Kinetic Energy Recovery from a Landing Aircraft: Energy Analysis, Environmental and Economic Prospects

The Intergovernmental panel on Climate Change has sounded its alarm through its special report on the impact of global warming of 1.5oC and called for a strengthened global response to the threat of climate change. Despite that the COVID-19 pandemic has left a devastating effect on the aviation industry, this is forecasted to bounce back and recover within a few years. It is therefore important now to revisit opportunities for a better balance between social, environmental and economic impact of the sector. The European Union has been leading the way in limiting the environmental impacts of aviation. Despite that most of the R&D effort has been focused on the airborne phase, the European Union is legislating so that all aircraft movements on the ground are set to be emission-free by 2050. The paper focuses on engineless aircraft taxiing with the aim to reduce emissions on the ground. We demonstrate that upon landing, an aircraft has enough kinetic energy, which if recovered could power a 5-minute engineless taxiing process. When scaled to a large fleet such as low-cost carriers, this emissions problem can be turned on its head and becomes an opportunity for fuel savings and a reduction in emissions on the ground. The paper also demonstrates that the cost to retrofit such technology can be recovered in a short timeframe and therefore there is an economic incentive to the airline. © 2022 ICAS. All Rights Reserved.

Feedstock planning and optimization of a sustainable distributed configuration biorefinery for biojet fuel production via ATJ process

In recent years, the production and consumption of fossil jet fuel have increased as a consequence of a rise in the number of passengers and goods transported by air. Despite the low demand caused by the coronavirus 2019 pandemic, an increase in the services offered by the sector is expected again. In an economic context still dependent on scarce oil, this represents a problem. There is also a problem arising from the fuel's environmental impact throughout its life cycle. Given this, a promising solution is the use of biojet fuel as renewable aviation fuel. In a circular economy framework, the use of lignocellulosic biomass in the form of sugar-rich crop residues allows the production of alcohols necessary to obtain biojet fuel. The tools provided by process intensification also make it possible to design a sustainable process with low environmental impact and capable of achieving energy savings. The goal of this work was to design an intensified process to produce biojet fuel from Mexican lignocellulosic biomass, with alcohols as intermediates. The process was modeled following a sequence of pretreatment/hydrolysis/fermentation/purification for the biomass-ethanol process, and dehydration/oligomerization/hydrogenation/distillation for ethanol-biojet process under the concept of distributed configuration. To obtain a cleaner, greener, and cheaper process, the purification zone of ethanol was intensified by employing a vapor side stream distillation column and a dividing wall column. Once designed, the entire process was optimized by employing the stochastic method of differential evolution with a tabu list to minimize the total annual cost and with the Eco-indicator-99 to evaluate the sustainability of the process. The results show that savings of 5.56% and a reduction of 1.72% in Eco-indicator-99 were achieved with a vapor side stream column in comparison with conventional distillation. On the other hand, with a dividing wall column, savings of 5.02% and reductions of 2.92% in Eco-indicator-99 were achieved. This process is capable of meeting a demand greater than 266 million liters of biojet fuel per year. However, the calculated sale price indicates that this biojet fuel still does not compete with conventional jet fuel produced in Mexico. © 2022 Society of Chemical Industry and John Wiley & Sons, Ltd. © 2022 Society of Chemical Industry and John Wiley & Sons, Ltd.

An Autonomous Modular Mobility Paradigm

In the United States, public transit vehicles have a very low average load factor (10.1-12.4%), resulting in an excessive waste of seat capacity and poor fuel economy per passenger mile served. This problem is gravely exacerbated by the COVID-19 pandemic, which at its peak had caused more than 70% reduction in transit ridership nationwide. On the other hand, the rapid uptake of e-commerce, also accelerated by the pandemic, has put tremendous pressure on last-mile delivery. A co-modality system that integrates transit services with last-mile logistics offers a promising solution to better utilization/sharing of vehicle capacity and supporting infrastructure. Here we show such a system may be implemented based on Autonomous Modular Vehicle Technology (AMVT). At the core of AMVT is the ability to operate a fleet of modular autonomous vehicles or pods that can be moved, stationed, joined, and separated in real time. Coupling modularity with autonomy is poised to enable co-modality and beyond. We describe an AMVT bimodality system that provides integrated public transit and last-mile logistics services with a fleet of pods and discuss relevant research challenges and opportunities, research approaches, and real-world adoption issues. © 2009-2012 IEEE.

