Ether-Bond-Containing Ionic Liquids and the Relevance of the Ether Bond Position to Transport Properties

The ionic liquids (ILs) 1-ethoxyethyl-2,3-dimethylimidazolium bis(trifluoromethanesulfonyl)imide, [EtO-(CH(2))(2)MMI][Tf(2)N], and N-(ethoxyethyl)-N-methylmorpholinium bis(trifluoromethanesulfonyl)imide, [EtO(CH(2))(2)MMor][Tf(2)N] were synthesized, and relevant properties, such as thermal stability, density, viscosity, electrochemical behavior, ionic conductivity, and self-diffusion coefficients for both ionic species, were measured and compared with those of their alkyl counterparts, 1-n-butyl-2,3-dimethylimidazolium bis(trifluoromethanesulfonyl)imide, [BMMI][Tf(2)N], and N-n-butyl-N-methylpiperidinium bis(trifluoromethanesulfonyl)imide,[BMP][Tf(2)N] and N-n-butyl-N-methylmorpholinium bis(trilfuoromethanesulfonyl)imide [BMMor][Tf(2)N][. This comparison was done to evaluate the effects caused by the presence of the ether bond in either the side chain or in the organic cation ring. The salt, LiTf(2)N, was added to the systems to estimate IL behavior with regard to lithium cation transport. Pure [EtO(CH(2))(2)MMI][Tf(2)N] and their LiTf(2)N solutions showed low viscosity and the highest conductivity among the ILs studied. The H(R) (AC conductivity/NMR calculated conductivity ratio) values showed that, after addition of LiTf(2)N, ILs containing the ether bond seemed to have a greater number of charged species. Structural reasons could explain these high observed HR values for [EtO(CH(2))(2)MMor][Tf(2)N].

Effect of SO(2) on the Transport Properties of an Imidazolium Ionic Liquid and Its Lithium Solution

Transport coefficients have been measured as a function of the concentration of sulfur dioxide, SO(2), dissolved in 1-butyl-2,3-dimethylimidazolium bis(trifluoromethylsulfonyl)-imide, [BMMI][Tf(2)N], as well as in its lithium salt solution, Li[Tf(2)N]. The SO(2) reduces viscosity and density and increases conductivity and diffusion coefficients in both the neat [BMMI] [Tf(2)N] and the [BMMI][Tf(2)N]-Li[Tf(2)N] solution. The conductivity enhancement is not assigned to a simple viscosity effect; the weakening of ionic interactions upon SO(2) addition also plays a role. Microscopic details of the SO(2) effect were unraveled using Raman spectroscopy and molecular dynamics (MD) simulations. The Raman spectra suggest that the Li(+)-[Tf(2)N] interaction is barely affected by SO(2), and the SO(2)-[Tf(2)N] interaction is weaker than previously observed in an investigation of an ionic liquid containing the bromide anion. Transport coefficients calculated by MD simulations show the same trend as the experimental data with respect to SO(2) content. The MD simulations provide structural information on SO(2) molecules around [Tf(2)N], in particular the interaction of the sulfur atom of SO(2) with oxygen and fluorine atoms of the anion. The SO(2)-[BMMI] interaction is also important because the [BMMI] cations with above-average mobility have a larger number of nearest-neighbor SO(2) molecules.

Metal transport parameters of a gneiss saprolitic silty soil for liner design

Diffusion coefficients and retardation factors of two metal cations (Cd2+ and Pb2+) were measured for a compacted Brazilian saprolitic soil derived from gneiss, aiming to assess its geoenvironmental performance as a liner for waste disposal sites. This soil occurs extensively all over the country in very thick layers, but has not been used in liners because of its hydraulic conductivity, higher than 10(-9) m/s when compacted at optimum water content of standard Proctor energy, but which can be reduced by means of appropriate compaction techniques or additives. Batch, column, and diffusion tests were carried out with monospecies synthetic solutions at pH 1, 3, and 5.5. Measured diffusion coefficients varied between 0.5 and 4 X 10(-10) m(2)/s. Retardation factors show that cadmium, a very mobile cation, is not adsorbed at pH I but is significantly retained at pH 3 and pH 5.5, whereas lead is retained at all tested pH values though slightly at pH 1. Estimated retardation factors from batch tests were 1.3-2.3 times those resulting from column tests and at its highest when obtained by diffusion tests; whereas batch tests allow a more complete exposure of the soil grains to the solution, time-dependent nonspecific adsorption may take longer to occur. The importance of contact time was observed and should be considered in further investigations. Its significant retention of metals suggests a promising utilization of this soil as a bottom liner for wastes landfills.

