in its main drain line. When idling of diesel engine with engine speed of 900-1300 rpm, the reduction of activated fuel consumption on average by 26.3% is revealed in eleven tests. The methods for improving the calorific value of fuels by different impacts are reviewed.

This paper analyzed the reasons why different of calorific value between coal as received and coal as fired generate. The differences of calorific value between coal as received and coal as fired of seven power generation groups were compared. Evaluation cycle, evaluation indicators and evaluation methods of the calorific value difference were proposed. It was pointed out that the new evaluation criteria would contribute to energy saving and consumption reduction of power enterprises

In order to use resonably fuel resources and reduce cost of manufacture, the effects of coke and coal powder on chemical coposition and metallurgical properties of sinter were studied with the iron ore blender as the iron-contained materials. Results shown that the reducibility at 900°C was slightly improved and the low temperature reduction degradation index was worsened with the coke powder as the solid fuel relative to coal powder under the equal calorific value condition. However, with the increasing of solid fuel ratio, the mechanical strength and low temperature reduction degradation index was improved.

In order to avoid the negative effects of increasing the amount of RME in the fuel, the nitrON® package was used, containing 3 different additives: stabilizing, washing and increasing the cetane number of the fuel. The tests were carried out with the use of the Caterpillar C27 engine of the 6Dg locomotive connected to a water resistor. The hourly engine fuel consumption (FC), NOx concentration and exhaust opacity were measured for 3 points of the F test, in accordance with UIC 624. The concentration of the nitrON® additive in the test fuel was 1500 ppm (v / v). For idling, the reduction in FC value was only 1.5% (in relation to the base fuel), but for a very high engine load and nominal rotational speed, the percentage reduction in FC was as high as 5%. The reduction of NOx concentration for idling (as a result of using nitrON®) was approx. 10%, while for high engine load, the percentage reduction of NOx concentration in the exhaust gas exceeded 15%.

In order to improve the performance properties, in particular viscosity-temperature, of boiler fuel, it is proposed to combine them with narrow fuel fractions obtained by thermal destruction of secondary polymer raw materials (low pressure polyethylene and polypropylene). When compounding grade 100 fuel oil with narrow fuel fractions, the values ​​of density are reduced to 865 (873) kg / m3, conditional viscosity to 2.50 (2.63) deg. um., pour point up to 8 (13) °C), sulfur content up to 0.17 wt%. and the lower heat of combustion increases to 43606 (43850) kJ / kg. At the same time, there is a gradual decrease in the value of the flash point to 114 (127) °C. This reduction is a negative point, which leads to increased fire safety of fuel oil during its use, storage, pumping and transport. However, the values of the flash point, according to the requirements of regulatory documentation, are within acceptable limits. That is, the value of this indicator can limit the content of fuel oil in narrow fuel fractions. It is determined that the rational concentration of narrow fuel fractions in the composition of fuel oil grade 100, is within 30% of the mass. Within these limits, there is a permissible decrease in flash point values – an indicator that characterizes the fire hazard of fuel oil during its use, storage, pumping and transportation against the background of improving other performance properties of fuel oil. The production of the proposed compound boiler fuel on the one hand allows to expand the raw material base of the process by involving in the production process secondary polymer raw materials – solid waste subject to mandatory disposal, on the other – to meet existing demand for boiler fuel by increasing its production.

The work is developed in the context of the automotive Life Cycle Assessment (LCA) and it is aimed to represent a valid support for practitioners in the design for environment of both conventional and innovative lightweight solutions. The final target of the research is to conceive a tool able to perform the LCA of the use stage in applications to Internal Combustion Engine (ICE) turbocharged vehicles within the following typologies of study: - LCA of a specific vehicle component; - comparative LCA between a reference and an innovative lightweight alternative. The tool is constituted by a series of environmental models able to treat with the needs of the cited typologies of study and to achieve specific enhancements with respect to existing literature. The work is articulated into two main sections: simulation modelling and environmental modelling. Simulation modelling performs an in-depth calculation of weightinduced Fuel Consumption (FC) whose outcome is the Fuel Reduction Value (FRV) coefficient evaluated for a wide range of vehicle case studies. Environmental modelling refines a series of environmental models able to perform - allocation of impacts to the component (LCA of a specific vehicle component) - estimation of impact reduction achieved through light-weighting (comparative LCA) basing on the FRVs obtained by simulations. The implementation of the FRVs within the environmental models represent the added value of the research and makes the tool flexible and tailorable for any generic case study. The first part of the work defines the topic of the research, aiming to explain the relevance of the design for environment within the automotive LCA context. An introduction to the LCA methodology is provided and the importance of the use stage in the determination of the overall vehicle impact is highlighted. Chapter 2 is constituted by a State Of the Art (SOA) analysis regarding the considered typologies of LCA study; the review includes both findings from research and practices usually adopted in current LCA analyses. Literature data are collected and presented to support this section, from existing automotive LCAs to studies that deal with the determination of the mass-induced fuel consumption reduction. Current approaches are described in detail, analyzed, and critically commented, evidencing the main points of criticism they are subject to. In the light of critical analysis, theenhancements with respect to existing literature are identified and translated into specific requirements the environmental tool has to fulfill. Chapter 3 describes the stages needed in order to conceive the tool, evidencing the partition between simulation and environmental modelling. In the simulation modelling the modality for calculating the use stage FC and evaluating the Fuel Reduction Value (FRV) coefficient is established. FC is determined for different car mass-configurations and the FRV is obtained as the relationship between FC and mass; the FRV is evaluated for both the cases of Primary Mass Reduction (PMR) only and implementation of car re-design (Secondary Effects, SE). The section illustrates the main features of the use stage simulation model, the extension of the analysis in terms of both vehicle classes and driving cycles and the implementation of SEs. The environmental modelling defines structure and operation of the use stage environmental models; basic equations that quantify input/output flows between processes are defined evidencing the central role of the FRV coefficient. Chapter 4 illustrates the implementation of the use stage simulation model within the AMESim environment, including equations, logic and parameters which govern its operation. The setting of model parameters is explained in detail with the support of figures and tables in SI appendix; this phase includes also data collection, analysis and treatment performed by the Candidate. Chapter 5 reports the results of the research subdivided between simulation and environmental modelling: values of FC and FRV obtained by simulations for the various case studies (simulation modelling) and implementation of environmental models within the software GaBi6 (environmental modelling). The results are critically discussed in chapter 6. At first the values of FRV are commented by evaluating the influence of vehicle class, driving cycle and SEs. After that the existence of any correlation between the FRV and the main vehicle technical features is investigated and a criterion for implementing the coefficient within the environmental models is identified. Finally the environmental models are commented placing particular emphasis on the possibility to set up the FRV basing on technical features of the specific case study. Such a possibility represents the added value of the research with respect to existing literature and makes the environmental models a flexible and tailorable tool for application to real case studies.

