Design and analysis of kinetic energy recovery system for automobiles: a case study for commuters in Edinburgh.

Transport and its energetic and environmental impacts affect our daily lives. The transport sector is the backbone of the United Kingdom’s economy with 2.3 million people being employed in this sector. With a high dependency on transport for passengers and freight and with the knowledge that oil reserves are rapidly decreasing a solution has to be identified for conserving fuel. Passenger vehicles account for 61% of the transport fuel consumed in the U.K. and should be seen as a key area to tackle. Despite the introduction and development of electric powered cars, the widespread infrastructure that is required is not in place and has attributed to their slow uptake, as well as the fact that the electric car’s performance is not yet comparable with the conventional internal combustion engine. The benefits of the introduction of kinetic energy recovery systems to be used in conjunction with internal combustion engines and designed such that the system could easily be fitted into future passenger vehicles are examined. In this article, a review of automobile kinetic energy recovery system is presented. It has been argued that the ultracapacitor technology offers a sustainable solution. An optimum design for the urban driving cycle experienced in the city of Edinburgh has been introduced. The potential for fuel savings is also presented

CO2Y the intelligent green solution: minimising carbon emissions by maximising shared travel opportunity.

It is in the interests of everybody that the environment is protected. In view of the recent leaps in environmental awareness it would seem timely and sensible, therefore, for people to pool vehicle resources to minimise the damaging impact of emissions. However, this is often contrary to how complex social systems behave – local decisions made by self-interested individuals often have emergent effects that are in the interests of nobody. For software engineers a major challenge is to help facilitate individual decision-making such that individual preferences can be met, which, when accumulated, minimise adverse effects at the level of the transport system. We introduce this general problem through a concrete example based on vehicle-sharing. Firstly, we outline the kind of complex transportation problem that is directly addressed by our technology (CO2y™ - pronounced “cosy”), and also show how this differs from other more basic software solutions. The CO2y™ architecture is then briefly introduced. We outline the practical advantages of the advanced, intelligent software technology that is designed to satisfy a number of individual preference criteria and thereby find appropriate matches within a population of vehicle-share users. An example scenario of use is put forward, i.e., minimisation of grey-fleets within a medium-sized company. Here we comment on some of the underlying assumptions of the scenario, and how in a detailed real-world situation such assumptions might differ between different companies, and individual users. Finally, we summarise the paper, and conclude by outlining how the problem of pooled transportation is likely to benefit from the further application of emergent, nature-inspired computing technologies. These technologies allow systems-level behaviour to be optimised with explicit representation of individual actors. With these techniques we hope to make real progress in facing the complexity challenges that transportation problems produce.

Exploring the contradictions between Brazil’s role in the global climate change regime and its position in regional environmental governance.

Similar to other developing countries Brazil’s position on climate change emphasises national sovereignty and the principle of “common but differentiated responsibilities”. However, in recent years Brasilia has also announced voluntary reductions in carbon emissions, making Brazil one of the leading emerging countries in its approach to climate change, while enhancing its international reputation and legitimacy. Compared to its neighbours Brazil has older and more developed domestic environmental institutions and movements. Yet, Brazil’s global leadership on climate change does not translate into a similar role in regional environmental governance. In the 2000s Argentina and Uruguay became embroiled in a bitter environmental conflict involving a shared natural resource, the Uruguay River. Brazil not only refused to mediate, but also kept it out of regional forums insisting on the conflict’s bilateral nature. Furthermore, Mercosur’s environmental agenda has progressively become eroded while Brazilian-led Unasur lacks an institutional framework dedicated to environmental concerns. This indicates that environmental concerns are far more important for Brazil’s global image than for its role as a regional leader. It also highlights the limited scope of the climate change negotiations which focus narrowly on reducing carbon emissions, without taking wider concerns over energy generation or environmental and social justice into account. Brazil has promoted hydropower generation, portrayed as “clean” energy. Yet, these projects have sparked strong domestic and regional civil society opposition due to their social and environmental costs which make it difficult for Brazil to claim a regional leadership role on environmental concerns.