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Marangoni self‐propulsion refers to motion of liquid or solid driven by a surface tension gradient, and has applications in soft robots/devices, cargo delivery, self‐assembly etc. However, two problems remain to be addressed for motion control (e.g., ON–OFF) with conventional surfactants as Marangoni fuel: (1) limited motion lifetime due to saturated interfacial adsorption of surfactants; (2) in‐ situ motion stop is difficult once Marangoni flows are triggered. Instead of covalent surfactants, supra‐amphiphiles with hydrophilic and hydrophobic parts linked noncovalently, hold promise to solve these problems owing to its dynamic and reversible surface activity responsively. Here, we propose a new concept of 'supra‐amphiphile fuel and switch' based on the facile synthesis of disodium‐4‐azobenzene‐amino‐1,3‐benzenedisulfonate (DABS) linked by a Schiff base, which has amphiphilicity for self‐propulsion, hydrolyzes timely to avoid saturated adsorption, and provides pH‐responsive control over ON‐OFF motion. The self‐propulsion lifetime is extended by 50‐fold with DABS and motion control is achieved. The mechanism is revealed with coupled interface chemistry involving two competitive processes of interfacial adsorption and hydrolysis of DABS based on both experiments and simulation. The concept of 'supra‐amphiphile fuel and switch' provides an active solution to prolong and control Marangoni self‐propulsive devices for the advance of intelligent material systems. [ABSTRACT FROM AUTHOR]

This paper presents an extension of industry modelling within the REMIND integrated assessment model to industry subsectors and a projection of future industry subsector activity and energy demand for different baseline scenarios for use with the REMIND model. The industry sector is the largest greenhouse-gas-emitting energy demand sector and is considered a mitigation bottleneck. At the same time, industry subsectors are heterogeneous and face distinct emission mitigation challenges. By extending the multi-region, general equilibrium integrated assessment model REMIND to an explicit representation of four industry subsectors (cement, chemicals, steel, and other industry production), along with subsector-specific carbon capture and sequestration (CCS), we are able to investigate industry emission mitigation strategies in the context of the entire energy–economy–climate system, covering mitigation options ranging from reduced demand for industrial goods, fuel switching, and electrification to endogenous energy efficiency increases and carbon capture. We also present the derivation of both activity and final energy demand trajectories for the industry subsectors for use with the REMIND model in baseline scenarios, based on short-term continuation of historic trends and long-term global convergence. The system allows for selective variation of specific subsector activity and final energy demand across scenarios and regions to create consistent scenarios for a wide range of socioeconomic drivers and scenario story lines, like the Shared Socioeconomic Pathways (SSPs). [ABSTRACT FROM AUTHOR]

The concerns over greenhouse gas emissions, environmental impacts, climate change, and sustainability continue to grow. As a result of countermeasures, many modern gas turbine power plants and combined cycle power plants are considering to use hydrogen as a clean fuel alternative to fossil fuels in the power plant industry. We assessed the implications of such transition from natural gas to hydrogen as fuel in a gas turbine power plant's balance of plant (BOP) equipment. Using the DWSIM process simulation software and the methodology of compression power changes against different gas compositions, the impact of blending hydrogen with natural gas on temperature differentials, energy consumption, adiabatic efficiency, compression power, and economic implications in gas turbine power plants were examined in this paper. We discovered, through analysis, that there was not a noticeable boost in compression power or energy consumption when 50% hydrogen and 50% natural gas were blended. Similarly, there was no discernible difference in temperature differentials or adiabatic efficiency when 30% hydrogen and 70% natural gas were blended. Moreover, mixing 50% hydrogen and 50% natural gas did not result in a noticeable cost climb. In addition, the techno-economic analysis presented in this paper offered valuable insights for power plant engineers, power generation companies, investors in energy sectors, and policymakers, highlighting the nature of the fuel shift and its implications on the economy and technology. [ABSTRACT FROM AUTHOR]