AbstractThe paper uses the case study of Limpopo province to discuss technology innovations in green transport in South Africa with respect to the reduction of global greenhouse emission through technology innovation. South Africa’s emission from fuel combustion is the world’s 15th largest in forms of CO emission because it contributes about 1.2% of global emissions. In a submission from the Department of Environmental Affairs (DEA) on the impact of greenhouse emissions stated that companies are required to be innovative to reduce the carbon emission levels in South Africa. Literature on road transport in South Africa shows that road transport is the fastest growing source of greenhouse gas emissions, accounting for 19% of global energy consumption. The policy to promote an integrated public transport in municipalities is in line with the National Development Plan and the White Paper on National Climate Change Response. This requires innovative technology that promotes carbon trading markets such as taxi recapitalisation programmes and carbon tax on new vehicles. The study analysed the factors influencing green technology innovations in South Africa with specific reference to Limpopo province green transportation study. The methodology used to unpack innovative technology in South Africa discusses green technology in Limpopo province in the context of greenhouse gases emission reduction innovative technologies in the transport sector with respect to sustainable fuels, energy efficient systems and smart information as well as hybrid technologies. The study advances arguments on technologies for engine and propulsion systems, alternative energy sources, navigation technologies, cargo handling systems, heating and cooling vehicles, road and rail vehicles and maritime transportation with respect to innovations as well as battery charging systems, engine oil disposal etc. The findings shows that no single trajectory of technology innovation in green transport will suffice but technological innovations that improve fuel economy and transition from fossil fuels to cleaner fuel alternatives. The study in Limpopo province showed that green transport innovations must not obscure the role of non-technological innovations in reducing emissions, but the two should be tackled with green transport value chain as a whole.

AbstractThe need for emission reduction for climate management had triggered the application of pyrolysis technology on firewood that yield bio-oil, bio-char, and syngas. The purpose of present study was to select the best bio-oil and bio-char producing plants from 17 firewood tree species and to quantify the amount of carbon storage. A dried and 1 mm sieved sample of 150 g biomass of each species was pyrolyzed in assembled setup of tubular furnace using standard laboratory techniques. The bio-oil and bio-char yields were 21.1–42.87% (w/w) and 23.23–36.40% (w/w), respectively. The bio-oil yield of Acacia seyal, Dodonea angustifolia, Euclea schimperi, Eucalyptus globulus, Casuarina equisetifolia, and Grevillea robusta were over 36% (w/w), which make the total yield of bio-oil and bio-char over 62% (w/w) of the biomass samples instead of the 12% conversion efficiency in traditional carbonization. The calorific value of firewood was 16.31–19.66 MJ kg–1 and bio-oil was 23.3–33.37 MJ kg–1. The use of bio-oil for household energy and bio-char for carbon storage reduced end use emission by 71.48–118.06%, which could increase adaptation to climate change in comparison to open stove firewood by using clean fuel and reducing indoor pollution.

The CO2 that comes from the use of fossil fuels accounts for about 65% of the global greenhouse gas emission, and it plays a critical role in global climate changes. Among the different strategies that have been considered to address the storage and reutilization of CO2, the transformation of CO2 into chemicals and fuels with a high added-value has been considered a winning approach. This transformation is able to reduce the carbon emission and induce a “fuel switching” that exploits renewable energy sources. The aim of this chapter is to categorize different heterogeneous electrocatalysts which are being used for CO2 reduction, based on the desired products of the above mentioned reactions: from formic acid and carbon monoxide to methanol and ethanol and other possible by products. Moreover, a brief description of the kinetic and mechanism of the CO2 reduction reaction) and pathways toward different products have been discussed.