An Autonomous Modular Mobility Paradigm

In the United States, public transit vehicles have a very low average load factor (10.1–12.4%), resulting in an excessive waste of seat capacity and poor fuel economy per passenger mile served. This problem is gravely exacerbated by the COVID-19 pandemic, which at its peak had caused more than 70% reduction in transit ridership nationwide. On the other hand, the rapid uptake of e-commerce, also accelerated by the pandemic, has put tremendous pressure on last-mile delivery. A co-modality system that integrates transit services with last-mile logistics offers a promising solution to better utilization/sharing of vehicle capacity and supporting infrastructure. Here we show such a system may be implemented based on Autonomous Modular Vehicle Technology (AMVT). At the core of AMVT is the ability to operate a fleet of modular autonomous vehicles or pods that can be moved, stationed, joined, and separated in real time. Coupling modularity with autonomy is poised to enable co-modality and beyond. We describe an AMVT bimodality system that provides integrated public transit and last-mile logistics services with a fleet of pods and discuss relevant research challenges and opportunities, research approaches, and real-world adoption issues.

Feedstock planning and optimization of a sustainable distributed configuration biorefinery for biojet fuel production via ATJ process

In recent years, the production and consumption of fossil jet fuel have increased as a consequence of a rise in the number of passengers and goods transported by air. Despite the low demand caused by the coronavirus 2019 pandemic, an increase in the services offered by the sector is expected again. In an economic context still dependent on scarce oil, this represents a problem. There is also a problem arising from the fuel's environmental impact throughout its life cycle. Given this, a promising solution is the use of biojet fuel as renewable aviation fuel. In a circular economy framework, the use of lignocellulosic biomass in the form of sugar-rich crop residues allows the production of alcohols necessary to obtain biojet fuel. The tools provided by process intensification also make it possible to design a sustainable process with low environmental impact and capable of achieving energy savings. The goal of this work was to design an intensified process to produce biojet fuel from Mexican lignocellulosic biomass, with alcohols as intermediates. The process was modeled following a sequence of pretreatment/hydrolysis/fermentation/purification for the biomass-ethanol process, and dehydration/oligomerization/hydrogenation/distillation for ethanol-biojet process under the concept of distributed configuration. To obtain a cleaner, greener, and cheaper process, the purification zone of ethanol was intensified by employing a vapor side stream distillation column and a dividing wall column. Once designed, the entire process was optimized by employing the stochastic method of differential evolution with a tabu list to minimize the total annual cost and with the Eco-indicator-99 to evaluate the sustainability of the process. The results show that savings of 5.56% and a reduction of 1.72% in Eco-indicator-99 were achieved with a vapor side stream column in comparison with conventional distillation. On the other hand, with a dividing wall column, savings of 5.02% and reductions of 2.92% in Eco-indicator-99 were achieved. This process is capable of meeting a demand greater than 266 million liters of biojet fuel per year. However, the calculated sale price indicates that this biojet fuel still does not compete with conventional jet fuel produced in Mexico. © 2022 Society of Chemical Industry and John Wiley & Sons, Ltd. © 2022 Society of Chemical Industry and John Wiley & Sons, Ltd.

Does telecommuting reduce commuting emissions?

The long-term trend toward more work from home due to digitization has found a strong new driver, the Covid-19 pandemic. The profound change in urban mobility patterns supports the often-held view that reducing the number of commuting trips can lower carbon emissions. We investigate this optimistic view from a long-run perspective in a monocentric urban model with household-level vehicle choice based on fuel efficiency. In the medium run, fewer trips lead to the choice of less fuel-efficient vehicles. In addition, with lower annual driving costs to the city center, households change their location in the long run toward longer commuting trips, but cheaper housing, implying an adjustment in the real-estate market. These changes in vehicle choice and the urban form largely eliminate the initial environmental benefits. Binding fuel economy standards completely prevent the medium-run drop in fuel efficiency.