Decoupling of production activities and greenhouse gas (GHG) emissions, or a decline in GHG intensity, is a key metric for gauging GHG mitigation performances. In this study, we explore the determinants of GHG intensity in Canadian industries to understand its key drivers. This study is relevant, because Canada is a developed country characterized by high energy and GHG intensities. Canada has also introduced a series of policy measures to mitigate GHG emissions, including a carbon tax and investments in renewable electricity. The most significant factor for GHG intensity is energy intensity. However, fuel mix, policy trends, and sectoral shifts are essential. After conducting stationarity and cointegration tests, we estimated the relationship between GHG intensity and these determinants using panel error correction, dynamic fixed effects, and dynamic OLS methods to determine the long-run relationships. Besides the strong effect of energy intensity, we found that industrial production mix that indicates sectoral shifts, fuel mix, and the time-fixed effects that capture factors such as the introduction of a carbon tax and technology standards have statistically significant impacts on GHG intensity. We found that industries that rely more on fuel sources other than electricity are characterized by higher GHG intensity. The policy implication is that energy efficiency and fuel switching are essential for reducing GHG intensity, but the role of factors such as sectoral shifts should not be ignored. [ABSTRACT FROM AUTHOR]

Multifuel compression ignition (CI) engines have been proven to be useful for the aviation industry, especially for powering unmanned aerial vehicles (UAVs). To operate multifuel UAVs at desired operating conditions, an appropriate control strategy is needed that can adapt based on changing fuel properties. Therefore, having knowledge of fuel properties at all times is critical. However, the challenge comes in identifying fuel property in real-time when fuel switching happens during engine operation. The current work proposes a novel data-driven control algorithm for estimating fuel property (cetane number) and adapting the control strategy in real-time. Gaussian process regression (GPR) is used for modeling the multifuel CI engine, and feedforward control is developed to correct the control inputs based on the estimated fuel cetane property. For feedforward control development, model inversion of data-driven GPR is performed. Based on the estimated fuel property and using the feedforward table, the control strategy gets adjusted in real-time within one combustion cycle to avoid the system performance from drifting away beyond specified bounds. The entire approach was implemented and validated on an engine test bed. Fuel switching is performed in real time, and the results demonstrated the capability of the algorithm to maintain the desired performance. • A novel fuel cetane (CN) estimation algorithm is proposed using data-driven model. • The proposed algorithm estimates fuel CN in real-time during actual engine operation. • A feedforward control is developed in conjunction with the CN estimation algorithm. • The CN estimation and control are validated with fuel switching in real-time. • Results demonstrate the algorithm's efficacy in operating multifuel engines. [ABSTRACT FROM AUTHOR]

Relative humidity with respect to ice (RH i) is a key variable in the formation of cirrus clouds and contrails. We document its probability density function (PDF) using long-term Measurements of Ozone, Water Vapour, Carbon Monoxide and Nitrogen Oxides by In-Service Airbus Aircraft (MOZAIC) and the In-service Aircraft for a Global Observing System (IAGOS) observations over the period 1995–2022 in the upper troposphere (UT) and the lower stratosphere (LS) between 325 and 175 hPa. The characteristics of the RH i PDF differ in the UT and in the LS of the high-latitude regions (HLs) and mid-latitude regions (MLs) of the Northern Hemisphere. In the LS, this PDF decreases exponentially with increasing RH i. In the UT, it first increases exponentially in subsaturated conditions and then decreases exponentially in supersaturated conditions. Because of these different behaviors, the PDF for the combined UT and LS is bimodal. In contrast to the HLs and the MLs, the RH i PDF in the tropical troposphere decreases exponentially with increasing RH i. The different forms of PDF, in the tropics and in the higher-latitude regions, lead to a global PDF of RH i in subsaturated tropospheric conditions that is almost uniform. These findings invite caution when using MOZAIC and IAGOS measurements to calibrate large-scale simulations of RH i. The variability in RH i properties associated with that of temperature also has implications for the formation of contrails. We examined the impact of switching fuel (from kerosene to bioethanol or liquid hydrogen) on the frequency of contrail formation using the Schmidt–Appleman criterion. We show that bioethanol and, to a larger extent, liquid hydrogen would produce more contrails. The impact of a potential change from kerosene to these alternative fuels decreases with decreasing pressure but increases when moving from the higher latitudes of the Northern Hemisphere to the tropics. Finally, we emphasize that investigations of the impact on contrail occurrence frequency as a result of switching from fossil kerosene to more sustainable fuels must be carried out in various meteorological conditions. [ABSTRACT FROM AUTHOR]

