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Diesel engine exhausts from a common rail 3.0 L F1C diesel engine were analyzed at two different load conditions of the WLTC testing cycle downstream of both the diesel particulate filter (DPF) and selective catalytic reactor (SCR) to verify their effect on the characteristics of carbon particulate matter. An array of chemical, physical and spectroscopic techniques (gas chromatography coupled with mass spectrometry (GC-MS), mobility analyzer, UV-Visible absorption and fluorescence spectroscopy) was applied for characterizing polycyclic aromatic hydrocarbons (PAH), heavy aromatic compounds and soot, constituting the particulate matter (PM) sampled from the exhaust. The engine was operated in half load (HL) (188 Nm, representing the more common condition for engine in urban traffic) and full load (FL) (452 Nm, representing the best performance of the engine operation) conditions, at the same engine speed (2000 rpm). Soot formation was enhanced in HL condition, with respect to FL, but, just because of the much lower soot amount, the after-treatment systems in this last condition resulted to be less efficient in the soot abatement. Indeed, the abatement through DPF was about 40% lower in the FL condition with respect to HL condition, and any significant further concentration decrease was found after SCR, in both conditions. By contrast, PAH concentration after DPF abatement was found to be higher in the HL with respect to FL condition. A further PAH concentration decrease of about 30% was found after the SCR in the HL condition whereas in FL the reduction was only about 5-6%. Also the heavy aromatic compounds having molecular weight above the GC-MS detection limit (300 u), were mitigated by SCR. Therefore, SCR did not cause a further soot reduction, whereas it was effective in largely reducing PAH and heavy aromatics emissions, especially in the lower temperature condition featuring the half-load condition, when combustion efficiency is worse. Moreover, SCR system reduced the emission of small particles probably due to an enhanced agglomeration of particles, with beneficial effect on the harmfulness to human health.

Wood biomass is turned into industrial fuel through chipping. The efficiency of chipping depends on many factors, including chipper knife wear. Chipper knife wear was determined through a long-term follow-up study, conducted at a waste wood recycling yard. Knife wear determined a sharp drop of productivity (>20%) and a severe decay in product quality. Dry sharpening with a grinder mitigated this effect, but it could not replace proper wet sharpening. Increasing the frequency of wet sharpening sessions determined a moderate increase of knife depreciation cost, but it could drastically enhance machine performance and reduce biomass processing cost. Since benefits largely exceed costs, increasing the frequency of wet sharpening sessions may be an effective measure for reducing overall chipping cost. If the main goal of a chipper operator is to increase productivity and/or decrease fuel consumption, then managing knife wear should be a primary target. (C) 2014 Elsevier Ltd. All rights reserved.

It is recognised that several constraints such as the lack of knowledge and expertise of farmers, land users and policy makers concerning agroforestry systems establishment and management hamper the adoption of agroforestry systems (Camilli et al. 2017). AFINET project acts at EU level in order to direct research results into practice and promote innovative ideas to face challenges and solve practitioners' problems. AFINET proposes an innovative methodology based on the creation of a European Interregional Network, linking different Regional Agroforestry Innovation Networks (RAINs). RAINs represent different climatic, geographical, social and cultural conditions and enclose a balanced representation of the key actors with complementary types of expertise (farmers, policy makers, advisory services, extension services, etc.). The Italian RAIN is focused on the Extra-Virgin Olive Oil (EVOO) value chain, with the main aim to promote agroforestry management of local olive orchards. Olive trees are still managed traditionally, often in marginal sites, with minimal mechanization and relatively low external inputs such as chemical treatments in comparison to other crops. The presence of permanent crops (olive trees) guarantees a partially tree cover reducing hydrogeological risk. Soil management usually keeps natural grassing reducing soil carbon emission and increasing soil fertility (Bateni et al. 2017). Intercropping with cereals and/or fodder legumes and livestock can also be practiced in olive orchards, increasing the complexity of the olive tree multifunctional system. Moreover, olive orchards can be managed as agroforestry systems since they can be intercropped with arable crops (cereals, legumes) and/or combined with livestock (sheep, poultry). The RAIN process, involving local stakeholders, highlighted the main bottlenecks of the EVOO value chain related to communication and dissemination of knowledge, technical and management aspects, market and policy. In order to contrast bottlenecks and exploit opportunities of the olive oil supply chain, the identified innovations are: i) adoption of best practices: testing and experimenting innovative agroforestry systems introducing different crop/animals species and varieties; ii) improve the management of the olive orchards: encouraging and increasing the organic production; iii) valorisation of olive processing residues: identifying and testing innovative products (bio-materials, olive paste as example); iv) arise the awareness among consumers: educating people about the benefits of olive oil consumption, creating networks among stakeholders, improving marketing and commercialization. Creating a Bio-district, defined as a geographical area where farmers, citizens, tourist operators, associations and public authorities enter into an agreement for the sustainable management of local resources, emerged a powerful tool to implement the innovation in the local EVOO value chain.

Abstract The question whether coexistence of marine renewable energy (MRE) projects and marine protected areas (MPAs) is a common spatial policy in Europe and how a number of factors can affect it, has been addressed by empirical research undertaken in eleven European marine areas. Policy drivers and objectives that are assumed to affect coexistence, such as the fulfillment of conservation objectives and the prioritization of other competing marine uses, were scored by experts and predictions were crosschecked with state practice. While in most areas MRE-MPA coexistence is not prohibited by law, practice indicates resistance towards it. Furthermore expert judgment demonstrated that a number of additional factors, such as the lack of suitable space for MRE projects and the uncertainty about the extent of damage by MRE to the MPA, might influence the intentions of the two major parties involved (i.e. the MRE developer and the MPA authority) to pursue or avoid coexistence. Based on these findings, the interactions of these two players are further interpreted, their policy implications are discussed, while the need towards efficient, fair and acceptable MRE-MPA coexistence is highlighted.

