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Reversibly Crosslinked Polyurethane Fibres from Sugar-Based 5-Chloromethylfurfural : Synthesis, Fibre-Spinning and Fibre-to-Fibre Recycling
No full textThe development of recyclable crosslinked thermosetting fibres is a challenging research topic. In the present work, we have designed and synthesized polyurethane fibres from fructose-derived 5-chloromethylfurfural (CMF) and lignin-derived monomeric phenols. The greenhouse gas emissions associated with the production of CMF showed comparable results to that of 5-hydroxymethylfurfural (HMF), a high potential sugar-based platform molecule. The wet-spun biobased polyurethane fibres produced could be conveniently crosslinked using Diels–Alder chemistry to effectively enhance the glass transition temperature and mechanical properties. At a mildly elevated temperature (140 °C), the chemically crosslinked fibres could be effectively de-crosslinked, which enabled complete separation from a mixture with poly(ethylene terephthalate) (PET) and cotton fibres. These results outline a potential strategy to design and fabricate new biobased fibres with reversible crosslinking, which may enable fibre-to-fibre recycling. © 2024 The Authors. ChemSusChem published by Wiley-VCH GmbH.The Swedish Foundation for Strategic Environmental ResearchMISTRA (Nos. 2016/1489 and F2019/1822) within the frameworkof the research program STEPS at Lund University. The SwedishResearch Council for Sustainable Development FORMAS (No.2021-01107). The Carl Trygger Foundation for Scientific Re-search (No. 18 : 435). The Crafoord Foundation (Nos. 20160774and 20180939). The Research Council of Norway through theproject L2BA – Lignin to BioAromatics (No. 321427). </p
Dynamic and connected fairways and routes for a sustainable future
No full textRISE har i samarbete med Sjöfartsverket, Chalmers tekniska högskola och SEAMADE, undersökt kraven och formulerat visioner för framtidens farleder i en tid präglad av snabb teknologisk utveckling, digitalisering och ökade krav på hållbarhet. Målet är att skapa en robust, säker och miljövänlig transportinfrastruktur som stödjer sjöfarten och kan hantera såväl konventionella som autonoma fartyg i en dynamisk och uppkopplad miljö. Två varianter på visioner för framtidens farleder har formulerats, en för en nära framtid där idag existerande fartyg kan nyttja den nya tekniken och en längre fram, där nya stöd för navigationen kan antas finnas installerade ombord i större utsträckning. Vision 2030 – Smarta farleder Den första visionen fokuserar på att integrera befintlig teknik med nya digitala lösningar. Den "smarta farleden" är utformad för att säkerställa säker navigering för fartyg med varierande teknologiska nivåer. Navigationstjänster: Trafikstyrningssystem där VTS tar en central roll för att hantera ökade trafikvolymer och trängre farvatten. Fjärrstyrda lotsningar förväntas bli vanliga i lågriskscenarier, vilket reducerar behovet av fysiska lotsbordningar. Digitalisering: S-100-produkter, såsom dynamiska sjökort med uppdaterad information om vattenstånd, strömmar och djup, möjliggör mer effektiv ruttplanering och navigering. Virtuella sjömärken: Dessa kompletterar eller ersätter fysiska märken för att minska underhållsbehov och förbättra flexibiliteten i farleden. Hållbara sjösäkerhetsanordningar: Underhållsfria fyrar och bojar som drivs av förnybar energi, inspekteras av drönare och är utrustade med självdiagnostik introduceras för att minska kostnader och miljöpåverkan. Miljö- och trafikövervakning: Sensorer och drönare används för att mäta utsläpp, undervattensbuller och trafikmönster, vilket stödjer en transparent och hållbar hantering av farlederna. Vision 2045 – Autonoma och hållbara farleder I denna vision blir digitalisering och automation centrala för att hantera de ökade kraven på effektivitet och hållbarhet. Viktiga framsteg omfattar: Autonoma fartyg: Fartyg med hög grad av automation eller full autonomi blir vanliga. Virtuella navigationshjälpmedel och augmented reality (AR) används för att förmedla realtidsinformation till fartygens navigationssystem. Dynamiska farleder: Farledens utformning anpassas i realtid till aktuella förhållanden, inklusive väder, trafik, vattenstånd och fartygsspecifika parametrar som djupgående och manöverförmåga. Detta ökar säkerheten och optimerar utnyttjandet av farleden. Full uppkoppling: Ett sömlöst kommunikationssystem mellan land, fartyg och farledsobjekt etableras, där 5G och GNSS spelar en central roll. Miljöanpassningar: Farledsdesign fokuserar på att minska undervattens-buller, förbättra vattenkvalitet och skapa möjligheter för marina ekosystem att frodas. Utsläpp från fartyg övervakas kontinuerligt, och farledsavgifter kopplas till miljöpåverkan. Dynamiska farleder och teknologiska innovationer. Ett av de mest framstående koncepten är möjligheterna med dynamiska farleder, där farbara ytor optimeras baserat på rådande omständigheter och fartygens förutsättningar. Genom simuleringar i Seamades ShipAndFairwaysII-program har flera scenarier testats för att visa hur dynamiska farleder kan förbättra säkerhet, effektivitet och minskade