Electric Swing Adsorption for CO2 removal from flue gases

One of the most important sources of CO₂ emissions are the fossil-fuel fired plants for production of electricity. Removal of CO₂ from flue gas streams for further sequestration has been proposed by the International Panel on Climate Change experts as one of the most reliable solutions to mitigate anthropogenic greenhouse emissions. When natural gas is employed as fuel, the molar fraction of CO₂ in the flue gas is lower than 5% causing serious problems for capture. The purpose of this work is to present experimental validation of an Electric Swing Adsorption (ESA) technology that may be employed for carbon capture for low molar fractions of CO₂ in the flue gas streams. To improve energy utilization, an activated carbon honeycomb monolith with low electrical resistivity was employed as selective adsorbent. A mathematical model for this honeycomb is proposed as well as different ESA cycles for CO₂ capture.     

Evaluation of the emission characteristics of PCDD/Fs from electric arc furnaces

Distribution of PCDD/F (polychlorinated dibenzo-p-dioxin and polychlorinated dibenzofuran) congeners at two electric arc furnaces (EAFs) in Taiwan is evaluated via intensive stack sampling and analysis. Two kinds of exhaust system in EAFs including stack system and shutter system are selected for measuring dioxin emissions. In addition, dioxin emissions during oxidation and reduction stages at EAF-A were characterized. Results indicate that the PCDD/F concentration of stack gas in EAF-A was 4.39 ng/N m³ while total Toxic Equivalent Quantity (TEQ) concentration was 0.35 ng I-TEQ/N m³. The PCDD/F concentration of stack gas in EAF-B was 2.20 ng/N m³ and the TEQ concentration was 0.14 ng I-TEQ/N m³. 1,2,3,4,6,7,8-H_pCDF, OCDD and OCDF are the major contributors of the dioxin concentrations for two EAFs investigated and the percentage of PCDD/F in particulate phase increases as the chlorination level of the PCDD/F congener increases. The results obtained on gas/particulate partitioning of PCDD/Fs in flue gases prior to the APCD in EAFs indicate that more than 90% exists in particulate phase. In EAF-A, the PCDD/F concentration during oxidation stage is slightly higher than that measured during reduction stage, including the sampling points of CO converter outlet, prior to bag filter and stack. Majority of PCDD/Fs emitted from steel-making processes exists in particulate-phase (about 60–70%) at both EAFs investigated.     

Effect of pipes in heat pump system on electric vehicle energy saving

ABSTRACT

Refrigerant pressure drop and temperature change in pipes are normally ignored in the thermodynamic analysis of traditional vehicle air conditioning system, this will result in serious errors. In this Paper, pressure drop and temperature difference are simulated in different pipes of electric vehicle (EV) heat pump system to analysis the effects of pipes in the actual EV heat pump system. The results indicate that the greater the mass flow, the faster pressure drop increases, the temperature difference decreases. Pressure drop of saturated liquid refrigerant is smaller than that of saturated gas refrigerant at the same saturation pressure and mass flow rate. The higher the refrigerant pressure (no phase change), the slower pressure drop decreases, the faster the temperature difference decreases. Pressure drop decreases with the increment of bending angle of the pipe. For EV heat pump system, suitable valves and less branches are helpful for energy saving of the system. Shortening the pipe between compressor and condenser can reduce temperature change obviously. Pressure drop per unit length in the pipe between evaporator and compressor is large especially in heating mode because of lower refrigerant density. It even reaches to over 100 times of that in the pipe between condenser and throttle valve in heating mode and has negative effects on the performance of the system. If the evaporator is closer to the compressor and the number of branches is less, then pressure drop will decrease a lot, which will be advantageous for energy saving of the heat pump system.     

E-bikers’ braking behavior: Results from a naturalistic cycling study

Abstract

Objective: The number of e-bike users has increased significantly over the past few years and with it the associated safety concerns. Because e-bikes are faster than conventional bicycles and more prone to be in conflict with road users, e-bikers may need to perform avoidance maneuvers more frequently. Braking is the most common avoidance maneuver but is also a complex and critical task in emergency situations, because cyclists must reduce speed quickly without losing balance. The aim of this study is to understand the braking strategies of e-bikers in real-world traffic environments and to assess their road safety implications. This article investigates (1) how cyclists on e-bikes use front and rear brakes during routine cycling and (2) whether this behavior changes during unexpected conflicts with other road users.

