scholarly journals Evaluation of the Climate Impact Reduction Potential of the Water-Enhanced Turbofan (WET) Concept

Aerospace ◽  
2021 ◽  
Vol 8 (3) ◽  
pp. 59
Author(s):  
Regina Pouzolz ◽  
Oliver Schmitz ◽  
Hermann Klingels
Keyword(s):  
Co2 Emissions ◽  
Aircraft Engine ◽  
Steam Injection ◽  
Climate Impact ◽  
Formation Mechanisms ◽  
Water Recovery ◽  
Impact Reduction ◽  
Fuel Burn ◽  
Starting Point ◽  
Reduction Of Co2

Aviation faces increasing pressure not only to reduce fuel burn, and; therefore, CO2 emissions, but also to provide technical solutions for an overall climate impact minimization. To combine both, a concept for the enhancement of an aircraft engine by steam injection with inflight water recovery is being developed. The so-called Water-Enhanced Turbofan (WET) concept promises a significant reduction of CO2 emissions, NOx emissions, and contrail formation. Representative missions for an A320-type aircraft using the proposed new engine were calculated. Applying a first-order one-dimensional climate assessment prospects the reduction of more than half of the Global Warming Potential over one hundred years, compared to an evolutionarily improved aero-engine. If CO2-neutrally produced sustainable aviation fuels are used, climate impact could be reduced by 93% compared to today’s aircraft. The evaluation is a first estimate of effects based on preliminary design studies and should provide a starting point for discussion in the scientific community, implying the need for research, especially on the formation mechanisms and radiation properties of potential contrails from the comparatively cold exhaust gases of the WET engine.

scholarly journals Overview of Clean Automotive Thermal Propulsion Options for India to 2030

2020 ◽  
Vol 10 (10) ◽  
pp. 3604 ◽  
Author(s):  
Dhrumil B. Gohil ◽  
Apostolos Pesyridis ◽  
Jose Ramon Serrano
Keyword(s):  
Co2 Emissions ◽  
Combustion Engine ◽  
Successful Implementation ◽  
Indian Market ◽  
Co2 Emission Reduction ◽  
Starting Point ◽  
Depth Analysis ◽  
The Government ◽  
Reduction Of Co2 ◽  
Near Future

This paper presents the evaluation of near-future advanced internal combustion engine technologies to reach near zero-emission in vehicles with in the Indian market. Extensive research was carried out to propose the rationalise the most promising, new ICE technologies which can be implemented in the vehicles to reduce CO2 emissions until the year 2030. A total of six technologies were considered that could be implemented in the Indian market. An initial market survey was carried out on the Indian automotive industry and electric vehicles in India, followed by an in-depth analysis and understanding of each technology through literature review. The main aim of the paper was to construct methods for a successful implementation of clean ICE technologies in the near future and to, also, predict a percentage reduction of CO2 tailpipe emissions from the vehicles. To do this, different objectives were laid out with a view to reducing the tailpipe CO2 emissions. Especially with the recent and legitimate focus on climate change in the world, this study aims to provide practical solutions pathway for India. Widespread research was carried out on all six technologies proposed within the automotive market in India and a set of main graphs represent CO2 emission reduction starting from 2020 until 2030. A significant reduction of CO2 was observed in the graph plot at the end of the paper and the technologies were successfully implemented for the Indian market to curb tailpipe CO2 emissions. A methodology based on calculating the vehicle fuel consumption was implemented and a graph was plotted showing the reduction of CO2 emissions until 2030. The starting point of the graph is 2020, when BS-VI comes into effect in India (April 2020). The CO2 limit taken into consideration here has been defined by the Government at 113 CO2 g/km. The paper fulfilled the aim of predicting the effects of implementing the technologies and the subsequent reductions of CO2 emissions for India.