Soils become flooded occasionally by intense rainfall or by runoff, and a significant portion of soils globally underlies highly productive wetlands ecosystems that are inundated intermittently or permanently. Peat-producing wetlands (bogs and fens) account for about half the inundated soils, with swamps and rice fields each accounting for about one-sixth. Wetlands soils hold about one-third of the total nonfossil fuel organic C stored below the land surface, which is about the same amount of C as found in the atmosphere or in the terrestrial biosphere. This C storage is all the more impressive given that wetlands cover less than 6% of the global land area. On the other hand, wetlands ecosystems are also significant locales for greenhouse gas production. They constitute the largest single source of CH4 entering the atmosphere, emitting about one-third the global total, with half this amount plus more than half the global N2O emissions coming from just three rice-producing countries. A soil inundated by water cannot exchange O2 readily with the atmosphere. Therefore, consumption of O2 and the accumulation of CO2 ensue as a result of soil respiration. If sufficient humus metabolized readily by the soil microbiome (“labile humus”) is available, O2 disappearance after inundation is followed by a characteristic sequence of additional chemical transformations. This sequence is illustrated in Fig. 6.1 for two agricultural soils: a German Inceptisol under cereal cultivation and a Philippines Vertisol under paddy rice cultivation. In the German soil, which was always well aerated prior to its sudden inundation, NO3- is observed to disappear from the soil solution, after which soluble Mn(II) and Fe(II) begin to appear, whereas soluble SO42- is depleted (left side of Fig. 6.1). The appearance of the two soluble metals results from the dissolution of oxyhydroxide minerals (Section 2.4). Despite no previous history of inundation, CH4 accumulation in the soil occurs and increases rapidly after SO42- becomes undetectable and soluble Mn(II) and Fe(II) levels have become stabilized. During the incubation time of about 40 days, the pH value in the soil solution increased from 6.3 to 7.5, whereas acetic acid (Section 3.1) as well as H2 gas were produced.

Reduction of conventional fuel has encouraged to find new sources of renewable energy. Oil produced from the pyrolysis method using biomass is considered as an emerging source of renewable energy. Pyrolytic oil produced in pyrolysis needs to be upgraded to produce bio-oil that can be used with conventional fuel. However, pyrolytic oil contains high amounts of oxygen that lower the calorific value of fuel, creates corrosion, and makes the operation unstable. On the other hand, the up-gradation process of pyrolytic oil involves solvent and catalyst material that requires a high cost. In this regard, the co-pyrolysis method can be used to upgrade the pyrolytic oil where two or more feedstock materials are involved. The calorific value and oil yield in the co-pyrolysis method are higher than pyrolytic oil. Also, the upgraded oil in the co-pyrolysis method contains low water that can improve the fuel property. Therefore, the co-pyrolysis of biomass waste is an emerging source of energy. Among different biomasses, solid waste and aquatic plants are significantly used as feedstock in the co-pyrolysis method. As a consequence, pressure on conventional fuel can be reduced to fulfill the demand for global energy. Moreover, the associated operating and production cost of the co-pyrolysis method is comparatively low. This method also reduces environmental pollution.

Green energy utilization technology is an effective means of reducing greenhouse gas emissions. We developed the production-of-electricity prediction algorithm (PAS) of the solar cell. In this algorithm, a layered neural network is made to learn based on past weather data and the operation plan of the hybrid system (proposed system) of a solar cell and a diesel engine generator was examined using this prediction algorithm. In addition, system operation without a electricity-storage facility, and the system with the engine generator operating at 25% or less of battery residual quantity was investigated, and the fuel consumption of each system was measured. Numerical simulation showed that the fuel consumption of the proposed system was modest compared with other operating methods. However, there was a significant difference in the prediction error of the electricity production of the solar cell and the actual value, and the proposed system was shown to be not always superior to others. Moreover, although there are errors in the predicted and actual values using PAS, there is no significant influence in the operation plan of the proposed system in almost all cases.

Pyrosilviculture and understory fuel management to reduce forest stand and landscape flammability represent loss-making interventions from an economic point of view. Consequently, prevention is carried out above all on public property and with public funds (e.g. Rural Development Programs), while the interest of the private individual for prevention interventions on aggregated areas is limited. These shortcomings do not allow to reach the distribution and the quantity of treated surface necessary to modify the fire regime and its impacts. To solve this problem, we need initiatives that catalyse the interests of multiple stakeholders (economic actors, bodies responsible for territorial management and research, fire-fighter agencies) towards common goals. Moreover, we need to improve the cost-efficiency ratio of prevention through value-chains of products and services generated by preventive measures (e.g. payments for positive externalities and ecosystem services). Within the European project PREVAIL (PREVention Action Increases Large fire response preparedness) we analysed collaborative processes in the Mediterranean Basin between private and public actors that developed 'smart solutions'. Different sources of funding, including non-specific funds for prevention, offer additional economic resources to support preventive value-chains (e.g. RDP funds for agro-pastoral and forestry development, LIFE funds for habitat conservation, private investments, PES mechanisms). This paper analyses the key elements that characterise smart solutions for wildfire risk prevention in Southern EU: sustainability, cost-benefit ratio, synergies between sources of financing, inter-sectoral cooperation and integration between strategic prevention planning and multiple land governance objectives, innovation and knowledge transfer, and adaptive approach. A selection of solutions documented by the PREVAIL project and replicable in other contests will be presented and discussed.

