WLTC and real-driving emissions for an autochthonous biofuel from wine-industry waste.
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ABSTRACT:
SUBMITTER: Lapuerta M
PROVIDER: S-EPMC8024388 | biostudies-literature |
REPOSITORIES: biostudies-literature
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Project description:Wine industry generates a large amount of biowaste, such as grape marc and wine lees, which is considered in the Directive (EU) 2018/2001 as an adequate feedstock to produce advanced biofuels. Grapeseed oil fatty acid ethyl esters (FAEEs) can be obtained from oil extracted from grape marc and bioethanol distilled from wine lees or wine surplus. Although FAEE still has no specific standard, grapeseed oil FAEE would fulfill all of the properties set by the standard EN 14214, except oxidation stability. This work analyzes the effect of natural antioxidants on the oxidation stability of grapeseed oil FAEE, using grapeseed oil fatty acid methyl esters (FAMEs) as a reference for comparison. On the one hand, the biofuel, produced with conventional transesterification, was mixed with FAME and FAEE produced via in situ transesterification. On the other hand, antioxidants extracted from grapeseed or defatted grapeseed flour were added to the biofuel. The results show that (1) FAEE has worse oxidation stability than FAME, (2) in situ transesterification improves the oxidation stability, and (3) addition of natural antioxidants is hindered by their low solubility in alkyl esters. Finally, the concentration of antioxidants, measured by UV-vis spectroscopy, showed a correlation between the absorbance at 285 nm (characteristic of phenolic compounds) and the induction time (IT) of the samples.
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Project description:RDE is becoming a necessary element of the emissions certification of automotive vehicles. Real Driving Emissions (RDE) helps to ensure that the regular operation of a car, or heavy vehicle, is still within the acceptable emissions standards while driving under normal conditions. RDE is monitored by connecting a Portable Emissions Measurement System (PEMS) to the exhaust of the tested vehicle, which measures the pollutant concentrations as the car or truck drives along a standardised route. The data described in this paper is the raw, detailed PEMS records of a heavy goods vehicle, recorded at a rate of 1Hz, over multiple trips on an urban route in South Africa. The data includes the pollutant concentrations of CO, CO 2 , NO and NO 2 , ambient conditions, and vehicle diagnostics collected from different sensors mounted to the vehicle during the field tests. We performed no additional analysis on the data. The value of the data is in allowing researchers to (a) develop and test machine learning algorithms that predict the instantaneous pollutant concentrations or (b) studying the variance of pollutant concentrations that occurs under typical driving conditions.
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Project description:Passenger cars are an important source of air pollution, especially in urban areas. Recently, real-driving emissions (RDE) test procedures have been introduced in the EU aiming to evaluate nitrogen oxides (NOx) and particulate number (PN) emissions from passenger cars during on-road operation. Although RDE accounts for a large variety of real-world driving, it excludes certain driving situations by setting boundary conditions (e.g., in relation to altitude, temperature or dynamic driving). The present work investigates the on-road emissions of NOx, NO2, CO, particle number (PN) and CO2 from a fleet of 19 Euro 6b, 6c and 6d-TEMP vehicles, including diesel, gasoline (GDI and PFI) and compressed natural gas (CNG) vehicles. The vehicles were tested under different on-road driving conditions outside boundaries. These included 'baseline' tests, but also testing conditions beyond the RDE boundary conditions to investigate the performance of the emissions control devices in demanding situations. Consistently low average emission rates of PN and CO were measured from all diesel vehicles tested under most conditions. Moreover, the tested Euro 6d-TEMP and Euro 6c diesel vehicles met the NOx emission limits applicable to Euro 6d-TEMP diesel vehicles during RDE tests (168 mg/km). The Euro 6b GDI vehicle equipped with a gasoline particulate filter (GPF) presented PN emissions < 6 × 1011 #/km. These results, in contrast with previous on-road measurements from earlier Euro 6 vehicles, indicate more efficient emission control technologies are currently being used in diesel and gasoline vehicles. At the same time, the results suggest that particular attention should be given to CO and PN emissions of certain types of vehicles when driven under dynamic conditions, and possibly additional work is necessary. In particular, the emissions of CO (measured in this study during the regulated RDE test, but without an emission limit associated to it) or PN from PFI vehicles (presently not covered by the Euro 6 standard) showed elevated results in some occasions. Emissions of CO were up to 7.5 times higher when the more dynamic tests were conducted and the highest PN emissions were measured from a PFI gasoline vehicle during dynamic driving. Although based on a limited sample of cars, our work points to the relevance of a technology- and fuel-neutral approach to vehicle emission standards, whereby all vehicles must comply with the same emission limits for all pollutants.
