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Ammonia increases buffer capacity of methanogenic medium in mesophilic anaerobic reactor thus increasing the stability of anaerobic digestion process. Optimal ammonia concentration ensures sufficient buffer capacity while not inhibiting the process. It was found out in this paper that this optimum depends on the quality of anaerobic sludge under investigation. The optimal concentrations for methanogens were 2.1, 2.6 and 3.1 g/L of ammonia nitrogen in dependence on inoculum origin. High ammonia nitrogen concentration (4.0 g/L) inhibited methane production, while low ammonia nitrogen concentration (0.5 g/L) caused low methane yield, loss of biomass (as VSS) and loss of the aceticlastic methanogenic activity. It was found out that negative effect of low ammonia nitrogen concentration on biomass is caused not only by low buffer capacity but also by insufficiency of nitrogen as nutrient. It was also found out that anaerobic sludge with higher ammonia nitrogen concentration (4.2 g/L) tolerates even concentration of volatile fatty acids (160 mmol/L) which causes inhibition of the process with low ammonia nitrogen concentration (0.2 g/L).

Ammonia increases buffer capacity of methanogenic medium in mesophilic anaerobic reactor thus increasing the stability of anaerobic digestion process. Optimal ammonia concentration ensures sufficient buffer capacity while not inhibiting the process. It was found out in this paper that this optimum depends on the quality of anaerobic sludge under investigation. The optimal concentrations for methanogens were 2.1, 2.6 and 3.1 g/L of ammonia nitrogen in dependence on inoculum origin. High ammonia nitrogen concentration (4.0 g/L) inhibited methane production, while low ammonia nitrogen concentration (0.5 g/L) caused low methane yield, loss of biomass (as VSS) and loss of the aceticlastic methanogenic activity. It was found out that negative effect of low ammonia nitrogen concentration on biomass is caused not only by low buffer capacity but also by insufficiency of nitrogen as nutrient. It was also found out that anaerobic sludge with higher ammonia nitrogen concentration (4.2 g/L) tolerates even concentration of volatile fatty acids (160 mmol/L) which causes inhibition of the process with low ammonia nitrogen concentration (0.2 g/L).

One of the major goals of engine designers is the reduction of fuel consumption and pollutant emissions while keeping or even improving engine performance. In recent years, different technical issues have been investigated and incorporated into internal combustion engines in order to fulfill these requirements. Most are related to the combustion process since it is responsible for both fuel consumption and pollutant emissions. Additionally, the most critical operating points for an engine are both the starting and the warming up periods (the time the engine takes to reach its nominal temperature, generally between 80°C and 90°C), since at these points fuel consumption and pollutant emissions are larger than at any other points. Thus, reducing the warm-up period can be crucial to fulfill new demands and regulations. This period depends strongly on the engine cooling system and the different strategies used to control and regulate coolant flow and temperature. In the present work, the influences of different engine cooling system configurations on the warm-up period of a Diesel engine are studied. The first part of the work focuses on the modeling of a baseline engine cooling system and the tests performed to adjust and validate the model. Once the model was validated, different modifications of the engine coolant system were simulated. From the modelled results, the most favourable condition was selected in order to check on the test bench the reduction achieved in engine warm-up time and to quantify the benefits obtained in terms of engine fuel consumption and pollutant emissions under the New European Driving Cycle (NEDC). The results show that one of the selected configurations reduced the warm-up period by approximately 159 s when compared with the baseline configuration. As a consequence, important reductions in fuel consumption and pollutant emissions (HC and CO) were obtained.

One of the major goals of engine designers is the reduction of fuel consumption and pollutant emissions while keeping or even improving engine performance. In recent years, different technical issues have been investigated and incorporated into internal combustion engines in order to fulfill these requirements. Most are related to the combustion process since it is responsible for both fuel consumption and pollutant emissions. Additionally, the most critical operating points for an engine are both the starting and the warming up periods (the time the engine takes to reach its nominal temperature, generally between 80°C and 90°C), since at these points fuel consumption and pollutant emissions are larger than at any other points. Thus, reducing the warm-up period can be crucial to fulfill new demands and regulations. This period depends strongly on the engine cooling system and the different strategies used to control and regulate coolant flow and temperature. In the present work, the influences of different engine cooling system configurations on the warm-up period of a Diesel engine are studied. The first part of the work focuses on the modeling of a baseline engine cooling system and the tests performed to adjust and validate the model. Once the model was validated, different modifications of the engine coolant system were simulated. From the modelled results, the most favourable condition was selected in order to check on the test bench the reduction achieved in engine warm-up time and to quantify the benefits obtained in terms of engine fuel consumption and pollutant emissions under the New European Driving Cycle (NEDC). The results show that one of the selected configurations reduced the warm-up period by approximately 159 s when compared with the baseline configuration. As a consequence, important reductions in fuel consumption and pollutant emissions (HC and CO) were obtained.