Mandatory use of low-sulfur fuel according to global sulfur limit regulation has reduced the emissions of SO2 and PM significantly on ships, while it also leads to very large uncertainty on VOCs emission. Therefore, on-board test of VOCs from 9 typical cargo ships with low-sulfur fuels in China were carried out in this study. Results showed that emission factor of VOCs (EFVOCs) varied largely from 0.09 to 3.01 g kg-1 fuel, with domestic coastal cargo ships (CCSs) had the highest levels and ocean-going vessels (OGVs) the lowest. The switch of fuels from heavy fuel oil (HFO) to diesel increased EFVOCs by 48 % on average, which enhanced both O3 and secondary organic aerosol (SOA) formation potentials, especially for OGVs. Besides, the use of low-sulfur fuels for OGVs also lead to significant increase of naphthalene emission. These indicated the implementation of globally ultra-low-sulfur oil policy in the near future needs to be optimized. Moreover, aromatics were the most important common contributors to O3 and SOA in ship exhausts, which need to be controlled with priority. It was also found that benzene, toluene, and ethylbenzene ratio of 0.5:0.3:0.2 on average could be considered as a diagnostic characteristic to distinguish ship emission from other emission sources. [ABSTRACT FROM AUTHOR]

• Endogenous supply and demand modelling of the European heavy-duty road transport. • Decarbonization means deep electrification (up to 90 % of trucks and 96 % of buses). • Though, electricity needed is below 4 % of the European power demand (<320TWh). • Demand-side and energy efficiency efforts can unlock sizeable emission reductions. • Long-term planning with stable and clear technology choice signalling is crucial. The decarbonisation of heavy-duty road transport is subject to many uncertainties regarding fuel choices and the role of efficiency and demand-side measures. Moreover, the various segments of heavy-duty road transport exhibit distinctive characteristics, posing challenges in identifying a one-size-fits-all solution. In a scenario-based analysis with coupled modelling of the European energy system and its endogenous transport demand (driver training, improved logistics and collective mobility) we study the decarbonisation of European heavy-duty road transport through 2050, with a granular representation of its segments in the modelling exercise. Our modelling results show that battery electric vehicles are the key enablers of climate neutrality, representing 60 %–89 % of trucks and 79 %–96 % of buses by 2050. Yet, this important level of electrification, in a climate-neutral Europe, represent at most 4 % (320 TWh) of final electricity consumption. While shifting to electric and hydrogen vehicles brings significant fuel savings (41 %–66 %) and emission reductions (33 %–60 % cumulatively), demand-side operational measures can quickly and cost-effectively complement fuel switching, bringing up to 50 % of cumulative emission savings. The modelling results are highly sensitive to policy assumptions, especially regarding those related to the role of clean hydrogen. This calls for long-term planning with stable and clear signalling of technology choices. [ABSTRACT FROM AUTHOR]

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Copyright of Revista Facultad de Ingeniería Universidad de Antioquia is the property of Universidad de Antioquia and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Fuel combustion for electricity generation emits a mix of health- and climate-relevant air emissions, with the potential for technology or fuel switching to impact multiple emissions together. While there has been extensive research on the co-benefits of climate policies on air quality improvements, few studies have quantified the effect of air pollution controls on carbon emissions. Here we evaluate three multi-pollutant emission reduction strategies, focused on sulfur dioxide (SO _2 ) controls in the electricity sector. Traditional ‘add-on’ pollution controls like flue gas desulfurization (FGD) reduce SO _2 emissions from coal combustion but increase emissions of nitrogen oxides (NO _X ), volatile organic compounds (VOCs), fine particulate matter (PM _2.5 ), and carbon dioxide (CO _2 ) due to heat efficiency loss. Fuel switching from coal to natural gas and renewables potentially reduces all pollutants. We identified 135 electricity generation units (EGUs) without SO _2 controls in the contiguous US in 2017 and quantified the unit-level emission changes using pollution control efficiencies, emission rates, fuel heat input, and electricity load. A cost-benefit analysis is conducted, considering pollution control costs, fuel costs, capital and operation and maintenance (O&M) costs, the monetized health benefits from avoided multi-pollutant, and the social cost of carbon as the benefit for carbon reduction. We find that add-on SO _2 controls result in an average annual net benefit of $179.3 million (95% CI: $137.5-$221.0 million) per EGU, fuel switching from coal to natural gas, $432.7 million (95% CI: $366.4-$498.9 million) per EGU; and fuel switching from coal to renewable energy sources, $537.9 million (95% CI: $457.1-$618.9 million) per EGU. Our results highlight multi-pollutant emission reduction strategy as a cost-effective way to synergistically control air pollution and mitigate climate change.