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Project description:Lignocellulose is the most abundant carbohydrate source in nature and represents an ideal renewable energy source. Thermostable enzymes that hydrolyze lignocellulose to its component sugars have significant advantages for improving the conversion rate of biomass over their mesophilic counterparts. We review here the recent literature on the development and use of thermostable enzymes for the depolymerization of lignocellulosic feedstocks for biofuel production. Furthermore, we discuss the protein structure, mechanisms of thermostability, and specific strategies that can be used to improve the thermal stability of lignocellulosic biocatalysts.
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Project description:Euro VI emission standards for heavy-duty vehicles (HDVs) introduced for the first time limits for solid particle number (PN) and NH3 emissions. EU regulation also includes a Portable Emissions Measurement System (PEMS) based test at type approval, followed by in-service conformity (ISC) testing. A comprehensive study on the real-time on-road emissions of NOx, NH3, N2O and PN from a Euro VI HDV equipped with a Diesel Oxidation Catalyst (DOC), a Diesel Particle Filter (DPF), a Selective Catalytic Reduction (SCR) system and an Ammonia Oxidation Catalyst (AMOX) is presented. Our analyses revealed that up to 85% of the NOx emissions measured during the tests performed are not taken into consideration if the boundary conditions for data exclusion set in the current legislation are applied. Moreover, it was found that the highest NOx emissions were measured during urban operation. Analyses show that a large fraction urban of operation is not considered when 20% power threshold as boundary condition is applied. They also show that cold start emissions account for a large fraction of the total NOx emitted. Low emissions of PN (2.8×1010 to 6.5×1010#/kWh) and NH3 (1.0 to 2.2ppm) were obtained during the on-road tests, suggesting effectiveness of the vehicle's after-treatment (DPF and AMOX). Finally, a comparison between speed-based (as currently defined by Euro VI legislation) and land-use-based (using Geographic Information System (GIS)) calculation of shares of operation was performed. Results suggest that using GIS to categorize the shares of operation could result in different interpretations depending on the criteria adopted for their definition.
| S-EPMC5617885 | biostudies-other
Project description:Aviation-related aerosol emissions contribute to the formation of contrail cirrus clouds that can alter upper tropospheric radiation and water budgets, and therefore climate. The magnitude of air-traffic-related aerosol-cloud interactions and the ways in which these interactions might change in the future remain uncertain. Modelling studies of the present and future effects of aviation on climate require detailed information about the number of aerosol particles emitted per kilogram of fuel burned and the microphysical properties of those aerosols that are relevant for cloud formation. However, previous observational data at cruise altitudes are sparse for engines burning conventional fuels, and no data have previously been reported for biofuel use in-flight. Here we report observations from research aircraft that sampled the exhaust of engines onboard a NASA DC-8 aircraft as they burned conventional Jet A fuel and a 50:50 (by volume) blend of Jet A fuel and a biofuel derived from Camelina oil. We show that, compared to using conventional fuels, biofuel blending reduces particle number and mass emissions immediately behind the aircraft by 50 to 70 per cent. Our observations quantify the impact of biofuel blending on aerosol emissions at cruise conditions and provide key microphysical parameters, which will be useful to assess the potential of biofuel use in aviation as a viable strategy to mitigate climate change.
| S-EPMC8025803 | biostudies-literature
Project description:Environmental or 'ecological' footprints have been widely used in recent years as indicators of resource consumption and waste absorption presented in terms of biologically productive land area [in global hectares (gha)] required per capita with prevailing technology. In contrast, 'carbon footprints' are the amount of carbon (or carbon dioxide equivalent) emissions for such activities in units of mass or weight (like kilograms per functional unit), but can be translated into a component of the environmental footprint (on a gha basis). The carbon and environmental footprints associated with the world production of liquid biofuels have been computed for the period 2010-2050. Estimates of future global biofuel production were adopted from the 2011 International Energy Agency (IEA) 'technology roadmap' for transport biofuels. This suggests that, although first generation biofuels will dominate the market up to 2020, advanced or second generation biofuels might constitute some 75% of biofuel production by 2050. The overall environmental footprint was estimated to be 0.29 billion (bn) gha in 2010 and is likely to grow to around 2.57 bn gha by 2050. It was then disaggregated into various components: bioproductive land, built land, carbon emissions, embodied energy, materials and waste, transport, and water consumption. This component-based approach has enabled the examination of the Manufactured and Natural Capital elements of the 'four capitals' model of sustainability quite broadly, along with specific issues (such as the linkages associated with the so-called energy-land-water nexus). Bioproductive land use was found to exhibit the largest footprint component (a 48% share in 2050), followed by the carbon footprint (23%), embodied energy (16%), and then the water footprint (9%). Footprint components related to built land, transport and waste arisings were all found to account for an insignificant proportion to the overall environmental footprint, together amounting to only about 2.
