Pathways to Low Carbon Transport in the EU – From Possibility to Reality. Report of the CEPS Task Force on transport and climate change. CEPS Task Force Report, June 2013

A new CEPS Task Force Report has identified possible pathways for achieving the EU’s ambitious climate change targets. It concludes that a GHG emissions reduction in line with EU climate change policy is possible, but it requires immediate action. This report argues that most of the reductions required of the transport sector in the EU could come from more energy-efficient vehicles, combined with the gradual introduction of low-carbon fuels and new engine technologies. The key policy for reducing GHG emissions in road transport is the steady tightening of emissions standards in line with technological progress. The report also identifies strategies for the transport system to become more energy and/or carbon efficient, arguing that leverage can be further enhanced by local and city governments’ incentives for efficient and low-carbon vehicles in line with local circumstances and choices. The Task Force on Low Carbon Transport brought together a diverse set of stakeholders from the car and oil industries, business associations, international organisations, member states, academic experts and NGOs. This authoritative report is the result of that unique collaboration.

Reforming the Market Design of EU Electricity Markets: Addressing the Challenges of a Low-Carbon Power Sector. CEPS Task Force Report, 27 July 2015

This CEPS Task Force Report focuses on whether there is a need to adapt the EU’s electricity market design and if so, the options for doing so. In a first step, it analyses the current market trends by distinguishing between their causes and their consequences. Then, the current blueprint of EU power market design – the target model – is briefly introduced, followed by a discussion of the shortcomings of the current approach and the challenges in finding suitable solutions. The final chapter offers an inventory of solutions differentiating between recommendations shared among Task Force members and non-consensual options.

Making low-carbon technology support smarter. Bruegel Policy Brief 2015/02, 18 August 2015

This Policy Brief describes the interaction between three approaches that are effective in driving innovation in low-carbon technologies. Based on that, the author provides four recommendations for making low-carbon technology support smarter. THE ISSUE Combating climate change on the global level will be much easier when abundant low-carbon technologies that are competitive in their cost and capabilities are available. But private companies underinvest in low-carbon innovation because they cannot capture the climate benefits. There are three policies to address this issue: pricing carbon, supporting deployment of as-yet uncompetitive technologies and supporting research and development.

Elevated-temperature properties of carbon steel. Data compiled by and issued under the auspices of the Data and Publications Panel of the ASTM-ASME Joint Committee on Effect of Temperature on the Properties of Metals.

Mode of access: Internet.

Development of low alloy steel compositions suitable for high strength steel castings

Mode of access: Internet.

Determination of the causes of weld-metal cracking in high-strength steels and the development of heat-treatable low-alloy-steel filler wires for use with the inert-gas-shielded arc-welding process

"Materials Central, Contract no. AF 33(616)-5878, Project no. 7351."

The properties of medium carbon steel with high manganese content ...

"This report ... is the work of Mr. J.A. Jones."--Pref.

Studies on the seismic design of low-rise steel buildings /

Mode of access: Internet.

Effect of sample geometry on regression rate of the melting interface for carbon steel burned in oxygen

Promoted-ignition testing on carbon steel rods of varying cross-sectional area and shape was performed in high pressure oxygen to assess the effect of sample geometry on the regression rate of the melting interface. Cylindrical and rectangular geometries and three different cross sections were tested and the regression rates of the cylinders were compared to the regression rates of the rectangular samples at test pressures around 6.9 MPa. Tests were recorded and video analysis used to determine the regression rate of the melting interface by a new method based on a drop cycle which was found to provide a good basis for statistical analysis and provide excellent agreement to the standard averaging methods used. Both geometries tested showed the typical trend of decreasing regression rate of the melting interface with increasing cross-sectional area; however, it was shown that the effect of geometry is more significant as the sample's cross sections become larger. Discussion is provided regarding the use of 3.2-mm square rods rather than 3.2-mm cylindrical rods within the standard ASTM test and any effect this may have on the observed regression rate of the melting interface.

The boundary lubricated friction and wear of low alloy steel

Pin on disc wear machines were used to study the boundary lubricated friction and wear of AISI 52100 steel sliding partners. Boundary conditions were obtained by using speed and load combinations which resulted in friction coefficients in excess of 0.1. Lubrication was achieved using zero, 15 and 1000 ppm concentrations of an organic dimeric acid additive in a hydrocarbon base stock. Experiments were performed for sliding speeds of 0.2, 0.35 and 0.5 m/s for a range of loads up to 220 N. Wear rate, frictional force and pin temperature were continually monitored throughout tests and where possible complementary methods of measurement were used to improve accuracy. A number of analytical techniques were used to examine wear surfaces, debris and lubricants, namely: Scanning Electron Microscopy (SEM), Auger Electron Spectroscopy (AES), Powder X-ray Diffraction (XRD), X-ray Photoelectron Spectroscopy (XPS), optical microscopy, Back scattered Electron Detection (BSED) and several metallographic techniques. Friction forces and wear rates were found to vary linearly with load for any given combination of speed and additive concentration. The additive itself was found to act as a surface oxidation inhibitor and as a lubricity enhancer, particularly in the case of the higher (1000 ppm) concentration. Wear was found to be due to a mild oxidational mechanism at low additive concentrations and a more severe metallic mechanism at higher concentrations with evidence of metallic delamination in the latter case. Scuffing loads were found to increase with increasing additive concentration and decrease with increasing speed as would be predicted by classical models of additive behaviour as an organo-metallic soap film. Heat flow considerations tended to suggest that surface temperature was not the overriding controlling factor in oxidational wear and a model is proposed which suggests oxygen concentration in the lubricant is the controlling factor in oxide growth and wear.

Oxidational wear of low alloy steel in gases other than air

A pin on disc wear machine has been used to study the oxidational wear of low alloy steel in a series of experiments which were carried out under dry wear sliding conditions at range of loads from 11.28 to 49.05 N and three sliding speeds of 2 m/s, 3.5 m/s and 5 m/s, in atmosphere of air, Ar, CO2, 100% O2, 20% O2-80% Ar and 2% O2-98% Ar. Also, the experiments were conducted to study frictional force, surface and contact temperatures and surface parameters of the wearing pins. The wear debris was examined using x-ray diffraction technique for the identification of compounds produced by the wear process. Scanning electron microscopy was employed to study the topographical features of worn pins and to measure the thickness of the oxide films. Microhardness tests were carried out to investigate the influence of the sub-surface microhardness in tribological conditions. Under all loads, speeds and atmospheres parabolic oxidation growth was observed on worn surfaces, although such growth is dependent on the concentration of oxygen in the atmospheres employed. These atmospheres are shown to influence wear rate and coefficient of friction with change in applied load. The nature of the atmosphere also has influence on surface and contact temperatures as determined from heat flow analysis. Unlubricated wear debris was found to be a mixture of αFe2O3, Fe3O4 and FeO oxide. A model has been proposed for tribo-oxide growth demonstrating the importance of diffusion rate and oxygen partial pressure, in the oxidation processes and thus in determination of wear rates.