Preliminary GHG balances of different drained and rewetted peatland ecosystems in North-eastern Germany

2020 ◽  
Author(s):  
Daniel Köhn ◽  
Anke Günther ◽  
Gerald Jurasinski
Keyword(s):  
Co2 Emissions ◽  
Carbon Sink ◽  
Global Climate ◽  
Ghg Emissions ◽  
Coastal Flooding ◽  
Climate Impact ◽  
Federal State ◽  
Closed Chamber ◽  
Alder Forest ◽  
Reduction Of Co2

<p>Globally, peatlands store an immense amount of carbon and thus are of large importance for the global climate. Therefore, it is also of uttermost importance to understand the functioning of this carbon sink with regards to anthropogenic influences such as drainage, agricultural use and subsequent rewetting.</p><p>In the federal state of Mecklenburg-Western Pomerania in north-western Germany peatlands cover 13% of the total land area. A large proportion of these peatlands have been drained and an estimated 27% of all GHG Emissions of the state originate from drained peatlands. Rewetting of peatlands holds a large potential for the reduction of CO2 emissions thus becoming more and more important in tackling climate change.</p><p>In the WETSCAPES project, we aim at understanding the processes of matter turnover in differently managed peatland ecosystems. Here we present preliminary full GHG balances of the first two years of measurements. Results include the balances of coastal flooding fens, percolation fens, and alder forests, of which there is a drained and rewetted one for each peatland ecosystem. The coastal flooding fen was rewetted in 1996, the percolation fen in 1998 and the alder forest in 2003. Fluxes of CO2, CH4, and N2O were measured on these six different sites using the closed chamber method. Additionally, stem fluxes and ditch fluxes were included in the balances where applicable.</p><p>Preliminary results show lower CO2 emissions in the rewetted compared to the drained sites; however, this depends strongly on the peatland type. Especially the coastal fens differed only slightly in their CO2 emissions and at the same time showed very high overall CO2 emissions.</p><p>Our results show strong variation in GHG emissions of drained and rewetted central European fens in two years with extreme weather, i.e. drought, conditions that are predicted to become more common with increasing global warming. Methane emissions of the rewetted sites were low with only temporary peaks in summer, which again suggests rewetting as the best solution to reduce the climate impact of drained peatlands.</p>

scholarly journals Climate Impact Mitigation Potential of European Air Traffic in a Weather Situation with Strong Contrail Formation

Aerospace ◽  
2021 ◽  
Vol 8 (2) ◽  
pp. 50
Author(s):  
Benjamin Lührs ◽  
Florian Linke ◽  
Sigrun Matthes ◽  
Volker Grewe ◽  
Feijia Yin
Keyword(s):  
Climate Change ◽  
Trajectory Optimization ◽  
Climate Impact ◽  
Air Traffic ◽  
Mitigation Measures ◽  
Aviation Industry ◽  
Impact Mitigation ◽  
Impact Reduction ◽  
Fuel Burn ◽  
Weather Situation

Air traffic contributes to anthropogenic global warming by about 5% due to CO2 emissions and non-CO2 effects, which are primarily caused by the emission of NOx and water vapor as well as the formation of contrails. Since—in the long term—the aviation industry is expected to maintain its trend to grow, mitigation measures are required to counteract its negative effects upon the environment. One of the promising operational mitigation measures that has been a subject of the EU project ATM4E is climate-optimized flight planning by considering algorithmic climate change functions that allow for the quantification of aviation-induced climate impact based on the emission’s location and time. Here, we describe the methodology developed for the use of algorithmic climate change functions in trajectory optimization and present the results of its application to the planning of about 13,000 intra-European flights on one specific day with strong contrail formation over Europe. The optimization problem is formulated as bi-objective continuous optimal control problem with climate impact and fuel burn being the two objectives. Results on an individual flight basis indicate that there are three major classes of different routes that are characterized by different shapes of the corresponding Pareto fronts representing the relationship between climate impact reduction and fuel burn increase. On average, for the investigated weather situation and traffic scenario, a climate impact reduction in the order of 50% can be achieved by accepting 0.75% of additional fuel burn. Higher mitigation gains would only be available at much higher fuel penalties, e.g., a climate impact reduction of 76% associated with a fuel penalty of 12.8%. However, these solutions represent much less efficient climate impact mitigation options.