Automobile vehicles are the main sources of environmental pollution, especially those with diesel engines. They cause a number of health diseases and harm to the ecosystem. Biofuels are a suitable alternative fuel for IC engines which have potential to reduce engine emissions with more or less equal performance of the petroleum fuels. Though Biodiesel is suitable for Diesel engines, it suffers with high density, lesser calorific value, high fuel consumption and increased emissions of nitrogen. However, additives minimize the deteriorating factors of the Biodiesel and maintain the international pollution norms. Many different types of additives are used with the diesel and (or) biodiesel to enhance performance and to improve its quality. The researchers conclude that the use of additives along with diesel and biodiesel improves the performance and reduction in emission. This review discusses effects of additives with diesel and biodiesel on the performance and emission characteristics of Diesel engines.

The aim of this project is to valorize forest biomass wastes into bioenergy, more precisely, production of 2nd generation synthetic biofuels, such as, biogas, biomethanol, bio-DME, etc., depending on process operating conditions, such as, pressure, temperature and type of solid catalyst used. The valorization of potential forest wastes biomass enhances the reduction of probability of occurrence of forest fires and, presents a major value for local communities, especially, in rural populations. Biogas produced can be burned as biofuel to produce heat and/or electricity, for instance, in cogeneration engines applied for domestic/industrial purposes. After the removal of forest wastes from the forest territory, this biomass is dried, grounded to reduce its granulometry and liquified at temperatures between 100-200 ºC. Then, using the electrocracking technology, this liquified biomass is mixed with an alkaline aqueous electrolyte located in an electrolyser (electrochemical reactor which performs an electrolysis process), using a potential catalyst, in order to produce syngas (fuel gas, mainly composed by CO, H2 and CO2). In a second reaction step, this syngas produced can be valorized in the production of synthetic biofuels, in a tubular catalytic reactor. The whole process is easy to implement and energetically, shows significative less costs than the conventional process of syngas gasification, as the energy input in conventional pyrolysis/gasification process is higher than 500 ºC, with higher pressures, while, in the electrochemical process, applied in this project, the temperatures are not higher than 70 ºC, with 4 bars of pressure, at maximum. Besides that, the input of energy necessary to promote the electrolysis process can be achieved with solar energy, using a photovoltaic panel. In the production of biogas in the catalytic reactor, there is another major value from this process, which is the co-production of water, as Sabatier reaction converts CO2 and H2 into biomethane (CH4) and steam water, at atmospheric pressure, with 300 ºC of temperature, maximum, with a high selective solid catalyst. Finally, it is expected to produce a new bio-oil from this kind of biomass, with properties more closer to a fossil fuel than wood bio-oils, which can be used as a fuel or as a diolefins/olefins source and, also, to produce, from forest biomass wastes, pyrolytic bio-oils with complementary properties and valorised characteristics. This can be used in wood treatment or as a phenol source, for several industrial applications. A new and valorised application can be found for forest biomass wastes, which can be incorporated in the biorefinery concept.

In Mediterranean regions worldwide, climate and landscape change increased the occurrence and the risk of (very) large and intense fires, which override the current firefighting capacity. Fire management policies, largely focused on fighting at the expense of prevention, have proven inadequate to address this challenge. Agricultural abandonment has shaped rural mountain areas in many parts of Southern Europe since the last century, owing to diverse socio-economic and biophysical constraints such as reduced job opportunities, poor generational renewal, low accessibility and soil productivity. The cessation of traditional livestock and agricultural practices caused by rural exodus has favoured more homogeneous and flammable landscapes —with strong side-effects on fire regime, ecosystem services and biodiversity. In fact, the challenge for managers and policy makers is no longer simply how to reduce wildfire impacts but how to reconcile socio-economic impacts of fires with their ecological benefits. Fire-smart management would clearly enable a more balanced integration of positive (reducing species competition, diseases and pests or fire intensity, and increase fire protection in wildland-urban interfaces) and negative contributions of fire to human well-being, which would inform better decision making in fire management policy and land-use planning. In practice, fire-smart landscapes can be obtained by fuel-reduction treatments and by fuel type conversion, rather than by fuel isolation. From this perspective, proactive management should therefore focus on reshaping vegetation (fuel) configuration to foster more fire-resistant and/or fire-resilient landscapes while simultaneously ensuring the long-term supply of ecosystem services and biodiversity conservation. In contrast, rewilding has been proposed as an opportunity for biodiversity conservation in abandoned landscapes. However, rewilding is challenged by the increasing fire risk associated with more flammable landscapes, and the loss of open-habitat specialist species. Here we present three complementary studies carried out in the frame of the FirESmart project (https://firesmartproject.wordpress.com) focusing on two contrasting land-use policy scenarios (Rewilding vs High Nature Value farmlands) based on stakeholders’ perception of fire-landscape dynamics, and their potential impacts on biodiversity conservation and ecosystem services. Our studies were implemented in a transboundary protected area, the Gerês-Xurés Biosphere Reserve, where we predicted the potential impacts in terms of fire regime change, species conservation and carbon sequestration. Our studies contribute to the increasing evidence of agricultural policies as essential tools to ensure biodiversity while reducing fire hazard, an aspect that has been frequently neglected when assessing the beneficial effects of agricultural policies. Also, our findings suggest using fire to enhance rewilding as an alternative management strategy in our study area — an issue that decision makers and managers should consider when implementing rewilding initiatives in other fire-prone regions. These studies represent the needs of local communities in these mountainous areas, which are heavily affected by rural abandonment, fire regimes, and loss of natural resources. These rural communities try to keep alive the few and scarce agricultural activities and manage the mountain landscapes. However, the reduced investment and financial support of these isolated communities has led to the decline of these traditional fuel and habitat management tools.