emissioner till luft. Resultat från simuleringarna: Fartyg med olika djupgående och storlek kan samtidigt använda samma farled utan att kompromissa med säkerheten. Dynamiska farledsytor anpassas i realtid för att minska energiförbrukning och miljöpåverkan. Virtuella navigationshjälpmedel, förstärkta av AR, förbättrar navigatörernas situationsmedvetenhet. Alternativa rutter analyserades för att identifiera möjligheter till optimering av bränsleförbrukning och transporteffektivitet. Underhåll och miljöperspektiv. Infrastrukturhållaren Sjöfartsverkets Farledsservice har formulerat en vision med ambitionen att minska underhållsbehovet för farledsinfrastruktur genom tekniska innovationer och digitalisering. Underhållsfria sjösäkerhetsanordningar, som inspekteras med hjälp av drönare och självdiagnostik, förväntas förlänga livslängden på infrastrukturen och minska kostnaderna.Miljöperspektivet är integrerat i alla delar av visionen. Kontinuerlig övervakning av fartygens utsläpp och undervattensbuller är en del av farledens standardfunktioner. Resultaten publiceras öppet för att uppmuntra redare och befraktare att satsa på hållbara lösningar. Dessutom förväntas nya bränslen och framdrivningsmetoder, såsom eldrift och vindassistans, minska sjöfartens totala klimatpåverkan. Slutsatser och rekommendationer Framtidens farleder måste vara flexibla, möta höga tekniska behov och miljöanpassade. För att möta dessa krav krävs: Implementering av dynamiska farleder: Realtidsoptimering av farledsytor för att öka säkerhet och effektivitet. Utbyggnad av digital infrastruktur: S-100-standarder och full uppkoppling mellan fartyg och landcentraler. Hållbarhet i fokus: Reducerade utsläpp, minskad miljöpåverkan och anpassning till klimatförändringar. Stöd för autonoma fartyg: Farledsinfrastrukturen måste kunna hantera fartyg med varierande grader av automation. Nästa steg innefattar ytterligare simuleringar, tester av tekniska lösningar i verkliga miljöer och ökat samarbete mellan industri, myndigheter och forskningsinstitut för att förverkliga visionen om framtidens farleder.This study has been funded by the Swedish Transport Administration Research and Innovation for maritime matters. It has carried out by RISE Research Institutes of Sweden, Maritime department together with Chalmers University of Technology, department of Mechanics and Maritime and SEAMADE consultancy. The aim has been to present a vision for a Fairway for the future with regards to utilizing a greater degree of digitalization and connectivity that will facilitate a more robust, safe and environmentally sustainable service for shipping infrastructure. It should allow the safe operation of both conventional and various degrees of autonomous ships.Two visions are presented; one for a near future where ships with existing technology level and equipment can operate and use new services, and one for a future where new technologies for navigational support are more widely available. Vision 2030 – The connected fairway and route The first vision focuses on integrating current technologies with new digital solutions. The connected fairway and route is designed to ensure safe navigation for ships with various levels of digitalization. Navigational services: Traffic management system where the VTS stations will have a larger role in handling and coordinating the anticipated increased amount of traffic and more congested fairways. Remote pilotage is assumed to be common option in low risk areas, reducing the need for physical pilot boardings. Digitalization: S-100 chart services, such as dynamic sea charts with updated information on actual seawater levels, currents and depths, allowing more efficient route planning and navigation. Virtual aids to navigation: Virtual AtoNs will add to or replace physical aids to reduce the need for maintenance and improve the flexibility of the fairways. Sustainable AtoN: Maintenance-free lights and buoys powered by renewable energy, inspections carried out by drones rather than requiring physical visits and equipped with self-diagnostic tools to reduce costs and environmental impacts. Environmental and traffic monitoring: Sensors and drones are used to measure emissions, underwater radiated noise (URN) and traffic patterns, supporting a transparent and sustainable usage of the fairways. Vision 2045 – Autonomous and sustainable fairways Digitalization and automation become key aspects to handle the increased demands for efficiency and sustainability. Important steps include: Autonomous ships: Vessels with a high degree of automation or fully autonomous are assumed to be common. Virtual aids to navigation and augmented reality (AR) tools are used to communicate real-time information to onboard navigational systems. Dynamic fairways: The fairways will be adjusted in real time to account for actual states, including for weather, traffic, water levels and ship specific parameters such as draft and manoeuvrability. This will increase safety and optimize the usage of the fairways. Full connectivity: Seamless communication between shore, ship and fairway objects, such as AtoN, based on 5G/6G and GNSS. Environmental