Development of Startups During the Covid-19 Pandemic

Currently, both domestic and global economies are facing a crisis associated with a new pandemic such as the coronavirus SARS CoV-2 (COVID-19). Economic leaders are addressing and looking for effective tools to deal with this crisis and start the economy as soon as possible, while mitigating the effects of the crisis as much as possible. In view of these facts, new startups in various sectors of the economy will play an important role in economic growth. At the same time, the world is facing another crisis - the oil crisis, which began with a price war between Russia and other oil-producing countries, followed by a decline in fuel demand due to reduced traffic. In this situation, in which the world economy finds itself, it is possible to assume that new technologies in the form of startups will be among the key ones in starting the economy. This article should highlight how startups can currently help the economy recover and what new risks the current crisis has brought to them. The start-up scene has long been characterized by a high degree of flexibility and the ability to adapt quickly to a new situation. The last year has been very challenging for many industries from a business perspective, e-commerce and the digital environment in general have often seen tens of percent growth. According to experts, startups, which operate in the mentioned segments, have also successfully dealt with the crisis. © 2022, ICST Institute for Computer Sciences, Social Informatics and Telecommunications Engineering.

Induction of a Consumption Pattern for Ethanol and Gasoline in Brazil

Historically, carbon dioxide emissions from transport have been a globally discussed and analyzed problem. The adoption of flex fuel vehicles designed to run ethanol–gasoline blends is important to mitigate these emissions. The main purpose of this paper is to analyze the impact of the ethanol–gasoline price ratio on different vehicle models, and discuss the opportunities to increase ethanol consumption from this perspective. Our analysis shows that the use of a unique fuel economy ratio for all flex–fuel vehicles in the country significantly reduces the opportunity of some customers to purchase hydrous ethanol. The paper also discusses possible actions to provide adequate information that may increase the possibility of fuelling vehicles with a high-level ethanol blend.

Statistical analysis of fuel cell electric vehicles

With the promotion of electrification of transportation, fuel cell electric vehicles (FCEVs) begin to flourish in recent years. FCEVs operate with zero emission and excellent fuel economy, but high cost and incomplete infrastructure hinder the popularization further. Targeting resources are poured into this area by some governments worldwide. To foster the development, it is essential to study the use of FCEVs. Based on the Service and Management center for EVs (SMC-EV), this work conducts a statistical analysis of the market scales, the operation conditions, such as user login statistics, driving distance and refueling behavior and the impact of the occurrence of the Covid-19 pandemic. The analysis results provide essential support to predict the subsequent development of FCEVs and guide the policymaking and the construction of hydrogen refueling stations. © 2022 SPIE. All rights reserved.

Current Readiness Status of Electric Vehicles in Indonesia: Multistakeholder Perceptions

As a net oil importer since 2004, Indonesia’s success in developing fuel economy and infrastructure for electric vehicles would be vital to ensuring energy security and decarbonization from the transport sector. Following the Presidential Regulation on the Acceleration Program for battery-based EV for Road Transportation in 2019, the Indonesian government provides incentives for the domestic production of EVs. However, as EV technology is relatively new for the domestic automotive industry in Indonesia, it needs to go through stages of development to achieve full readiness in society. This study analyses the key stakeholders’ perceptions of EV industries using the Japanese technology readiness assessment (J-TRA) to better understand the current readiness level of EVs in Indonesia. Primary data are collected through interviews with an EV start-up company, experts in the EV field, government officials in charge of the national EV projects, and EV end-users. Extensive literature related to success stories of EV adoption in other countries was conducted as the basis for this study. The results showed that key stakeholders agree that EV technology has reached a high readiness level in technology development. Most of the stakeholders voted that the readiness bottleneck is commercialization, safety, and integration parameters. Furthermore, an elaborate policy recommendation gathered from both literature reviews and interviews with related stakeholders is presented.