A growing number of studies have examined the relation between solid fuels use and cognitive function in the mid-elderly, but results are inconsistent. Therefore, a systematic review and meta-analysis was carried out to evaluate their relevance and the efficacy of switching to cleaner fuels or using ventilation. We used PubMed, Web of Science, and Cochrane Library databases to identify 17 studies in which the primary outcome variable was cognitive function decline or cognitive disorders, and the exposure measure was solid fuels use. The final search date of August 31, 2023. The effect size of odds ratio (OR), regression coefficient (β), and 95% confidence interval (CI) were pooled. Heterogeneity and the possibility of publication bias were assessed by using the Q-statistic and Begg's test, respectively. Among the 17 included papers, the study participants were ≥45 years old. Eleven studies assessed the relationship between solid fuels use and cognitive function decline [number of studies (n) = 11, β = −0.144; I 2 = 97.7%]. Five studies assessed the relationship between solid fuels use and cognitive disorders (n = 5, OR = 1.229; I 2 = 41.1%). Switching from using solid fuels to clean fuels could reduce the risk of cognitive function decline as compared to those who remained on using solid fuels (n = 2; β = 0.710; I 2 = 82.4%). Among participants using solid fuels, who cooked without on ventilated stoves were correlated with an enhanced risk of cognitive disorders as compared to participants who cooked with ventilated stoves (n = 2; OR = 1.358; I 2 = 44.7%). Our meta-analysis showed a negative relationship between solid fuels use with cognitive function, and a positive relationship with cognitive disorders. Cleaner fuels, using ventilation, improved cookstoves can reduce the adverse health hazards of solid fuels use. [ABSTRACT FROM AUTHOR]

Dual direct injection (DDI) mode allows two kinds of different reactivity fuels to be flexibly injected into the cylinders and offers lower pressure rise rate (PRR), CO and HC emissions than Reactivity Controlled Compression Ignition (RCCI) mode. Thus, a single-cylinder engine was modified to adopt two direct-injection systems to inject PODE and gasoline respectively in this paper. Due to high oxygen content and high cetane number, PODE was selected as a high reactivity fuel to replace diesel in the experiments. The effects of different PODE substitution rates(PSR), PODE injection timing(inj P) and gasoline injection timing(inj G) on the combustion, emission characteristics and energy balance were studied. The results concluded the using PODE-gasoline mode could increase the indicated thermal efficiency(ITE) and reduce exhaust losses compared to the diesel-gasoline mode. As PSR increased, it led to the increased ITE and effective power, decreased CO, HC emissions. Compared to the PODE late injection mode, the effective power and ITE were higher, and CO, HC emissions were lower in the PODE early injection mode. The coefficient of variation of IMEP(COV IMEP) for the DDI combustion was also in an acceptable range. Furthermore, an early inj G could lead to higher ITE, lower COV IMEP , CO and HC. • High-efficient combustion is realized in PODE-gasoline dual direct-injection mode. • The optimal PODE substitution rate is obtained for dual direct-injection mode. • Early PODE injection improves engine performance and reduces emissions. • 300°CA BTDC gasoline injection improves engine performance and reduces emissions. [ABSTRACT FROM AUTHOR]