Methods: Naturalistic data were collected from 6 regular bicycle riders who each rode e-bikes during a period of 2 weeks, for a total of 32.5?h of data. Braking events were identified and characterized through a combined analysis of brake pressure at each wheel, velocity, and longitudinal acceleration. Furthermore, the braking patterns obtained during unexpected events were compared with braking patterns during routine cycling.

Results: In the majority of braking events during routine cycling, cyclists used only one brake at a time, favoring one of the 2 brakes according to a personal pre-established pattern. However, the favored brake varied among cyclists: 66% favored the rear brake and 16% the front brake. Only 16% of the cyclists showed no clear preference, variously using rear brake, front brake, or combined braking (both brakes at the same time), suggesting that the selection of which brake to use depended on the characteristics of the specific scenario experienced by the cyclist rather than on a personal preference. In unexpected conflicts, generally requiring a larger deceleration, combined braking became more prevalent for most of the cyclists; still, when combined braking was not applied, cyclists continued to use the favored brake of routine cycling. Kinematic analysis revealed that, when larger decelerations were required, cyclists more frequently used combined braking instead of single braking.

Conclusions: The results provide new insights into the behavior of cyclists on e-bikes and may provide support in the development of safety measures including guidelines and best practices for optimal brake use. The results may also inform the design of braking systems intended to reduce the complexity of the braking operation.     

Pediatric electric bicycle injuries and comparison to other pediatric traffic injuries

Objective: The objective of this study was to conduct a comprehensive analysis of demographics, injury characteristics and hospital resource utilization of significant pediatric electric bicycle (e-bike) injuries leading to hospitalization following an emergency department visit in comparison to pediatric injuries caused by other traffic related mechanisms.

Methods: A retrospective review of all pediatric traffic injury hospitalizations following an emergency department visit to a level I trauma center between October 2014 and September 2016 was conducted. Data regarding age, sex, number of computed tomography (CT) scans obtained, number of major procedures, length of hospital stay (LOS), Injury Severity Score (ISS), and number of injuries per patient were collected and compared between e-bike injuries and other traffic injuries.

Results: Three hundred thirty-seven admissions were analyzed: 46 (14%) were due to e-bike injuries (29% of patients >12 years). Age, proportion of brain injuries, and use of CT were significantly increased compared to mechanical bicycle injuries (13.1?±?3.4 vs. 10.6?±?3.6, 13% vs. 3%, 1 [0–3] vs. 1 [0–1], P < .01, P = .03, P = .05). Age, LOS, and use of CT were significantly increased compared to injuries caused to automobile passengers (13.1?±?3.4 vs. 7.4?±?5.3, 1 [1–3] vs. 1 [1–2], 1 [0–3] vs. 0 [0–1], P < .01, P = .03, P = .01), as well as ISS and number of injuries per patient (P = .04, P < .01). Injuries caused by e-bikes were similar to injuries caused to pedestrians, except for age (13.1?±?3.4 vs. 8.5?±?3.7, P < .01). Multivariable analysis revealed a significant association between mechanism of injury and ISS, with increased ISS among e-bike injuries compared to mecahnical bike injuries (OR 2.56, CI 1.1–5.88, P = 0.03) and automobile injuries (OR 4.16, CI 1.49–12.5, (P < .01).

Conclusion: E-bikes are a significant cause of severe injury in children compared to most other traffic injuries, particularly in older children.     

Allopatric differentiation in the acoustic communication of a weakly electric fish from southern Africa, <Emphasis Type="Italic">Marcusenius macrolepidotus</Emphasis> (Mormyridae,Teleostei)

A few species of the weakly electric snoutfish, the African freshwater family Mormyridae, have been reported to vocalise. However, allopatric populations of a single species were never compared. Members of three allopatric Marcusenius macrolepidotus populations, originating from the Upper Zambezi River in Namibia, the Buzi River (Mozambique), and the Incomati River system in South Africa, vocalised with pulsatile growl- and tonal hoot sounds in dyadic confrontation experiments. A high rate of growling accompanied territorial and agonistic interactions and also non-threatening interactions between males and females, which in one pair appeared to be courtship. Growl sound characteristics of M. macrolepidotus from the Incomati system differed from those of the Upper Zambezi in a significantly higher frequency of the first harmonic (mean, 355 Hz vs 266 Hz). The two vocalising males from the Buzi River generated growls about twice as long as the other fish. Furthermore, the growl pulse period was about 4 ms in M. macrolepidotus from the Upper Zambezi River and from the Incomati system, but 6 ms in M. macrolepidotus from the Buzi River. Hoots were only observed in agonistic encounters. Hoot oscillograms showed a sinusoidal waveform, and the mean duration of this sound was similar in Incomati system fish (mean, 161 ms), Upper Zambezi fish (172 ms) and Buzi fish (103 and 145 ms for the two vocalising individuals). The mean frequency of the first hoot harmonic was higher in Incomati system fish (326 Hz) than in Upper Zambezi fish (245 Hz). Both growl and hoot occurred only in the presence of conspecifics, probably signalling the presence and condition of an opponent, territory owner or potential mate. This is the first evidence for (1) sound production and acoustical communication in another species and genus, M. macrolepidotus, from southern Africa to be (2) geographically differentiated.     