Transport coefficients, Raman spectroscopy, and computer simulation of lithium salt solutions in an ionic liquid

Lithium salt solutions of Li(CF3SO2)(2)N, LiTFSI, in a room-temperature ionic liquid (RTIL), 1-butyl-2,3-dimethyl-imidazolium cation, BMMI, and the (CF3SO2)(2)N-, bis(trifluoromethanesulfonyl)imide anion, [BMMI][TFSI], were prepared in different concentrations. Thermal properties, density, viscosity, ionic conductivity, and self-diffusion coefficients were determined at different temperatures for pure [BMMI][TFSI] and the lithium solutions. Raman spectroscopy measurements and computer simulations were also carried out in order to understand the microscopic origin of the observed changes in transport coefficients. Slopes of Walden plots for conductivity and fluidity, and the ratio between the actual conductivity and the Nernst-Einstein estimate for conductivity, decrease with increasing LiTFSI content. All of these studies indicated the formation of aggregates of different chemical nature, as it is corroborated by the Raman spectra. In addition, molecular dynamics (MD) simulations showed that the coordination of Li+ by oxygen atoms of TFSI anions changes with Li+ concentration producing a remarkable change of the RTIL structure with a concomitant reduction of diffusion coefficients of all species in the solutions.

Mass transport effects in the borohydride oxidation reaction-Influence of the residence time on the reaction onset and faradaic efficiency

The borohydride oxidation reaction (BOR) was studied on Pt and Au electrodes by cyclic voltammetry in dilute alkaline borohydride solutions (0.1 M NaOH + 10(-3) mol L(-1) NaBH(4)). More specifically, the electrodes were considered as either Vulcan XC72-supported Pt or Au (noted as Pt/C and Au/C, respectively) active layers or smooth Pt or Au surfaces, the latter possibly being covered by a layer of (non-metalized) Vulcan XC72 carbon powder. The BOR onset potential and the number of electrons (n(e-)) exchanged per BH(4)(-) anion (faradaic efficiency) were investigated for these electrodes, to determine whether the residence time of reaction intermediates (at the electrode surface or inside the porous layer) does influence the overall reaction pathway/completion. For the carbon-supported platinum, n(e-) strongly depends on the thickness of the active layer. While thin (ca. 0.5 mu m-thick) Pt/C active layers yield n(e-) < 4, thick layers (approximately 3 mu m) yield n(e-)approximate to 8, which can be ascribed to the sufficient residence time of the molecules formed within the active layer (H(2), by heterogeneous hydrolysis, or BOR intermediates) enabling further (near-complete) oxidation. This puts into evidence that not only the nature of the electrocatalyst is important to reach high BOR efficiency, but also the structure/thickness of the active layer. The same trend applies for Au/C active layers and for smooth Pt or Au surfaces covered with a layer of (inactive) Vulcan XC72. In addition, the BOR onset usually shifts negative when the reaction intermediates are trapped, which suggests that some of the intermediates are more easily oxidized than BH(4)(-) itself; based on literature data, BH(3)OH(-) species is a likely candidate. (C) 2011 Elsevier B.V. All rights reserved.

The Relationship between Transport Infrastructure and EconomicGrowth: An Empirical Analysis Comparing Developing and DevelopedCountries

Gross domestic product (GDP) is generally considered as the most important index and comprehensive measure of the size of economy. This paper investigates empirically the relationship between transport infrastructure (focus on highways) and GDP growth based on a production function approach. The physical stocks of transport infrastructure were used instead of monetary data to measure public capital together with several other variables (labor and private capital) that were hypothesized to affect economic growth. Then we explore a number of subsequent studies that use panel data covering the period between 1992 and 2004. An investigation was done to compare developed countries and developing countries. Results indicate that physical units are positively and significantly related to economic growth. Furthermore there was an interesting finding that the output elasticity with respect to physical units for developed countries is higher than developing countries.