Diesel fuel used in locomotives generally does not pose a fire hazard. However, diesel vapor generated within tank vapor space attains flammability condition as the fuel temperature gets closer to the fuel-flash point, which may cause a fire hazard in the event of a tank breach due to collision or derailment of the locomotive. As a part of an ongoing Federal Railroad Administration (FRA) sponsored research effort, a proof-of-concept laboratory scale demonstration has shown that it is possible to circulate the mixture of diesel vapor and air through a small vapor condenser unit to reclaim the fuel vapor. The recovered fuel is shown to possess almost similar specific heat value and hydrocarbon constituents as that of neat diesel fuel and hence reusable. Furthermore, the vapor reclamation process enables mitigation of fire hazard and reduction of diesel vapor escape to the environment. In order to assess the real potential of diesel vapor reclamation on a running locomotive, real-time fuel temperature data was collected during a medium-haul run of a BNSF Railway freight locomotive. This paper presents the real-time fuel temperature data collected on a BNSF Railway instrumented locomotive tank as well as results of computational fluid dynamics (CFD) analyses performed for the full-scale locomotive tank. In continuation of the research and development effort, the design of a scaled up diesel vapor reclamation system is presented. The scope of its integration with a railroad freight locomotive is summarized and subsequent steps for its performance evaluation on a running locomotive are discussed.

The public and governmental pressure for lowering GHG emissions from the transportation sector is continuously increasing. Since the release of the new CO2 target figures from the European Commission (EC), formulating massive reduction degrees in the next decade (-15% in 2025 and -37,5% in 2030), substantial initiatives have been engaged to ensure proper achievement and compliance with these ambitious targets. Diesel powered vehicles and, in particular, light-duty Diesel engines have been the major driver for continuous year-to-year fuel consumption reduction rates in the recent past. These achievements so far were mainly based on continuous enhancement of combustion efficiency and reduction of mechanical losses. Based on this experience, it appears unlikely to realize further substantial improvements by extension and prolongation of this technical approach, like requested by the legal authorities for the mid-term future. Double digit lowering rates request for implementation of new features and technologies. As purely electric propulsion systems gain increasing attractiveness for small light-duty applications, due to a better balanced trade-off between costs and daily operational duties, heavier light-duty vehicles, often used for commercial needs, demand different powertrain concepts, especially if heavy goods transportation, long distance driving and/or trailer towing demands are requested as well from the end-user side. In order to safeguard both, upcoming legal GHG reduction norms as well as all-day operational duties, new powertrain configurations are requested. One attractive conceptual layout is found by the mixed-serial hybrid topology, labeled Diesel EMotion. This powertrain concept features a tailored cost-optimized Diesel engine with a strong electric machine as a serial hybrid, while featuring in conjunction with a simple one-speed transmission a direct, highly efficient coupling of the engine with the drive wheels. The vehicle is mainly driven by the electrical machine, especially in urban regimes, but, as soon as vehicle speed and load exceed certain threshold values, the direct connection between engine crankshaft and driving wheels is enacted to realize best fuel efficiency. The paper in hand describes at first the conceptual layout of the advanced powertrain topology for heavy Light-Duty vehicle applications, balancing functional performance in the limited engine operational map with corresponding cost reduction measures. Furthermore, initial functional performance figures, especially in comparison to conventional powertrain definitions as well as to classical serial hybrid designs are displayed. The paper concludes with a summary and parameter ranking in order to determine next steps in realization and industrialization PREPARERD FOR: FISITA 2020 – PRAGUE/CZECH 2020 Topics • Stringent EU CO2 targets in transport sector • New propulsion system topology • Mixed-serial Diesel hybrid layout

Biomass reburn is a low NOx alternative to cofiring that effectively uses the high volatility and high char reactivity of biomass for NOx reduction. In this paper, computational fluid dynamics (CFD) and thermal modeling, and a NOx prediction model were used to evaluate the impacts of sawdust/coal reburn on the performance of a 250 MW opposed-fired boiler burning bituminous coal as the primary fuel. The results showed that the reburn system maintained overall boiler performance with a 50 – 70 °F reduction in the furnace exit gas temperature. Predicted losses in thermal efficiency were caused by the lower biomass fuel heating value (similar to biomass cofiring) and increase in unburned carbon. The higher unburned carbon emissions were attributed to an order of magnitude larger biomass mean particle size relative to bituminous coal. Thus, LOI emissions can be improved significantly by reducing the biomass mean particle size. The NOx predictions showed that for reburn rates above about 19%, adding dry sawdust biomass to a coal reburn system can improve NOx reduction; i.e., using pure dry sawdust as reburn fuel at 30% of the total heat input can lead to NOx levels about 30% less than those for pure coal reburn under for similar firing conditions.

