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As the largest renewable electricity source, hydropower represents an alternative to fossil fuels to achieve a low-carbon future. However, increasing evidence suggests that hydropower reservoirs are an important source of biogenic greenhouse gases (GHGs), albeit with large uncertainties. Combining spatially resolved assessments of GHG fluxes and hydroelectric capacity databases, we assessed that global GHG emissions from reservoirs is 0.38 Pg CO2 eq.yr−1, accounting for 1.0% of global anthropogenic emissions. The median carbon intensity for hydropower is ∼63.0 kg CO2eq. MWh−1, which is lower than that for fossil fuels, but higher than that for other renewable energy sources. High carbon intensity is mostly linked to shallow (water storage depth <20 m) and eutrophic reservoirs. Furthermore, we found that the reservoir carbon intensity (CI) value would be markedly increased to 131.5 kg CO2eq. MWh−1 when considering the dams under construction and planning. A low-carbon future will benefit from optimal dam planning and management measures, i.e., applying sludge removal treatments, thereby reducing the proportion of shallow reservoirs and anthropogenic pollution.

Abstract In a context where electric mobility is gaining increasing importance as a more sustainable solution for urban environments, this work presents an analysis of electric mobility feasibility and adequacy based on private users' naturalistic driving data. Several scenarios were tested to evaluate different charging event opportunities and their impacts on electric mobility feasibility. In more detail, scenario 1 considered that vehicles would recharge whenever they are stopped for 2, 4 or 6 h, either on weekdays or weekend days; scenario 2 tested the hypothesis of recharging only during the night period; and scenario 3 assumed that vehicles would recharge during the day on weekdays. Furthermore, the potential energy impacts of electric mobility at a city level, by applying a driver and street level approach, were also estimated. Results revealed that electric mobility is highly feasible for weekday urban trips, while weekend trips due to their higher average distance are less suitable to be performed by EVs. Scenario 1, due to its higher recharging opportunities was found to be the best-case scenario. In this case, the percentage of eligible trips was found to be equal to or higher than 94% and 88% on weekdays and weekend days, respectively. Results showed also the lower electric mobility feasibility if considering only daytime charging, on weekdays (scenario 3). However, if considering night charging (scenario 2), the electric mobility eligibility was found to improve significantly. When considering a street level analysis, the potential reduction in energy consumption ranges in average from −60 to −70%, enabling the visualization of higher EV potential, with increasing potential for reducing energy consumption for increasing road grades. Concluding, since electric mobility is particularly suited for urban driving and most households detain 2 or more vehicles, there is a high potential to replace at least one ICEV by an EV. In this case, people may adapt their driving behavior, using the EV for their day-to-day urban driving while the ICEV would be used for longer trips. Nonetheless, the capacity to recharge during night plays a significant role on trips eligibility. Therefore, the availability of home-charge set-ups or a much higher deployment of public charging stations at residential locations are required in order to incentivize drivers to shift towards electric mobility.

Microplastics are small (&lt;5 mm) plastic particles of varying shapes and polymer types that are now widespread global contaminants of marine and freshwater ecosystems. Various estimates suggest that several trillions of microplastic particles are present in our global oceanic system, and that these are readily ingested by a wide range of marine and freshwater species across feeding modes and ecological niches. Here, we present some of the key and pressing issues associated with these globally important contaminants from a microbiological perspective. We discuss the potential mechanisms of pathogen attachment to plastic surfaces. We then describe the ability of pathogens (both human and animal) to form biofilms on microplastics, as well as dispersal of these bacteria, which might lead to their uptake into aquatic species ingesting microplastic particles. Finally, we discuss the role of a changing oceanic system on the potential of microplastic-associated pathogens to cause various disease outcomes using numerous case studies. We set out some key and imperative research questions regarding this globally important issue and present a methodological framework to study how and why plastic-associated pathogens should be addressed.

AbstractAlthough reports have documented loss of species diversity and ecological services caused by stressful temperature changes that result from climate change, some species cope through behavioral compensation. As temperatures and magnitudes of temperature extremes increase, animals should compensate to maintain fitness (such as through temporary behavioral shifts in activity times). Appropriate timing of activity helps avoid competition across species. Although coprophagic dung beetles exhibit species‐specific temporal activity times, it is unknown whether temperature drives evolution of these species‐specific temporal activity times. Using nine dung beetle species (three each of diurnal, crepuscular, and nocturnal species), we explored differences in heat stress tolerance measured as critical thermal maxima (CTmax; the highest temperature allowing activity) and heat knockdown time (HKDT; survival time under acute heat stress) across these species, and examined the results using a phylogenetically informed approach. Our results showed that day‐active species had significantly higher CTmax (diurnal > crepuscular = nocturnal species), whereas crepuscular species had higher HKDT (crepuscular > nocturnal > diurnal species). There was no correlation between heat tolerance and body size across species with distinct temporal activity, and no significant phylogenetic constraint for activity. Species with higher CTmax did not necessarily have higher HKDT, which indicates that species may respond differently to diverse heat tolerance metrics. Acute heat tolerance for diurnal beetles indicates that this trait may constrain activity time and, under high acute temperatures with climate change, species may shift activity times in more benign environments. These results contribute to elucidate the evolution of foraging behavior and management of coprophagic beetle ecosystem services under changing environments.