Studier på nytt fordon för transport av skogsflis

Högskolan Dalarna har i samarbete med Naturbränsle i Mellansverige AB genomfört studier på ett nytt fordon för transport av skogsflis. Eftersom fordonet är utrustat med kran och skopa innebär det att flisskördaren kan tippa flisen direkt på marken, eller på en i förväg utlagd duk för att förhindra att föroreningar (grus, sten etc.) följer med vid lastningen av fordonet. Pro¬jektet har finansierats av EU-strukturfond Mål 2 Norra samt genom naturabidrag från deltag¬ande företag. Studier har även genomförts på lastväxlarfordon med container för att jämförel¬ser skall kunna göras mellan de båda fordonstyperna. Studierna omfattar sammanlagt tjugo lass, varav tio lass med det nya fordonet, fem lass med lastväxlarfordon och två containrar och fem lass med lastväxlarfordon och tre containrar. Den sammanlagda transportvolymen uppgick till 1 940 m3s. Tidsstudier har också genomförts på flisskördarens arbete, eftersom det i vissa delar är direkt beroende på vilket vidaretransportfordon som används. I de fall vidaretransporten sker med lastväxlarfordon vägs flisen innan den tippas i containern (en åtgärd för att fordonet inte skall överskrida tillåten lastvikt). Om lastvikten inte är begränsande genomför flisskördaren vissa åtgärder för att lastvolymen i respektive container skall kunna maximeras (t.ex. utjämning och viss packning av flisen med hjälp av kranen). I det fall vidaretransporten sker med det nya fordonet behöver flisskördaren inte väga flisen eftersom bilen är försedd med kranvåg. Där¬emot tillkommer andra arbetsuppgifter för flisskördaren, t.ex. preparering av avlägget (snö¬packning, sten- och buskröjning) samt hantering och utläggning av dukar.Arbetstiden för vidaretransporten är i huvudsak beroende av transportsträckan och medel¬transporthastigheten. När lastväxlarfordon används är arbetstiden dessutom beroende av last¬volymen (antalet containrar och deras volym) samt om tippmöjligheter endast finns på drag¬fordonet (containrar på släp måste omlastas till dragfordon innan flisen kan tippas) eller om tippmöjligheter finns på såväl dragbil som släp. Om släpet inte kan medföras till uppställ¬ningsplatsen för containrarna (p.g.a. alltför smal och kurvig väg eller utrymmesbrist för vänd¬ning av fordonsekipaget) påverkas även arbetstiden av avståndet mellan containrar och släp samt av medelhastigheten vid ”skotning” av containrar till och från släpet.Medelhastigheten vid transport var i stort sett densamma för de båda fordonstyperna. För last¬växlarfordonet med två containrar tog den totala arbetstiden (inklusive tom- och lasskörning) mellan 1,70 och 2,99 G0-tim per lass, vilket motsvarar en prestation på mellan 32 och 52 m3s/G0-tim. Arbetstiden för lastning och lossning varierade mellan 0,87 och 1,09 G0-tim/lass, eller 0,009-0,011 G0-tim/m3s (medeltal 0,98 G0-tim/lass, eller 0,011 G0-tim/m3s), vilket motsvarar en prestation på mellan 87 och 107 m3s/G0-tim.För fordonet med tre containrar tog den totala arbetstiden (inklusive tom- och lasskörning) mellan 2,40 och 3,53 G0-tim per lass, vilket motsvarar en prestation på mellan 30 och 45 m3s/ G0-tim. Arbetstiden för lastning och lossning varierade mellan 1,07 och 1,62 G0-tim/ lass, eller 0,011-0,016 G0-tim/m3s (medeltal 1,33 G0-tim/lass, eller 0,013 G0-tim/m3s), vilket mot¬svarar en prestation på mellan 64 och 89 m3s/G0-tim.Den totala arbetstiden för det nya fordonet (inklusive tom- och lasskörning) varierade mellan 2,11 och 5,08 G0-tim per lass, vilket motsvarar en prestation på mellan 18 och 45 m3s/G0-tim. Arbetstiden för lastning och lossning varierade mellan 0,96 och 1,46 G0-tim per lass, eller 0,01-0,02 G0-tim/m3s (medeltal 1,22 G0-tim/lass, eller 0,013 G0-tim/m3s), vilket mot¬svarar en prestation på mellan 65 och 94 m3s/G0-tim.

