PHOTOCATALYTIC OXIDATION OF AQUEOUS SOLUTIONS OF JET FUEL AND ICING INHIBITORS

The present paper is devoted to the results of experimental research undertaken into photocatalytical oxidation (PCO) of aqueous solutions of de-icing agents and aqueous extract of jet fuel. The report consists of introduction, literature review, description of materials and methods, discussion of results and conclusions. TiO2 was selected as a photocatalyst for the experiments with synthetic solutions of ethylene glycol, 2-ethoxyethanol and aqueous extract of jet fuel. To explain the PCO mechanisms affecting certain behaviour of de-icing agent under distinctive conditions, the following factors were studied: the impact of initial concentration of pollutant, the role of pH, the presence of tert-butanol as OH·-radicals scavenger and mineral admixtures. PCO under solar radiation performed in two ways: catalysed by irradiated TiO2 slurry or by TiO2 attached to buoyant hollow glass micro-spheres. Special attention was paid to the energy-saving PCO with reduced intensity mixing of the slurry. The effect of PCO was assessed by determination of residual chemical oxygen demand of solution (COD) and by measuring of concentration of glycols. The PCO process efficiency was assumed to be dependent on the TiO2 suspension fractional composition. Thus, the following effects of solutions’ media were viewed: presence of organic admixtures, pH influence, mixing mode during the PCO. The effects of mineral admixtures - Ca2+, Fe3+/2+, Mn2+, SO42- - that are often present in natural and wastewater systems or produced during the degradation of organic pollutants and which can affect the rate of PCO of de-icing agents, were also investigated.

Molecular mechanism of jet fuel induced immune suppression

Dermal exposure to jet fuel suppresses the immune response. Immune regulatory cytokines, and biological modifiers, including platelet activating factor, prostaglandin E2, and interleukin-10 have all been implicated in the pathway leading to immunosuppression. It is estimated that approximately 260 different hydrocarbons are found in JP-8 (jet propulsion-8) jet fuel, and the identity of the immunotoxic compound is not known. The recent availability of synthetic jet fuel (S-8), which is devoid of aromatic hydrocarbons, made it feasible to design experiments to test the hypothesis that the aromatic hydrocarbons are responsible for jet fuel induced immune suppression. Applying S-8 to the skin of mice does not up-regulate the expression of epidermal cyclooxygenase-2 nor does it induce immune suppression. Adding back a cocktail of 7 of the most prevalent aromatic hydrocarbons found in jet fuel to S-8 up-regulated cyclooxygenase-2 expression and induced immune suppression. Cyclooxygenase-2 induction can be initiated by reactive oxygen species (ROS). JP-8 treated keratinocytes increased ROS production, S-8 did not. Antioxidant pre-treatment blocked jet fuel induced immune suppression and cyclooxygenase-2 up-regulation. Accumulation of reactive oxygen species induces oxidant stress and affects activity of ROS sensitive transcription factors. JP-8 induced activation of NFκB while S-8 did not. Pre-treatment with antioxidants blocked activation of NFκB and parthenolide, an NFκB inhibitor, blocked jet fuel induced immune suppression and cyclooxygenase-2 expression in skin of treated mice. p65 siRNA transfected keratinocytes demonstrated NFκB is critically involved in jet fuel induced COX-2 expression. These findings clearly implicate the aromatic hydrocarbons found in jet fuel as the agents responsible for inducing immune suppression, in part by the production of reaction oxygen species, NFκB dependent up-regulation of cyclooxygenase-2, and the production of immune regulatory factors and cytokines. ^

Blends of babassu, palm kernal and coconut mame with fossil kerosene: low carbon number methyl esters as a possible source for renewable jet fuel

Three different oils: babassu, coconut and palm kernel have been transesterified with methanol. The fatty acid methyl esters (FAME) have been subjected to vacuum fractional distillation, and the low boiling point fractions have been blended with fossil kerosene at three different proportions: 5, 10 and 20% vol.

Blends of babassu, palm kernel and coconut fame with fossil kerosene. Technical aspects of low carbon number methyl esters as a possible source for renewable jet fuel

State of the Art. Process and Distillation. Fuel Characterization. Fuel Compatibility Tests

Water detection in jet fuel using a polymer optical fibre Bragg grating

Water is a common impurity of jet fuel, and can exist in three forms: dissolved in the fuel, as a suspension and as a distinct layer at the bottom of the fuel tank. Water cannot practically be eliminated from fuel but must be kept to a minimum as large quantities can cause engine problems, particularly when frozen, and the interface between water and fuel acts as a breeding ground for biological contaminants. The quantities of dissolved or suspended water are quite small, ranging from about 10 ppm to 150 ppm. This makes the measurement task difficult and there is currently a lack of a convenient, electrically passive system for water-in-fuel monitoring; instead the airlines rely on colorimetric spot tests or simply draining liquid from the bottom of fuel tanks. For all these reason, people have explored different ways to detect water in fuel, however all these approaches have problems, e.g. they may not be electrically passive or they may be sensitive to the refractive index of the fuel. In this paper, we present a simple, direct and sensitive approach involving the use of a polymer optical fibre Bragg grating to detect water in fuel. The principle is that poly(methyl methacrylate) (PMMA) can absorb moisture from its surroundings (up to 2% at 23 °C), leading to both a swelling of the material and an increase in refractive index with a consequent increase in the Bragg wavelength of a grating inscribed in the material.