adjustments: Fairways are designed to minimize underwater radiated noise (URN), improve water quality and to create opportunities for marine ecosystems to thrive. Emissions from ships are continuously monitored and fairway dues are based on the environmental impact. Dynamic fairways and technological innovations. A key aspect for the connected fairway is the concept of dynamic fairways, allowing the available fairway area to be optimized based on actual circumstances and on the ships conditions. Using simulation software from SEAMADE several scenarios have been studied to test how a dynamic fairway could improve safety, efficiency and reduce emissions to air. Vessels with different drafts and size can use the same fairway without compromising on safety. Dynamic fairways adjusted in real time to reduce energy consumption and environmental impact. Virtual AtoN, enhanced with AR, improve the navigator’s situational awareness. Alternative routes are analysed to identify possibilities to optimize energy consumption and transport efficiency. Maintenance and environmental perspective: The Swedish national infrastructure provider SMA Fairway service has created a vision that aims to limit the need for maintenance of fairway infrastructure through technical innovation and digitalization. Maintenance-free AtoN, inspected by drones and self-diagnostics, are assumed to prolong expected the life expectancy of the infrastructure and loser costs. The environmental aspects are integrated in all parts of the vision. Continuous monitoring of ships emissions and URN is a key part of fairway services. Results are published openly to encourage ship owners and charterers to implement sustainable solutions. It is also assumed that new fuels and propulsion systems, such as electrical or wind assistance, will lower the aggregated climate impact from shipping. Conclusions and recommendations Fairways in the future need to be flexible, meet high technical requirements and be environmentally friendly. In order to meet these requirements, the following is needed: Introduction of dynamic fairways: Real-time optimization of the available area for manoeuvring to increase safety and efficiency. Implementation of digital infrastructure: S-100 sea chart services and full connectivity between ships and shore centres. Focus on sustainability: Reduced emissions, environmental impact and adjusting for climate changes. Support for autonomous ships: Fairway infrastructure needs to be able to accommodate ships with various degrees of automation. Future steps in the process include further simulations in realistic environments and increased cooperation between industry, authorities and research institutions to implement the vision of the connected fairway. Sea traffic managemen
Bioflex - pilot study and techno-economic evaluation of the bioflex concept
No full textBioflex pilot study Today, there is an increasing demand for robust and flexible energy solutions to meet sustainable development goals. Renewable energy carriers, such as hydrogen and methane can play a key role in the sustainable transition. Although the simultaneous biological production of these components is promising, there is limited work on upscaling development. In the first part of this work, methane and hydrogen were produced from sugar-rich process water, in a two-stage process, by anaerobic microbes. Both pure strains and mixed culture were evaluated for hydrogen production at lab-scale. Mixed anaerobic culture was used after pretreatment for hydrogen production and the effluent was then used as substrate for methane production in pilot reactors of 10 L and 60 L in total volume. The pilot system was operated in continuous and semi-automated mode for 69 days, at 65oC (hydrogen) and 40oC (methane). The highest yields of hydrogen and methane obtained were 1.57 L/Lr/d and 0.91 L/Lr/d, respectively. Out of the 0.91 L/Lr/d production of methane, approximately 0.7 L/Lr/d were produced in the hydrogen reactor and 0.21 L/Lr/d in the methane reactor. anaerobic process. The process led to more efficient methane production and lower biogas emissions from the digestate compared to one-stage biogas production. The second part of this work is a techno-economic analysis of the integrated two-stage bioprocess and electrolysis. The design of a large-scale integrated process is established, and mass and energy balances are calculated. A study-level cost analysis is performed based on the mass and energy balances. The results indicate that the electrolyser system and the hydrogen compression system are the major cost drivers of the integrated process. Electricity is the major contributor to the operating costs. The calculated pay-back period is highly dependent on the selling price of hydrogen.Bioflex – Biobaserade energibärares bidrag till ett flexibelt energisystem är ett forskningsprojekt finansierat inom ramen för Bio+ programmet hos Energimyndigheten.</p
Development and evaluation of a vision driven sensor for estimating fuel feeding rates in combustion and gasification processes