Nytt fordon för transport av bränsleflis : Slutrapport (STEM-projekt 22127-1)

Högskolan Dalarna har i samarbete med Naturbränsle i Mellansverige AB genomfört studier på ett nytt fordon för transport av skogsflis. Fordonet är försett med egen lastningsutrustning (kran och skopa), vilket innebär att flisskördaren kan tippa flisen direkt på marken eller på en i förväg utlagd duk (minskar risken för föroreningar i samband med lastning). Studier har också genomförts på transport av flis med lastväxlarfordon och container (traditionell metod) för att jämförelser skall kunna göras mellan de olika fordonstyperna. Studierna har finansie¬rats via anslag från Statens Energimyndighet och via ”naturabidrag” från deltagande företag.Studierna visar att det nya transportfordonet är ett bättre alternativ än de traditionella last¬växlarfordonen på större objekt med långa transportavstånd. Dessutom pekar studien på att det är sannolikt är bättre även på små objekt under förutsättning att flisningskostnaden kan hållas på en rimlig nivå. Studierna visar också att det bör finnas en viss utvecklingspotential på det nya fordonet (teknik- och metodutveckling), varför det bedöms kunna konkurrera med lastväxlarfordonen även på andra typer av objekt.Jämfört med de traditionella lastväxlarfordonen har det nya fordonet bl.a. följande fördelar:•Transportarbetet blir lättare att planera i och med att beroendeförhållandet mellan in¬blandade maskiner och fordon för flisproduktion och transport upphör.••Risken för störningar i transportflödet minskar.•Miljövinsterna blir större jämfört med lastväxlarfordon som måste ställa ut tomma con¬tainrar innan flisningen kan påbörjas.•Det finns inget behov av lastmaskiner på terminalerna.•Flis kan mellanlagras i skogen.Till nackdelarna med det nya fordonet hör bl.a. följande:•Framkomligheten är något sämre än för lastväxlarfordon på mycket smala och kurviga skogsbilvägar.•Det finns en viss risk för att föroreningar följer med vid lastning av fordonet. Studies were carried out on a new vehicle for transport of fuel chips from the forest. The vehicle was equipped with a crane and a bucket meaning that the chipper may tip the fuel chips right on the ground or on a mat (vira from wood processing industry) to prevent from dirt such as sand and stones when loading. Studies were also carried out on traditional main hauling with transport bins. Transport speed was the same for all vehicles except for the new self-loader on forest roads with lower quality.The studies show that the new system probably is a better alternative on large sites with long transport distances and on sites with only little parking place for transport bins. It is also likely that the new vehicle may be used on very small sites if they are close to each other and if moving cost for the chipper is low.The studies show that the new vehicle has the following advantages:•Transport and other work may be planned in a better way leading to that stress de¬creases.•Dependence between chipper operators and truck drivers decreases.•The risk for disturbances in transport flow decreases.•Environment benefits compared to traditional system with higher traffic intensity (less exhaust gases and lower stress on roads and bridges).•No need for loading machines on terminals.•Easier to store fuel chips on landing.

Influences of infrastructure and attitudes to health on value of travel time savings in bicycle journeys

In this paper we investigate how attitudes to health and exercise in connection with cycling influence the estimation of values of travel time savings in different kinds of bicycle environments (mixed traffic, bicycle lane in the road way, bicycle path next to the road, and bicycle path not in connection with the road). The results, based on two Swedish stated choice studies, suggest that the values of travel time savings are lower when cycling in better conditions. Surprisingly, the respondents do not consider cycling on a path next to the road worse than cycling on a path not in connection to the road, indicating that they do not take traffic noise and air pollution into account in their decision to cycle. No difference can be found between cycling on a road way (mixed traffic) and cycling in a bicycle lane in the road way. The results also indicate that respondents that include health aspects in their choice to cycle have lower value of travel time savings for cycling than respondents that state that health aspects are of less importance, at least when cycling on a bicycle path. The appraisals of travel time savings regarding cycling also differ a lot depending on the respondents’ alternative travel mode. The individuals who stated that they will take the car if they do not cycle have a much higher valuation of travel time savings than the persons stating public transport as the main alternative to cycling.

Transport and tourism : a weak symbiosis. An introduction to the special issue

“Tourism’s very existence depends on transport. Still, researchers in transportation and logistics do not show much interest in tourism whereas travel and tourism researchers pay more attention to accessibility than to transport.” These were the opening sentences of the call for papers for the TTRA European Chapter Conference “Transport and Tourism: Challenges, Issues and Conflicts” held in Rotterdam and Breda, The Netherlands from 22 to 24 April 2009.