• Insolubles formation in fuel facilitated by a newly identified homolytic aromatic substitution (HAS) mechanism. • Hydroperoxides play a key role in facilitating the HAS pathway. • Kinetic values for a simplified surrogate can predict differences in deposition tendency of different aromatics. • Excluding the HAS pathway breaks down predicted deposition trends. • Formation of hydroperoxides and homolytic coupling strongly influence final deposit mass. Liquid phase insoluble formation in fuels can cause performance and safety issues. To understand the formation of insolubles in fuels from first principles, a series of density functional theory (DFT) calculations were run to calculate the energetic barriers of the autoxidation and coupling reactions for several common fuel aromatics/heteroatoms. The six compounds chosen were phenol, toluene, naphthalene, pyrrole, quinoline, and indole. Using a combination of DFT calculations and gravimetric and petroxy experimental work, a novel homolytic aromatic substitution (HAS) coupling pathway was identified for each compound. While previous studies have treated deposition steps implicitly, our detailed calculations of HAS reactions and bulk fuel (RH) oxidation reaction barriers afforded the development of bespoke pseudo-detailed mechanisms for each aromatic compound with explicit reaction steps. These mechanisms were then used to predict trends in deposition behavior of the compounds tested in a simple n -dodecane surrogate. The novel HAS mechanism suggested for fuels was proposed to start with the reaction of an aromatic radical (Ar·) to an aromatic (ArH), which then formed a radical (ArHAr·) σ-intermediate. It was then found that hydroperoxides (ROOH) could re-aromatize the radical intermediate (ArHA·), forming a deposit dimer (ArAr). Although our sensitivity analysis revealed that alkyl fuel radical and fuek alkoxyl radical abstraction steps influenced the final mass of the deposit, the Ar. + ArH HAS coupling step was found to have the largest influence. Finally, an aromatic/heteratom model containing phenol and toluene was built, which showed that phenol suppressed deposition from toluene, and peaked in deposit mass at a phenol:toluene ratio of 25:75. Although our study was limited to Ar self-reactions, we hypothesize that bulk fuel – aromatic coupling could also be governed by HAS reactions, allowing researchers to move towards a more first-principles based deposition model. [ABSTRACT FROM AUTHOR]

Zeolites today are a unique and highly successful class of catalytic materials, but their role in future low-carbon scenarios comes into question. This perspective article summarises the authors' joint view on zeolite chemistry's future direction for catalytic applications to stimulate discussion identifying pillars on which the scientific community should focus. Particular challenges discussed here include i) our view of the zeolite synthesis focused on new structures with optimised textural properties and design of zeolite catalysts with precise control of the location of active sites; ii) discussion of current, mostly new industrial, requests for zeolitic catalysts; iii) emerging catalytic applications in which zeolites should play a key role; and last but not least iv) opportunities for new types of microporous solids. Although some of these are rather challenging, with many barriers to overcome, we suggest fostering research on these directions as the key to maintaining the crucial role of zeolite as catalysts. Discussion on the future role of zeolite science and technology is organised in consideration of three possible future scenarios: (i) a low-carbon BAU (business-as-usual) scenario and (ii) two advanced scenarios, which differ in terms of the degree of circularity (low and high, LC and HC respectively), and (iii) level of substitution of fossil fuels with alternative energy and carbon sources. Trends characterising these scenarios and their impact on zeolite science and technology are discussed to provide the readers with the elements, tools and clues to identify priorities in research and application of zeolite catalysts. [Display omitted] • status and perspectives for zeolites catalyst in a low carbon scenario. • zeolite chemistry's future direction and catalytic applications. • current, mostly new industrial, requests for zeolitic catalysts. • emerging catalytic applications in which zeolites should play a key role. • opportunities for new types of microporous solids. [ABSTRACT FROM AUTHOR]

Directionally converting waste frying oil (WFO) to biodiesel is not only a crucial strategy for its clean and efficient utilization, but also a promising alternative for the large-scale substitution of petroleum-based fuels. However, the challenge of reducing mass transfer resistance between the alcohol/oil bi-liquid phases remains a major obstacle in the industrialization of WFO-based biodiesel (WFOBB). Additionally, both rapid emulsification and efficient demulsification still present bottlenecks that need to be addressed in emulsion reaction. Herein, the present study successfully demonstrates the fabrication of a novel Pickering interfacial catalyst with immobilized Brønsted-Lewis di-acid functionalized ionic liquids and photosensitizer (P(5[DVB]-[SP]-[ILs-2FeCl 3 ])@SiO 2 @Fe 3 O 4) through layer-by-layer self-assembly. This novel Pickering interfacial catalyst efficiently constructed an intelligent magneto-optical dual stimuli-responsive Pickering emulsion. The intelligent Pickering emulsion enables precise control over amphiphilic interfacial catalyst using Vis-light regulation, thereby significantly enhancing mass transfer in the biphasic methanol-WFO system while providing an optimal hydrophobic micro-environment for highly efficient WFOBB production. The intelligent Pickering catalyst exhibits exceptional catalytic performance in achieving a 92.4% yield of WFOBB, which is currently the highest reported value under similar conditions. Furthermore, the efficient demulsification and separation of this Pickering interfacial catalyst could be achieved through the synergistic effect of UV-irradiation-induced hydrophilicity and its magnetic property. These findings present a new avenue for advancing the development of WFOBB technologies, while also offering promising prospects for industrial applications of Pickering emulsion systems. [Display omitted] • The fabrication of a novel Pickering interfacial catalyst was achieved. • An intelligent magneto-optical dual responsive Pickering emulsion was developed. • This Pickering emulsion addressed the challenge of reducing mass transfer resistance. • This Pickering emulsion resolved the rapid emulsification and efficient demulsification. • The utilization of this Pickering emulsion facilitated an excellent yield for WFOBB. [ABSTRACT FROM AUTHOR]