scholarly journals Conventional and Alternative Sources of Thermal Energy in the Production of Cement—An Impact on CO2 Emission

Energies ◽  
2021 ◽  
Vol 14 (6) ◽  
pp. 1539
Author(s):  
Karolina Wojtacha-Rychter ◽  
Piotr Kucharski ◽  
Adam Smolinski
Keyword(s):  
Co2 Emissions ◽  
Co2 Emission ◽  
Alternative Fuels ◽  
Carbon Dioxide Emission ◽  
Calorific Value ◽  
Production Costs ◽  
Partial Substitution ◽  
Research Activities ◽  
Starting Point ◽  
Clinker Production

The article evaluates the reduction of carbon dioxide emission due to the partial substitution of coal with alternative fuels in clinker manufacture. For this purpose, the calculations were performed for seventy waste-derived samples of alternative fuels with variable calorific value and variable share in the fuel mixture. Based on annual clinker production data of the Polish Cement Association and the laboratory analysis of fuels, it was estimated that the direct net CO2 emissions from fossil fuel combustion alone were 543 Mg of CO2 per hour. By contrast with the full substitution of coal with alternative fuels (including 30% of biomass), the emission ranged from 302 up to 438 Mg of CO2 per hour, depending on fuel properties. A reduction of 70% in the share of fossil fuels resulted in about a 23% decrease in net emissions. It was proved that the increased use of alternative fuels as an additive to the fuel mix is also of economic importance. It was determined that thanks to the combustion of 70% of alternative fuels of calorific value from 15 to 26 MJ/kg, the hourly financial profit gain due to avoided CO2 emission and saved 136 megatons of coal totaled an average of 9718 euros. The results confirmed that the co-incineration of waste in cement kilns can be an effective, long-term way to mitigate carbon emissions and to lower clinker production costs. This paper may constitute a starting point for future research activities and specific case studies in terms of reducing CO2 emissions.

CAEP/9-agreed certification requirement for the Aeroplane CO2Emissions Standard: a comment on ICAO Cir 337

2016 ◽  
Vol 120 (1226) ◽  
pp. 693-723 ◽  
Author(s):  
J.E. Green ◽  
J.A. Jupp
Keyword(s):  
Fuel Efficiency ◽  
Scientific Basis ◽  
Civil Aviation ◽  
Aircraft Emissions ◽  
Current Form ◽  
Fuel Burn ◽  
Aircraft Fuel ◽  
Starting Point ◽  
Range Equation ◽  
Main Criticism

ABSTRACTThe International Civil Aviation Organization (ICAO) Circular Cir 337 is the first step towards ICAO establishing an Aeroplane CO2Emissions Standard to form part of Annex 16, Volume III to the Chicago Convention. It describes itself as ‘a work in progress’. This paper reviews Cir 337 against the background of flight physics, the published literature on aircraft fuel burn and CO2emissions and the current practices of the aircraft and engine manufacturers and the airline operators. We have taken, as our starting point, the aim of ICAO to reduce the fuel used per revenue tonne-kilometre performed and argue that the Breguet range equation, which captures all the relevant flight physics, should be the basis of the metric system underpinning the standard. Our overall conclusion is that Cir 337 provides an excellent basis for the initial regulation of aviation's CO2emissions and, further in the future, for developing measures to increase the fuel efficiency of the operational side of civil aviation. Our main criticism of the circular in its current form is that it does not address the ICAO goal of reducingfuel used per revenue tonne-kilometre performedand makes no reference to payload. This defect could be eliminated simply by omission of the exponent 0.24 of the Reference Geometric Factor (RGF) in the formula for the metric given in Chapter 2 (paragraph 2.2) of the circular. Retaining theRGFto the power unity in the metric and multiplying it by an appropriate value of the effective floor loading would convert it to what the 37thAssembly of ICAO called for – a statement of fuel used per revenue tonne-kilometre performed. Finally, correlating the amended metric against design range, as determined from the measured specific air range and the key certificated masses, provides a sound scientific basis for an initial regulation to cap passenger aircraft emissions.

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