No full textA machine vision driven sensor for estimating the instantaneous feeding rate of pelletized fuels was developed and tested experimentally in combustion and gasification processes. The feeding rate was determined from images of the pellets sliding on a transfer chute into the reactor. From the images the apparent area and velocity of the pellets were extracted. Area was determined by a segmentation model created using a machine learning framework and velocities by image registration of two subsequent images. The measured weight of the pelletized fuel passed through the feeding system was in good agreement with the weight estimated by the sensor. The observed variations in the fuel feeding correlated with the variations in the gaseous species concentrations measured in the reactor core and in the exhaust. Since the developed sensor measures the ingoing fuel feeding rate prior to the reactor, its signal could therefore help improve process control. Correspondence Address: Y. Ögren; RISE AB, Piteå, Box 726 SE-941 28, Sweden; . The Bio4Energy, a strategic research environment appointed by the Swedish government and the SwedishCenter for Gasification financed by the Swedish Energy Agency and member companies. The RE:source program finance by the Swedish Energy Agency, Vinnova and Formas. The Pulp&Fuel project financed by the European Union’s Horizon 2020 research and innovation program under grant agreement No. 818011 and the TDLAS-AI project (Swedish energy agency project 50470-1). </p
Formulation factors affecting foam properties during vacuum foam-drying
No full textThis paper explores how vacuum foam-drying of a protein is influenced by formulation parameters by investigating the foam structure, physical properties of the foam, and the stability of the protein. Recombinant human bile salt-stimulated lipase was used as a model of a protein drug. The stability of the lipase was evaluated through activity measurements. Two disaccharides (sucrose and trehalose), strongly tending to an amorphous form, were used as matrix formers, and the physical properties were assessed through residual water content, glass transition temperature, and crystalline state. Moreover, some formulations included surfactants with different sizes and structures of the head group. The alkyl chain length was kept constant to only investigate the impact of the surfactant head group, in the presence of the lipase, on the foamability and surface coverage of the lipase. The study demonstrated that the lipase allowed for a dry, solid foam with a foam overrun of up to 2600 %. The wall thickness of the dry, solid foam was estimated to be 20–50 µm. Clear differences between sucrose and trehalose as matrix former were identified. The lipase showed no tendency to lose activity because of the drying and rehydration, despite a proportion of the lipase covering the surfaces of the dry material. 'Correspondence Address: D. Tristan Osanlóo; RISE Research Institutes of Sweden, Stockholm, Box 5604, SE-114 86, Sweden; The authors would like to thank Swedish Orphan Biovitrum for providing the lipase and Croda Nordica AB for the delivery of the surfactants. Dr. Stefan Ulvenlund (ENZA Biotech AB) is gratefully acknowledged for the delivery of surfactants and valuable discussions. This research was funded by the Swedish Governmental Agency for Innovation Systems (VINNOVA) and was carried out within the competence center NextBioForm (grant number 2018-04730).</p
Unveiling the impact of laser power variations on microstructure, corrosion, and stress-assisted surface crack initiation in laser powder bed fusion-processed Ni-Fe-Cr alloy 718
No full textCorrosion and stress-corrosion related failures often compromise the integrity of critical metallic components during their service, raising significant concerns. It is crucial to comprehend the crack initiation mechanism and the impact of alloy microstructure on this crack initiation process. It is known that the introduction of unique microstructures through metal additive manufacturing brings new challenges. This study aims to investigate, for the first time, the effects of microstructural alterations resulting from fluctuations in laser power during laser powder bed fusion on the surface cracking initiation mechanism and electrochemical behaviour of Ni-Fe-Cr alloy 718, which is widely used in applications that require exceptional strength and corrosion resistance. To carry out this investigation, microcapillary electrochemical methods were combined with high-resolution techniques (TEM, SEM, AFM). The findings emphasize the existence of an optimal range of process parameters that effectively mitigate corrosion and crack initiation susceptibility. This work demonstrated that slight deviations in laser power from this optimal value result in diverse alterations at the micro and submicron scales. These alterations include increased subgrain width, porosity, dislocation density, density of nanovoids, and distribution of carbides. Importantly, these changes, particularly in dislocation and nanovoid densities caused by minor variations in process parameters, significantly affect the material's susceptibility to corrosion initiation and stress-assisted surface cracking.