Polyvinyl chloride used as a chlorinating and a reducing agent

Polyvinyl chloride (PVC) or vinyl is a recyclable material. It can be used as a chlorinating and a reducing agent. Two tests of chlorination and reduction of two different samples of jarosite and hematite were realized using PVC, results are presented in this paper. The chlorination test shows that the HCl gas produced from PVC and heated at ≈250°C can be used as a chlorine source to recover as chlorinated compounds the valuable metals such as Zn, Pb contained in jarosite. The XRD reveals the presence of lead and zinc chlorides in the condensates obtained. The second test of reduction was conducted using a mixture of PVC and hematite treated in a nitrogen atmosphere between 200 and 1000°C. The results show that at low temperature, PVC produces HCl and with kinetic consideration, no reactions can be observed with hematite. However, at high temperature, the weight of the hematite sample decreases by ≈15%, due to the reduction of hematite to iron metal.     

The casualties from electric bike and motorized scooter road accidents

Objective: The objective of this study was to describe demographic and injury characteristics of hospitalized injured patients involved in e-bike and motorized scooter accidents at a national level in Israel divided by different road user groups: riders and pedestrians.

Methods: This was a retrospective study based on data from the National Trauma Registry, between January 1, 2013, and December 31, 2015. All hospitalized casualties due to the involvement of an e-bike or motorized scooter were included. The type of hospitalized road user was further categorized and described by different variables.

Results: During the study period, the Israel Trauma Registry identified 795 hospitalized patients due to an e-bike or motorized scooter accident, with a dramatic 6-fold increase from 2013 to 2015. Although the majority of the injured patients were riders, 8% were pedestrians. Among the total casualties, 33% were children aged 0–14 years and among pedestrians 42% were children and 33% were seniors (ages 60+). Five persons died in hospital, 3 riders and 2 pedestrians.

Conclusions: E-bike and motorized scooter riders represent the majority of patients hospitalized due to related traffic incident. This finding questions the social and economic advantages of electric-powered 2-wheeled vehicles.     

Providing the Spark: Impact of financial incentives on battery electric vehicle adoption

To overcome adoption barriers and promote battery electric vehicles (BEVs) as an energy efficient consumer transportation option, a number of states offer subsidies to consumers for BEVs. We use a national data set of vehicle registrations and state-level financial incentives to assess the impact of vehicle purchase subsidies on adoption using both difference-in-differences and synthetic controls methods. We find that incentives offered as direct purchase rebates generate increased levels of new BEV registrations at a rate of approximately 8 percent per thousand dollars of incentive offered. Between 2011 and 2015, vehicle rebate incentives are associated with an increase in overall BEV registrations of approximately 11 percent. Our findings indicate incentives offered as state income tax credits do not have a statistically significant effect on BEV adoptions, though we caution this may be a result of limited temporal variation in BEV incentives across our sample. Responses to rebate incentives do not differ significantly by the make of the vehicle purchased (i.e., Tesla and non-Tesla vehicles). We combine our results with recent assessments of marginal environmental costs of electric vehicle charging and measure net welfare effects of BEV subsidy programs. Our analysis indicates these programs are not welfare-improving if only considering benefits associated with avoided emissions. Additional benefits associated with long-term market growth, production cost savings, network externalities, or accelerated innovation could substantially impact the net welfare outcomes.     

浅议电动葫芦定期检验周期的调整

文章根据某大型企业电动葫芦的使用现状,从设备运行、安全操作、使用成本、安全检测及相关法律法规等角度分析,论证了延长电动葫芦检验周期的可行性和必要性,提出了节约检验机构检测资源、降低企业安全监管成本,提高企业安全管理绩效的新观点。