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Project description:BACKGROUND:Worldwide 3.4 billion tonnes of municipal solid waste (MSW) will be produced annually by 2050, however, current approaches to MSW management predominantly involve unsustainable practices like landfilling and incineration. The organic fraction of MSW (OMSW) typically comprises ~ 50% lignocellulose-rich material but is underexplored as a biomanufacturing feedstock due to its highly inconsistent and heterogeneous composition. This study sought to overcome the limitations associated with studying MSW-derived feedstocks by using OMSW produced from a realistic and reproducible MSW mixture on a commercial autoclave system. The resulting OMSW fibre was enzymatically hydrolysed and used to screen diverse microorganisms of biotechnological interest to identify robust species capable of fermenting this complex feedstock. RESULTS:The autoclave pre-treated OMSW fibre contained a polysaccharide fraction comprising 38% cellulose and 4% hemicellulose. Enzymatic hydrolysate of OMSW fibre was high in D-glucose (5.5% w/v) and D-xylose (1.8%w/v) but deficient in nitrogen and phosphate. Although relatively low levels of levulinic acid (30 mM) and vanillin (2 mM) were detected and furfural and 5-hydroxymethylfurfural were absent, the hydrolysate contained an abundance of potentially toxic metals (0.6% w/v). Hydrolysate supplemented with 1% yeast extract to alleviate nutrient limitation was used in a substrate-oriented shake-flask screen with eight biotechnologically useful microorganisms (Clostridium saccharoperbutylacetonicum, Escherichia coli, Geobacillus thermoglucosidasius, Pseudomonas putida, Rhodococcus opacus, Saccharomyces cerevisiae, Schizosaccharomyces pombe and Zymomonas mobilis). Each species' growth and productivity were characterised and three species were identified that robustly and efficiently fermented OMSW fibre hydrolysate without significant substrate inhibition: Z. mobilis, S. cerevisiae and R. opacus, respectively produced product to 69%, 70% and 72% of the maximum theoretical fermentation yield and could theoretically produce 136 kg and 139 kg of ethanol and 91 kg of triacylglycerol (TAG) per tonne of OMSW. CONCLUSIONS:Developing an integrated biorefinery around MSW has the potential to significantly alleviate the environmental burden of current waste management practices. Substrate-oriented screening of a representative and reproducible OMSW-derived fibre identified microorganisms intrinsically suited to growth on OMSW hydrolysates. These species are promising candidates for developing an MSW biorefining platform and provide a foundation for future studies aiming to valorise this underexplored feedstock.
| S-EPMC7077162 | biostudies-literature
Project description:Presented here is an overview of non-volatile particulate matter (nvPM) emissions, i.e. "soot" as assessed by TEM analyses of samples collected after the exhaust of a J-85 turbojet fueled with Jet-A as well as with blends of Jet-A and Camelina biofuel. A unifying explanation is provided to illustrate the combustion dynamics of biofuel and Jet-A fuel. The variation of primary particle size, aggregate size and nanostructure are analyzed as a function of biofuel blend across a range of engine thrust levels. The postulate is based on where fuels start along the soot formation pathway. Increasing biofuel content lowers aromatic concentration while placing increasing dependence upon fuel pyrolysis reactions to form the requisite concentration of aromatics for particle inception and growth. The required "kinetic" time for pyrolysis reactions to produce benzene and multi-ring PAHs allows increased fuel-air mixing by turbulence, diluting the fuel-rich soot-forming regions, effectively lowering their equivalence ratio. With a lower precursor concentration, particle inception is slowed, the resulting concentration of primary particles is lowered and smaller aggregates were measured. The lower equivalence ratio also results in smaller primary particles because of the lower concentration of growth species.
| S-EPMC7180060 | biostudies-literature
Project description:Oenococcus oeni OE37 is an autochthonous strain that was isolated from a Chardonnay wine from Piedmont (Italy) during spontaneous malolactic fermentation. Here, the OE37 genome sequence is presented, and a brief description of the main genes is reported.
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