Wet-laying is a mature technology that is applied in large scale for the manufacture of nonwovens, including paper products. However, it usually uses large volumes of water and is energy-intensive. Here we used foam-laying to substantially diminish the volume of water consumed in the formation of fiber networks (5-fold reduction) and to reduce the water content of the nonwovens produced before drying, achieving a reduced energy demand. The prospects of foam-laying were evaluated by comparing foam-laid and wet-laid webs of two types of wood fibers: stiff (lignin-containing) or flexible (lignin-free). Also, the effect of foaming agent type (anionic, cationic, nonionic, and amphoteric) was elucidated. Reference webs were produced by conventional wet-laying, with or without surfactants. Foam-laying was effective in producing a more uniform areal mass distribution (better formation) after wet-pressing. This effect was more evident for the webs synthesized with the flexible fibers. Unlike the layered network structures that were obtained by wet-laying, foam-laid webs exhibited a more felted network, with fibers positioned in the out-of-plane direction. As a result, higher air permeability, web porosity, and light scattering coefficients were measured for the foam-laid webs. The enhanced porosity (lower density) was related to the effect of bubbles during foam-laying and the reduction in surface tension of the foamed-fiber dispersion. The resistance to delamination of low-density webs obtained by foam-laying in the out-of-plane direction was preserved. However, the reduction in tensile strength and modulus of foam-laid webs were determined, owing to the reduced density of the formed structures. Notably, the type of foaming agent used played a minor role as far as the resultant properties of the webs, making the process flexible in terms of the selection of environmentally friendly alternatives. Overall, we compared the physico-mechanical properties of fiber networks formed by web- and foam-laying, depending on fiber type and foaming agent, yielding a property space that is useful in the design of lightweight structures (nonwovens, including paper). The prospects of water and energy savings by foam-laying are the major benefits in the sustainable use of fibers for the assembly of porous materials, such as lightweight nonwoven and paper products.

Abstract In this study, we investigate the driving forces behind the changes in residential energy consumption (REC) in China’s urban and rural areas over the 2001–2012 period. Based on the logarithmic mean Divisia index method, the REC changes are decomposed into seven driving forces, which are climate change, energy price, energy expenditure mix, energy cost share (in total expenditure), expenditure share (in income), per capita income and population effects. According to the results, climate effect due to increasing days with abnormal temperature, energy cost share effect characterized by more expenditure to be paid for energy use, income effect describing constant income growth in the residential sector definitely increase REC in both urban and rural areas. In contrast, energy prices and energy expenditure mix effects negatively contribute to the REC increase, respectively because of the increase in energy prices and the transition from the low-priced energy to high-priced energy. Expenditure share and population effects play opposite roles in urban and rural areas, and the reasons and implications are analysed in depth.

China has achieved impressive rapid economic growth over the past 30 years but accompanied by significant extreme weather events and environmental changes caused by global change and overfast urbanization. Using the absolute hazards index (AHI), we assessed the spatial distribution patterns and related health effects of 4 major extreme natural disasters, including drought, floods (landslides, mudslides), hails, and typhoons from 2000 to 2011 at the provincial level in China. The results showed that (1) central and south China were the most affected by the 4 natural disasters, and north China suffered less; (2) the provinces with higher AHI suffered most from total death, missing people, collapse, and emergently relocated population; (3) the present health emergency response system to disasters in China mainly lacks a multidisciplinary approach. In the concluding section of this article, suggestions on preparedness and rapid response to extreme health events from environmental changes are proposed.

The acceptability, energy consumption, and environmental benefits of electric vehicles are highly dependent on travel patterns. With increasing ride-hailing popularity in mega-cities, urban mobility patterns are greatly changing; therefore, an investigation of the extent to which electric vehicles would satisfy the needs of ride-hailing drivers becomes important to support sustainable urban growth. A first step in this direction is reported here. GPS-trajectories of 144,867 drivers over 104 million km in Beijing were used to quantify the potential acceptability, energy consumption, and costs of ride-hailing electric vehicle fleets. Average daily travel distance and travel time for ride-hailing drivers was determined to be 129.4 km and 5.7 h; these values are substantially larger than those for household drivers (40.0 km and 1.5 h). Assuming slow level-1 (1.8 KW) or moderate level-2 (7.2 KW) charging is available at all home parking locations, battery electric vehicles with 200 km all electric range (BEV200) could be used by up to 47% or 78% of ride-hailing drivers and electrify up to 20% or 55% of total distance driven by the ride-hailing fleet. With level-2 charging available at home, work, and public parking, the acceptance ceiling increases to up to 91% of drivers and 80% of distance. Our study suggests that long range BEVs and widespread level-2 charging infrastructure are needed for large-scale electrification of ride-hailing mobility in Beijing. The marginal benefits of increased all electric range, effects on charging infrastructure distribution, and payback times are also presented and discussed. Given the observed heterogeneity of ride-hailing vehicle travel, our study outlines the importance of individual-level analysis to understand the electrification potential and future benefits of electric vehicles in the era of shared smart transportation.