It will be demonstrated that a design focus on three parameters will facilitate the utilization of existing value added and value engineering techniques, resulting in a streamlined pragmatic method to achieve large cost savings. This method will help the costs to be engineered out of the product, regardless of commercial issues in which the engineer has no direct control. By focusing on three critical parameters that can be optimized through the use of innovative engineering techniques, low-production precision fabricated components for use in high temperature fuel cell applications can be significantly cost reduced while maintaining or improving performance. The real world application of this technique will be demonstrated on the redesign of two major fuel cell module sub-systems to showcase the impact of these three parameters alone on final cost, regardless of other commercial factors. The three parameters are as follows: 1. Weight. 2. Part count (total and unique parts). 3. Labor and Processing. These three parameters are treated as “Rules” in this study. The effectiveness of this technique will be demonstrated by quantifying how well the rules were followed and the resulting cost savings.

Abstract The application of the dual-cooled annular fuel element can significantly improve the safety and economy of current pressurized water reactors. Due to the geometric differences, the fuel relocation caused by the fuel cracking in annular rods was much more complex and influential on thermal-hydraulic performance than that in solid rods. In this research, the Discrete Element Method (DEM) was applied to perform the simulation of fuel fragment relocation in the annular fuel rod under both long-term normal operation and LOCA conditions, in order to get deep insights into the fuel relocation mechanisms and develop the mathematical relocation model. Under normal operations, it was found that the radial fuel relocation was bidirectional of both inward and outward, resulting in the radial size reduction of both internal and external gas gaps. The maximum reduction of total gaps was about 58% of the as-fabricated value, and the maximum allowable recovery fraction of fuel relocation was about 55%. Under LOCA conditions, the ballooning of the cladding was full considered in the fuel relocation. As a consequence, the substantial axial fuel relocation was found, which resulting a size reduction of active fuel length and a local fuel accumulation at the position of ballooning.

In this study, a numerical model has been developed to simulate the flow and combustion in a gas turbine combustor of type (Winnox-TUD-Combustor), which burns low heating value gas. The model relies on the computational code “FLUENT”. This code has been used to solve the governing equations. The characteristics of the model are; steady, turbulent, two dimensional, axisymmetric and swirling flow. The combustion process has been simulated as non-premixed combustion. The study includes the impact of several design and operational parameters on the characteristics of the flow and combustion inside the combustion chamber. These parameters include; ratio of secondary to primary air, ratio of tertiary to primary air, swirl ratio, number of inlets of the secondary air and their direction. Four performance indicators have been used to evaluate the impact of the aforementioned design and operating parameters. These indicators include; average temperature of the exhaust gases to the turbine, specific NOx emission, pattern factor and combustion efficiency of the combustor. In order to identify the optimum values of the aforementioned design and operational parameters, Artificial Neural Network (ANN) technique has been utilized to enrich the output results. This facilitates searching for the optimum values of the aforementioned parameters. Furthermore the effect of the variations in fuel composition on the combustion characteristics and accordingly on the performance indicators has been studied. It has been found that, all the studied parameters affect the performance of the combustor to a certain extent. However, fuel swirl ratio, primary to secondary air ratio and tertiary to primary air ratio as well as carbon monoxide to hydrogen ratio in the fuel are the controlling factors. Optimizing these parameters can lead to a substantial reduction in specific NOx emissions down to 4.0 gm/kg of fuel. Also an improvement in pattern factor to values below 0.3 has been achieved.

An economic model was developed to evaluate gas turbine component alternatives for base load combined cycle operation, cyclic duty simple cycle operation, and peaking duty simple cycle operation. Power plant operator value of alternative replacement first stage buckets for a GE Frame 7EA gas turbine is evaluated. The popularity and large installed base of the 7EA has prompted a number of replacement part offerings, in addition to the replacement parts offered by the OEM. A baseline case is established to represent the current bucket repair and replacement situation. Each of the modes of power plant operation is evaluated from both a long-term financial focus and a short-term financial focus. Long-term focus is characterized by a nine-year evaluation period, while short-term focus is based on first year benefit only. Four factors are considered: part price repair price, output increase, and simple cycle efficiency increase. Natural gas and liquid fuels are considered. Two natural gas prices are used; one liquid fuel price is considered. Peak, off-peak, and spot market electricity prices are considered. Two baseline repair price scenarios are evaluated: 50% of new part price and 10% of new part price. The key conclusions can be summarized as: • A reduced-life part with more frequent repair intervals is undesirable, even if the part price is reduced by over 60% and the cooling flow is reduced by 1% W2. • A short-life, “throw-away” part with no required repairs can achieve parity with the baseline if the price is reduced by 25% or more. The operator with a short-term focus will not differentiate between a “throw-away” part and a full-life part. • In general, increased part life has less value to the power plant operator than price reduction or cooling flow reduction. • Repair price (assumed to be 50% of part price) is a relatively small factor for operators with a long-term focus, and no factor at all for operators with a short-term focus. A lower baseline repair price (10% of part price) will decrease the attractiveness of a “throw-away” part, moving the parity point to a 40% price reduction. • A 0.7% W2 reduction in cooling flow has roughly the same first year benefit, at baseline fuel prices, as a 10–15% bucket price reduction, except to the peak duty operator. The peak duty operator finds no benefit to reduced cooling flow unless electricity can be sold at spot market prices.