Depositional and Diagenetic Sulfates of Hogwallow Flats and Yori Pass, Jezero Crater : Evaluating Preservation Potential of Environmental Indicators and Possible Biosignatures From Past Martian Surface Waters and Groundwaters
No full textThe Mars 2020 Perseverance rover has examined and sampled sulfate-rich clastic rocks from the Hogwallow Flats member at Hawksbill Gap and the Yori Pass member at Cape Nukshak. Both strata are located on the Jezero crater western fan front, are lithologically and stratigraphically similar, and have been assigned to the Shenandoah formation. In situ analyses demonstrate that these are fine-grained sandstones composed of phyllosilicates, hematite, Ca-sulfates, Fe-Mg-sulfates, ferric sulfates, and possibly chloride salts. Sulfate minerals are found both as depositional grains and diagenetic features, including intergranular cement and vein- and vug-cements. Here, we describe the possibility of various sulfate phases to preserve potential biosignatures and the record of paleoenvironmental conditions in fluid and solid inclusions, based on findings from analog sulfate-rich rocks on Earth. The samples collected from these outcrops, Hazeltop and Bearwallow from Hogwallow Flats, and Kukaklek from Yori Pass, should be examined for such potential biosignatures and environmental indicators upon return to Earth. We thank the entire Mars 2020 science, engineering, and leadership team. K. C. Benison and K. K. Gill acknowledge funding from National Aeronautics and Space Administration Grant 80NSSC20K0235 to K.C.B. T. Bosak is supported by NASA Grant 80NSSC20K0234 and the Simons Foundation Collaboration on the Origins of Life #327126. E. A. Cloutis acknowledges funding from the Canadian Space Agency (Grants 15FASTA05 and 22EXPCOI4), the Natural Sciences and Engineering Research Council of Canada (Grants RGPIN‐2015‐0452, RTI‐2020‐00157, and RGPIN‐2023‐03413), the Canada Foundation for Innovation and Research Manitoba (Grants CFI1504 and CFI‐2450). F. Fornaro was funded through the ASI/INAF Agreement n. 2023‐3‐HH. C. D. K. Herd and N. Randazzo acknowledge funding from the Canadian Space Agency (20EXPMARS), and the Natural Sciences and Engineering Research Council of Canada (Grant RGPIN‐2018‐04902 to C.D.K.H.). J. M. Madariaga and J. M. Frias acknowledge funding from the Spanish Agency for Research AEI/MCIN/FEDER Grant PID2022‐142750OB‐I00. M. Nachon was funded by NASA M2020 Participating Scientist Grant 80NSSC21K0329. S. Sharma, K. Hand, and K. Uckert acknowledge funding from the National Aeronautics and Space Administration (80NM0018D0004) to support research that was carried out at the Jet Propulsion Laboratory, California Institute of Technology. S. Siljeström acknowledges funding from the Swedish National Space Agency, contract 2021‐00092. A. Williams acknowledges funding from NASA 80NSSC21K0332.</p
Research Note : Red light to mitigate light pollution: Is it possible to balance functionality and ecological impact?
No full textThe widespread use of electric lighting has revolutionised society but brought unintended consequences, notably light pollution, impacting ecosystems and human circadian rhythms. Concerns about anthropogenic light at night (ALAN) have prompted innovative solutions, such as spectral tuning of light sources. In Europe, a recent focus involves the enforcement of red light in outdoor settings to minimise ALAN’s impact, particularly on bats. This mini review synthesises literature to provide an overview of the advantages and disadvantages of the use of red light outdoors. There is a need for further examination of the potential ecological consequences of red light, considering challenges in lighting design functionality and broader impacts on diverse species
Long-term atmospheric corrosion rates of Zn55Al-coated steel
No full textHot-dip Zn55Al-coated steel samples have been exposed for up to 6 years at 11 different weathering sites, including marine, marine-industrial, acid-rain and dry atmospheres. From the mass loss measurements, Zn55Al metallic coating showed globally long-term good corrosion resistance in all weathering conditions compared with hot-dip Zn-0.2Al-coated steel (Z). Yet, weaker performance was observed on Zn55Al in high SO2 polluted atmosphere, particularly when combined with seawater aerosols. This is explained by a more acidic surface condition linked to high SO2. Although the extent of corrosion in this phase was different at the different sites, the final corrosion products formed after 6 years were rather similar at all sites. This consists of hydrous aluminium sulphate or hydrous aluminium hydroxy sulphate and, probably also a smaller amount of sulphate-containing zinc corrosion products or Al/Zn products.ArcelorMittal, voestalpine, SSAB Europe, Ternium, TataSteel and Bluescope steel are acknowledged for thefinancial support.</p