• In 2020, cement production in China accounted for 56 % of the global output. • Low-carbon technologies in the cement industry have significant synergies with air pollutants. • Deep learning algorithms provide different perspectives for predicting cement output. • This study provides a basis for reducing pollution and carbon emissions in the cement industry. The cement industry is a major source of carbon dioxide and air pollutant emissions. This study developed a high-resolution emission inventory for China's cement industry and forecasted emissions from 2025 to 2035. The results showed that emissions in 2020 were 251, 709, 142, and 1.35 × 106 Gg for SO 2 , NO x , PM 2.5 , and CO 2 , respectively. The optimal model projections for 2035 showed that fuel and clinker substitutions had the best reduction effect on SO 2 and CO 2 , with average reduction rates of –11.42 % and –7.37 %, respectively, compared to the 2035 frozen scenario. Pollutant control measures and clinker substitution had the best emission reduction effect on NO x and PM 2.5 , and the average reduction rates were –26.09 % and –4.23 %, respectively, compared to the 2035 frozen scenario. These results showed that the substitution of fuel and clinker has important co-benefits for air pollutants in the cement industry. [Display omitted] [ABSTRACT FROM AUTHOR]

The epidemiological evidences for the association between cooking fuel exposure and respiratory health were inconsistent, and repeated-measures prospective evaluation of cooking fuel exposure was still lacking. We assessed the longitudinal association of chronic lung disease (CLD) and lung function with cooking fuel types among Chinese adults aged ≥ 40 years. In this prospective, nationwide representative cohort of the China Health and Retirement Longitudinal Study from 2011 to 2018, 9004 participants from 28 provinces in China were included. CLD was identified based on self-reported physician diagnosis in 2018. Lung function was assessed by peak expiratory flow (PEF) in 2011, 2013 and 2015. Multivariable logistic and linear mixed-effects repeated-measures models were conducted to measure the associations of CLD and PEF with cooking fuel types. Three-level mixed-effects model was performed as sensitivity analysis. Among the participants, 3508 and 3548 participants used persistent solid and clean cooking fuels throughout the survey, and 1948 participants who used solid cooking fuels at baseline switched to clean cooking fuels. Use of persistent clean cooking fuels (adjusted odds ratio [aOR] = 0.73, 95 % confidence interval [CI]: 0.61, 0.88) and switch of solid fuels to clean fuels (aOR = 0.81, 95 % CI: 0.67, 0.98) were associated with lower risk of CLD. The use of clean cooking fuels throughout the survey and switch of solid fuels to clean fuels in 2013 were also significantly associated with higher PEF level. Similar results were observed in stratified analyses and different statistical models. The evidence from CHARLS cohort suggested that reducing solid cooking fuel exposure was associated with lower risk of CLD and better lung function. Given the recent evidence, improving household air quality will reduce the burden of chronic lung diseases. [Display omitted] • This is a prospective, nationwide representative cohort study in China. • Solid cooking fuel use is associated with higher risk of CLD and worse lung function. • Switch of solid fuels to clean fuels benefits respiratory health. • Temporal association between cooking fuel type and respiratory health is plausible. • Prospective evidence about cooking fuel type and respiratory health is strengthened. [ABSTRACT FROM AUTHOR]