Industrial Gas Turbines allow operation with a wide variety of gaseous and liquid fuels. To determine the suitability for operation with a gas fuel system, various physical parameters of the proposed fuel need to be determined: Heating value, dew point, Joule-Thompson coefficient, Wobbe Index and others. This paper describes an approach to provide a consistent treatment for determining the above physical properties. Special focus is given to the problem of determining the dew point of the potential fuel gas at various pressure levels. A dew point calculation using appropriate equations of state is described, and results are presented. In particular the treatment of heavier hydrocarbons, and water is addressed and recommendations about the necessary data input are made. Since any fuel gas system causes pressure drops in the fuel gas, the temperature reduction due to the Joule-Thompson effect has to be considered and quantified. Suggestions about how to approach fuel suitability questions during the project development and construction phase, as well as in operation are made.

Fuel NOx is one of the main issues related to the combustion of biomass derived Low Calorific Value (LCV) Gas. The high NOx emissions accompanying the combustion of that fuel in gas turbines or gas engines are compromising the CO2 neutral character of biomass and are a barrier towards the introduction of this green energy source in the market. The reduction of NOx emissions has been one of the main preoccupations of researchers in the LCV gas combustion field. Although, much has been achieved for thermal NOx which is caused mainly by the conversion of the nitrogen of the air in high temperature regions, less work has been devoted to the reduction of fuel NOx, which has as a main source the fuel bound nitrogen FBN, namely ammonia in case of biomass. Reducing the conversion of the FBN to NOx has been the main issue in recent research work. However, fuel NOx could be reduced significantly applying methods; like washing the gas in a scrubber prior its entrance to the combustor, and SNCR or SCR methods applied at the exhaust. But those solutions stay very expensive in terms of polluted waste water and catalyst cost. In this paper, the approach is to reduce the conversion of FBN to NOx inside a newly designed combustor. The idea is to optimize the combustion process ending up with the lowest possible conversion of FBN to NOx. The LCV gas used in the experiments described in this paper is made by mixing CO, CO2, H2, natural gas and N2 with proportions comparable to those of the real LCV gas. This gas is then doped with NH3 to simulate the FBN. In this paper the conversion ratio of FBN to NOx versus the FBN concentration is presented. Furthermore, the system is investigated in terms of the effect of CH4 concentration on the conversion of FBN to NOx. And measurements along the combustor axis were performed with a traversing probe where temperature and important emissions along the axis were measured. In all the experiments described in the paper, The LCV gas has an HHV (High Calorific Value) ranging from 4 to 7Mj/nm3. The newly designed combustor contains an embedded inner cylinder. In these experiments presented are without that embedded cylinder. The purpose of the current experiments is to be compared to the later experiments with the insert in order to define clearly the effect of the inner cylinder. Furthermore, this arrangement, i.e. without the insert, gave us the opportunity to traverse the combustor by a probe and to measure temperature and species profiles, which is of a great importance in defining the key parameter controlling the conversion of NH3 to NOx.

Engine control algorithms are among the most important factors that affect engine performance and emission. Developing control algorithms would improve engine performance, fuel consumption and emission levels. On the other hand, time and cost reduction of controller development is becoming an ever increasing demand. To meet these demands, more advanced engine models and better controller development processes are essential. Therefore, those models with good accuracy together with high calculation speed and fewest numbers of tests for calibration are most suitable. The mean value engine models are developed to meet these criteria. The governing equations for these models are simple and relatively easy to calibrate. The main purpose of this work was to simplify the equations of such a model, decrease the number of calibration tests and improve model accuracy. Simpler equations are used for the calculation of air mass flow at the throttle body and cylinder ports. To increase the accuracy of the manifold pressure calculations, two different relations are proposed and the results are compared. Also a set of equations is presented for rotational dynamics. Then the accuracy of the developed model is examined through the experimental works carried out on the engine of a locally manufactured vehicle called Samand.