This study classifies Mediterranean marine protected areas (MPAs) according to the combined result of pressure level and protection. Six major marine environment pressures were considered: pressures from fish farms, fishing, marine litter, pressures from marinas, pollution from maritime transport, and climate change. MPA protection was assessed through legal protection and management effort. Most MPA area in the Mediterranean is under relatively high pressure level and afforded low protection. Inshore areas show higher pressure levels. Five marine ecoregions, nine countries and nineteen MPA designation categories have over 50% of their MPA area under major concern. The mean number of cumulative pressures occurring in priority MPAs ranges between three and four, although the mean combined intensity of those pressures is low. However, these figures are most likely underestimated, especially for the southern Mediterranean. The most concerning pressures to MPAs regarding extent and intensity were: climate change, fishing and pollution from maritime transport.

This study classifies Mediterranean marine protected areas (MPAs) according to the combined result of pressure level and protection. Six major marine environment pressures were considered: pressures from fish farms, fishing, marine litter, pressures from marinas, pollution from maritime transport, and climate change. MPA protection was assessed through legal protection and management effort. Most MPA area in the Mediterranean is under relatively high pressure level and afforded low protection. Inshore areas show higher pressure levels. Five marine ecoregions, nine countries and nineteen MPA designation categories have over 50% of their MPA area under major concern. The mean number of cumulative pressures occurring in priority MPAs ranges between three and four, although the mean combined intensity of those pressures is low. However, these figures are most likely underestimated, especially for the southern Mediterranean. The most concerning pressures to MPAs regarding extent and intensity were: climate change, fishing and pollution from maritime transport.

Abstract Biofuels are considered as an alternative to partially replace fossil fuels and mitigate climate change effects. A life cycle assessment of second generation ethanol, derived from banana agricultural wastes, was developed to assess its environmental sustainability and demonstrate its capacity of reducing greenhouse gas emissions. The methodological approach was conducted in a Well-to-Wheel perspective, using as functional unit 1 MJ of energy released in the combustion of bioethanol in a passenger car from different bioethanol blends. Primary and secondary information sources were used for the assessment; mass balance and ethanol yield data came from laboratory experimentation. The environmental assessment was carried out using SimaPro 8.0.4.30 with the ReCiPe midpoint (H) impact assessment methodology. The quantified impact categories were climate change (CC), terrestrial acidification (TA), freshwater eutrophication (FE), photochemical oxidant formation (PO), particulate matter formation (PM), and fossil depletion (FD). In addition, net energy value and energy ratio (ER) were analyzed to ensure a positive energy balance. Compared to using pure gasoline, blended gasoline reduced CC, PO, PM, and FD impacts, but increased FE and TA impacts. The obtained energy balance was positive, with an ER of 2.68 MJ/MJ. Wastewater treatment is the process that presented the greatest energy consumption. Since Ecuador is the world's largest exporter of bananas, and a great amount of agricultural waste is available, a case study in this country was analyzed. This case study indicated that Ecuador could use banana residue for ethanol production, considering its positive and negative impacts. In conclusion, second generation ethanol derived from banana agricultural waste has potential to reduce greenhouse gas emissions and fossil depletion and has a positive energy balance.

Abstract Biofuels are considered as an alternative to partially replace fossil fuels and mitigate climate change effects. A life cycle assessment of second generation ethanol, derived from banana agricultural wastes, was developed to assess its environmental sustainability and demonstrate its capacity of reducing greenhouse gas emissions. The methodological approach was conducted in a Well-to-Wheel perspective, using as functional unit 1 MJ of energy released in the combustion of bioethanol in a passenger car from different bioethanol blends. Primary and secondary information sources were used for the assessment; mass balance and ethanol yield data came from laboratory experimentation. The environmental assessment was carried out using SimaPro 8.0.4.30 with the ReCiPe midpoint (H) impact assessment methodology. The quantified impact categories were climate change (CC), terrestrial acidification (TA), freshwater eutrophication (FE), photochemical oxidant formation (PO), particulate matter formation (PM), and fossil depletion (FD). In addition, net energy value and energy ratio (ER) were analyzed to ensure a positive energy balance. Compared to using pure gasoline, blended gasoline reduced CC, PO, PM, and FD impacts, but increased FE and TA impacts. The obtained energy balance was positive, with an ER of 2.68 MJ/MJ. Wastewater treatment is the process that presented the greatest energy consumption. Since Ecuador is the world's largest exporter of bananas, and a great amount of agricultural waste is available, a case study in this country was analyzed. This case study indicated that Ecuador could use banana residue for ethanol production, considering its positive and negative impacts. In conclusion, second generation ethanol derived from banana agricultural waste has potential to reduce greenhouse gas emissions and fossil depletion and has a positive energy balance.