Marine algae have emerged as an alternative feedstock for the production of a number of renewable fuels, including biogas. In addition to energy potential, other characteristics make them attractive as an energy source, including their ability to absorb carbon dioxide (CO2), higher productivity rates than land-based crops and the lack of water use or land competition. For Ireland, biofuels from marine algae can play an important role by reducing imports of fossil fuels as well as providing the necessary energy in rural communities. In this study, five potential seaweed species common in Irish waters, Saccorhiza polyschides, Ulva sp., Laminaria digitata, Fucus serratus and Saccharina latissima, were co-digested individually with bovine slurry. Batch reactors of 120ml and 1000ml were set up and incubated at 35 degrees C to investigate their suitability for production of biogas. Digesters fed with S. latissima produced the maximum methane yield (335 ml g volatile solids(-1) (g(VS)(-1) followed by S. polyschides with 255 ml g(VS)(-1). L. digitata produced 246ml g(VS)(-1) and the lowest yields were from the green seaweed Ulva sp. 191ml g(VS)(-1). The methane and CO2 percentages ranged between 50-72% and 10-45%, respectively. The results demonstrated that the seaweed species investigated are good feedstocks candidates for the production of biogas and methane as a source of energy. Their use on a large-scale process will require further investigation to increase yields and reduce production costs.

Environmental climate change has encouraged countries across the world to develop policies aimed to the reduction in energy consumption and greenhouse gas emissions. The introduction of Zero-Emission Vehicles based on electrical powertrains, could reduce the emission of environmental pollutants, the noise levels and could increase the liveability of urban areas. Although in recent years research on batteries has brought several benefits to electric vehicle performance, key barriers to their adoption are still high cost, reduced autonomy, long charging times and the leak of a suitable network of charging stations. Substantial improvements in electric vehicles performance are expected with the development of new Li-ion batteries, thanks to some notable advantages over other types of batteries, such as: high energy density, high power density, long cycle life and long calendar life. This paper is aimed to present a reliability assessment procedure based on an ageing model able to estimate from datasheet information the lifetime of Lithium-ion batteries for electric vehicles, the residual capacity and reliability margins under different driving cycles, taking also into account the battery calendar ageing.

AbstractEcosystem functioning is simultaneously affected by changes in community composition and environmental change such as increasing atmospheric carbon dioxide (CO2) and subsequent ocean acidification. However, it largely remains uncertain how the effects of these factors compare to each other. Addressing this question, we experimentally tested the hypothesis that initial community composition and elevatedCO2are equally important to the regulation of phytoplankton biomass. We full‐factorially exposed three compositionally different marine phytoplankton communities to two differentCO2levels and examined the effects and relative importance (ω2) of the two factors and their interaction on phytoplankton biomass at bloom peak. The results showed that initial community composition had a significantly greater impact than elevatedCO2on phytoplankton biomass, which varied largely among communities. We suggest that the different initial ratios between cyanobacteria, diatoms, and dinoflagellates might be the key for the varying competitive and thus functional outcome among communities. Furthermore, the results showed that depending on initial community composition elevatedCO2selected for larger sized diatoms, which led to increased total phytoplankton biomass. This study highlights the relevance of initial community composition, which strongly drives the functional outcome, when assessing impacts of climate change on ecosystem functioning. In particular, the increase in phytoplankton biomass driven by the gain of larger sized diatoms in response to elevatedCO2potentially has strong implications for nutrient cycling and carbon export in future oceans.

The expansion of electric vehicles in Italy, has already started a few years ago, but some aspects prevent its expansion. Currently users prefer hybrid technology, mainly due to socio-economic factors related to initial investment and anxiety about autonomy. The aim of the document is to understand if the adoption of Fuel Cell technology can be a solution to overcome the problems of environmental pollution. The possibility to be able to use fuel cells to store electricity is very advantageous, especially on charging times that are significantly reduced. Based on the current situation and analyzing the available data, this work reports the current state of electric mobility in Italy and tries to provide forecasts to understand in which cities the Fuel Cell charging infrastructure should be more favorable.