Water detection in jet fuel using a polymer optical fibre Bragg grating

Water is a common impurity of jet fuel, and can exist in three forms: dissolved in the fuel, as a suspension and as a distinct layer at the bottom of the fuel tank. Water cannot practically be eliminated from fuel but must be kept to a minimum as large quantities can cause engine problems, particularly when frozen, and the interface between water and fuel acts as a breeding ground for biological contaminants. The quantities of dissolved or suspended water are quite small, ranging from about 10 ppm to 150 ppm. This makes the measurement task difficult and there is currently a lack of a convenient, electrically passive system for water-in-fuel monitoring; instead the airlines rely on colorimetric spot tests or simply draining liquid from the bottom of fuel tanks. For all these reason, people have explored different ways to detect water in fuel, however all these approaches have problems, e.g. they may not be electrically passive or they may be sensitive to the refractive index of the fuel. In this paper, we present a simple, direct and sensitive approach involving the use of a polymer optical fibre Bragg grating to detect water in fuel. The principle is that poly(methyl methacrylate) (PMMA) can absorb moisture from its surroundings (up to 2% at 23 °C), leading to both a swelling of the material and an increase in refractive index with a consequent increase in the Bragg wavelength of a grating inscribed in the material.

Yhdysvaltalaisten matkustajalentoyhtiöiden rahoituksellisen lentopolttoaineen hintasuojautumisen kustannusvaikutukset 2000-luvulla

Tämän kandidaatintutkielman tarkoituksena on tutkia, miten yhdysvaltalaisten lentoyhtiöiden harjoittama rahoituksellinen lentopolttoaineen hintasuojaus on vaikuttanut niiden keskimääräisiin polttoainekustannuksiin 2000-luvun aikana. Lisäksi tavoitteena on kirjallisuuskatsauksen muodossa tarkastella lentopolttoaineen hintariskiä ja siltä suojautumista. Aiheeseen liittyvä aiempi tutkimus on pääasiassa keskittynyt rahoitusasemaan liittyvien vaikutusten tarkasteluun. Tässä tutkielmassa puolestaan tutkitaan suojauksen vaikutusta tarkasteltavien lentoyhtiöiden liiketoiminnan kustannuksiin. Lentopolttoaineen hintasuojauksen kustannusvaikutuksia arvioidaan regressiomallilla, jossa selitettävänä muuttujana on lentoyhtiön keskimääräinen polttoainekustannus. Selittävinä muuttujina puolestaan toimivat seuraavan vuoden arvioiduista polttoainehankinnoista rahoituksellisin keinoin suojattujen hankintojen osuus sekä lentopolttoaineen keskimääräinen markkinahinta kunakin tarkasteluvuonna. Tutkimuksen aineisto koostuu kymmenestä yhdysvaltalaisesta lentoyhtiöstä ja niiden 2000-luvulla vuosikertomuksissaan raportoimista tiedoista liittyen polttoainekustannuksiin ja rahoitukselliseen polttoaineen hintasuojaukseen. Lisäksi lentopolttoaineen keskimääräiset vuotuiset markkinahinnat tarkastelujakson ajalta haetaan Yhdysvaltain energiainformaatiota välittävän viranomaisen verkkotietokannasta. Johtopäätöksenä todetaan yhdysvaltalaisten lentoyhtiöiden rahoituksellisen polttoaineen hintasuojauksen vähentäneen niiden keskimääräisiä polttoainekustannuksia 2000-luvun aikana. Lentopolttoaineen markkinahinnan todetaan vaikuttavan kustannuksiin reilusti lentoyhtiöiden suojaustoimenpiteitä voimakkaammin. Lisäksi aiempiin tutkimuksiin ja toisaalta tässä tutkielmassa estimoitavan mallin autokorreloituvaan luonteeseen nojaten todetaan, että tämän mallin selittävät muuttujat eivät ole ainoat keskimääräisiin polttoainekustannuksiin vaikuttavat tekijät. Yhteenvetona todetaankin tarkempaa lisätutkimusta tarvittavan, jotta tämän tutkielman tulokset voidaan luotettavammin yleistää.