1.1 Macroeconomic summary In September, headline inflation (11.4% annually) and the average of core inflation indicators (8.6% annually) continued on a rising trend, and higher increases than expected were recorded. Forecasts increased again, and inflation expectations remained above 3%. Inflationary surprises in the third quarter were significant and widespread, and they are the result of several shocks. On the one hand, international cost and price shocks, which have mainly affected goods and foods, continue to exert upwards pressure on national inflation. In addition to these external supply shocks, domestic supply shocks have also affected foods. On the other hand, the strong recovery of aggregate demand, especially for private consumption and for machinery and equipment, as well as a higher accumulated depreciation of the Colombian peso and its pass-through to domestic prices also explain the rise in inflation. Indexation also contributes, both through the Consumer Price Index (CPI) and through the Producer Price Index (PPI), which continues to have a significant impact on electricity prices and, to a lesser degree, on other public utilities and rent. In comparison with July’s report, the new forecast trajectory for headline and core inflation (excluding food and regulated items) is higher in the forecast horizon, mainly due to exchange rate pressures, higher excess demand, and indexation at higher inflation rates, but it maintains a trend of convergence towards the target. In the case of food, a good domestic supply of perishable foods and some moderation in international processed food prices are still expected. However, the technical staff estimates higher pressures on this group’s prices from labor costs, raw material prices, and exchange rates. In terms of the CPI for regulated items, the new forecast supposes reductions in electricity prices at the end of the year, but the effects of indexation at higher inflation rates and the expected rises in fuel prices would continue to push this CPI group. Therefore, the new projection suggests that, in December, inflation would reach 11.3% and would decrease throughout 2023 and 2024, closing the year at 7.1% and 3.5%, respectively. These forecasts have a high level of uncertainty, due especially to the future behavior of international financial conditions, external price and cost shocks, the persistence of depreciation of the Colombian peso, the pace of adjustment of domestic demand, the indexation degree of nominal contracts, and the decisions that would be made regarding domestic fuel and electricity prices. Economic activity continues to surprise on the upside, and the projection of growth for 2022 rose from 6.9% to 7.9% but lowered for 2023 from 1.1% to 0.5%. Thus, excess demand is higher than estimated in the previous report, and it would diminish in 2023. Economic growth in the second quarterwas higher than estimated in July due to stronger domestic demand, mainly because of private consumption. Economic activity indicators for the third quarter suggest that the GDP would stay at a high level, above its potential, with an annual change of 6.4%, and 0.6% higher than observed in the second quarter. Nevertheless, these numbers reflect deceleration in its quarterly and annual growth. Domestic demand would show similar behavior, with a high value, higher than that of output. This can be explained partly by the strong behavior of private consumption and investment in machinery and equipment. In the third quarter, investment in construction would have continued with mediocre performance, which would still place it at levels lower than those observed before the pandemic. The trade deficit would have widened due to high imports with a stronger trend than that for exports. It is expected that, in the forecast horizon, consumption would decrease from its current high levels, partly as a consequence of tighter domestic financial conditions, lower repressed demand, higher exchange rate pressures on imported goods prices, and the deterioration of actual income due to the rise in inflation. Investment would continue to lag behind, without reaching the levels observed before the pandemic, in a context of high financing costs and high uncertainty. A lower projected behavior in domestic demand and the high levels of prices for oil and other basic goods that the country exports would be reflected in a reduction in the trade deficit. Due to all of this, economic growth for all of 2022, 2023, and 2024 would be 7.9%, 0.5%, and 1.3%, respectively. Expected excess demand (measured via the output gap) is estimated to be higher than contemplated in the previous report; it would diminish in 2023 and could turn negative in 2024. These estimates remain subject to a high degree of uncertainty related to global political tension, a rise in international interest rates, and the effects of this rise on demand and financial conditions abroad. In the domestic context, the evolution of fiscal policy as well as future measures regarding economic policy and their possible effects on macroeconomic imbalances in the country, among others, are factors that generate uncertainty and affect risk premia, the exchange rate, investment, and the country’s economic activity. Interest rates at several of the world’s main central banks continue to rise, some at a pace higher than expected by the market. This is in response to the high levels of inflation and their inflation expectations, which continue to exceed the targets. Thus, global growth projections are still being moderated, risk premia have risen, and the dollar continues to gain strength against other main currencies. International pressures on global inflation have heightened. In the United States, core inflation has not receded, pressured by the behavior of the CPI for services and a tight labor market. Consequently, the U.S. Federal Reserve continued to increase the policy interest rate at a strong pace. This rate is expected to now reach higher levels than projected in the previous quarter. Other developed and emerging economies have also increased their policy interest rates. Thus, international financial conditions have tightened significantly, which reflects in a widespread strengthening of the dollar, increases in worldwide risk premia, and the devaluation of risky assets. Recently, these effects have been stronger in Colombia than in the majority of its peers in the region. Considering all of the aforementioned, the technical staff of the bank increased its assumption regarding the U.S. Federal Reserve’s interest rate, reduced the country’s external demand growth forecast, and raised the projected trajectory for the risk premium. The latter remains elevated at higher levels than its historical average, within a context of high local uncertainty and of extensive financing needs from the foreign sector and the public sector. All of this results in higher inflationary pressures associated to the depreciation of the Colombian peso. The uncertainty regarding external forecasts and its impact on the country remain elevated, given the unforeseeable evolution of the conflict between Russia and Ukraine, of geopolitical tensions, and of the tightening of external financial conditions, among others. A macroeconomic context of high inflation, inflation expectations and forecasts above 3%, and a positive output gap suggests the need for contractionary monetary policy, compatible with the macroeconomic adjustment necessary to eliminate excess demand, mitigate the risk of unanchoring in inflation expectations, and guarantee convergence of inflation at the target. In comparison with the July report forecasts, domestic demand has been more dynamic, with a higher observed output level that surpasses the economy’s productive capacity. Headline and core inflation have registered surprising rises, associated with the effects of domestic and external price shocks that were more persistent than anticipated, with excess demand and indexation processes in some CPI groups. The country’s risk premium and the observed and expected international interest rates increased. As a consequence of this, inflationary pressures from the exchange rate rose, and in this report, the probability of the neutral real interest rate being higher than estimated increased. In general, inflation expectations for all terms and the bank’s technical staff inflation forecast for 2023 increased again and continue to stray from 3%. All of the aforementioned elevated the risk of unanchoring inflation expectations and could heighten widespread indexation processes that push inflation away from the target for a longer time. In this context, it is necessary to consolidate a contractionary monetary policy that tends towards convergence of inflation at the target in the forecast horizon and towards the reduction of excess demand in order to guarantee a sustainable output level trajectory. 1.2 Monetary policy decision In its September and October of 2022 meetings, Banco de la República’s Board of Directors (BDBR) decided to continue adjusting its monetary policy. In September, the BDBR decided by a majority vote to raise the monetary policy interest rate by 100 basis points (bps), and in its October meeting, unanimously, by 100bps. Therefore, the rate is at 11.0%. Boxes 1 Food inflation: a comparison with other countries