Transatlantic flight times and climate change

Aircraft do not fly through a vacuum, but through an atmosphere whose meteorological characteristics are changing because of global warming. The impacts of aviation on climate change have long been recognised, but the impacts of climate change on aviation have only recently begun to emerge. These impacts include intensified turbulence and increased take-off weight restrictions. Here we investigate the influence of climate change on flight routes and journey times. We feed synthetic atmospheric wind fields generated from climate model simulations into a routing algorithm of the type used operationally by flight planners. We focus on transatlantic flights between London and New York, and how they change when the atmospheric concentration of carbon dioxide is doubled. We find that a strengthening of the prevailing jet-stream winds causes eastbound flights to significantly shorten and westbound flights to significantly lengthen in all seasons. Eastbound and westbound crossings in winter become approximately twice as likely to take under 5 h 20 min and over 7 h 00 min, respectively. For reasons that are explained using a conceptual model, the eastbound shortening and westbound lengthening do not cancel out, causing round-trip journey times to increase. Even assuming no future growth in aviation, the extrapolation of our results to all transatlantic traffic suggests that aircraft will collectively be airborne for an extra 2000 h each year, burning an extra 7.2 million gallons of jet fuel at a cost of US$ 22 million, and emitting an extra 70 million kg of carbon dioxide, which is equivalent to the annual emissions of 7100 average British homes. Our results provide further evidence of the two-way interaction between aviation and climate change.

Influence of vegetable oil in the viscosity of biodiesel-a review

Viscosity is a measure fluid resistance to flowing, affecting the fuel spray in the combustion chamber and, by this way, thus the formation of carbon deposits. The analysis of the influence of vegetable oil viscosity in biodiesel seems appropriate, because biodiesel viscosity is a function of vegetable oil. The increase of the fuel viscosity, promoted by biodiesel, has a major impact on the dynamics of jet fuel, increasing its speed and distance of penetration, obtaining therefore an increase in the amount of turbulent movement of the jet and thus an increase in the rate of preparation of the mixture, air-fuel, when adding biodiesel to diesel oil. The negative effect of this higher fuel viscosity is the increase of the wear of the train of gears, cam shaft, and valve push rod of all the injection pumps due to the higher pressure of injection. The viscosity of biodiesel is influenced by the size of its molecule and by the increase of molecule insaturations, is directly related with its origin vegetable oil or fat. This study is a review of the influence of vegetable oils in viscosity of biodiesel. Copyright © 2008 SAE International.

Avaliação de frequências não convencionais na obtenção de curvas de DMA de compósitos poliméricos

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Caracterização isotópica do CO2 dissolvido em águas subterrâneas no município de Paulínia, SP

Pós-graduação em Geociências e Meio Ambiente - IGCE

Obtenção e caracterização de compósitos de benzoxazina/fibra de carbono

Pós-graduação em Engenharia Mecânica - FEG

Estudo da efetividade da atenuação natural de compostos BTEX em área contaminada por querosene de aviação

Pós-graduação em Geociências e Meio Ambiente - IGCE

LIFE CYCLE ASSESSMENT OF BIOFUEL PRODUCED FROM ALGAE

Algae are considered a promising source of biofuels in the future. However, the environmental impact of algae-based fuel has high variability in previous LCA studies due to lack of accurate data from researchers and industry. The National Alliance for Advanced Biofuels and Bioproducts (NAABB) project was designed to produce and evaluate new technologies that can be implemented by the algal biofuel industry and establish the overall process sustainability. The MTU research group within NAABB worked on the environmental sustainability part of the consortium with UOP-Honeywell and with the University of Arizona (Dr. Paul Blowers). Several life cycle analysis (LCA) models were developed within the GREET Model and SimaPro 7.3 software to quantitatively assess the environment viability and sustainability of algal fuel processes. The baseline GREET Harmonized algae life cycle was expanded and replicated in SimaPro software, important differences in emission factors between GREET/E-Grid database and SimaPro/Ecoinvent database were compared, and adjustments were made to the SimaPro analyses. The results indicated that in most cases SimaPro has a higher emission penalty for inputs of electricity, chemicals, and other materials to the algae biofuels life cycle. A system-wide model of algae life cycle was made starting with preliminary data from the literature, and then progressed to detailed analyses based on inputs from all NAABB research areas, and finally several important scenarios in the algae life cycle were investigated as variations to the baseline scenario. Scenarios include conversion to jet fuel instead of biodiesel or renewable diesel, impacts of infrastructure for algae cultivation, co-product allocation methodology, and different usage of lipid-extracted algae (LEA). The infrastructure impact of algae cultivation is minimal compared to the overall life cycle. However, in the scenarios investigating LEA usage for animal feed instead of internal recycling for energy use and nutrient recovery the results reflect the high potential variability in LCA results. Calculated life cycle GHG values for biofuel production scenarios where LEA is used as animal feed ranged from a 55% reduction to 127% increase compared to the GREET baseline scenario depending on the choice of feed meal. Different allocation methods also affect LCA results significantly. Four novel harvesting technologies and two extraction technologies provided by the NAABB internal report have been analysis using SimaPro LCA software. The results indicated that a combination of acoustic extraction and acoustic harvesting technologies show the most promising result of all combinations to optimize the extraction of algae oil from algae. These scenario evaluations provide important insights for consideration when planning for the future of an algae-based biofuel industry.