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Wild microalgae (prokaryotic and eukaryotic photosynthetic microorganisms) - phytoplankton - is at the base of the food chain, supporting aquatic primary production. Microalgae are an ideal platform for the large-scale production of biomass because they are fast-growing, solar-powered 'biofactories' with low nutrient requirements. The variety of high-value bioproducts comes from microalgal species due to their wide physiological and functional diversity. Over the last 60 years, microalgal biotechnology has shown a range of applications: from the traditional extensive biomass production in human and animal nutrition, soil conditioning in agriculture, technologies for waste-water treatment, products for cosmetics and pharmacy, and most recently to the possible production of a 'third' generation of biofuels.

Wild microalgae (prokaryotic and eukaryotic photosynthetic microorganisms) - phytoplankton - is at the base of the food chain, supporting aquatic primary production. Microalgae are an ideal platform for the large-scale production of biomass because they are fast-growing, solar-powered 'biofactories' with low nutrient requirements. The variety of high-value bioproducts comes from microalgal species due to their wide physiological and functional diversity. Over the last 60 years, microalgal biotechnology has shown a range of applications: from the traditional extensive biomass production in human and animal nutrition, soil conditioning in agriculture, technologies for waste-water treatment, products for cosmetics and pharmacy, and most recently to the possible production of a 'third' generation of biofuels.

Electric vehicles (EVs) are considered a substitute for fossil-fueled vehicles due to rising fossil fuel prices and accompanying environmental concerns, and their use is predicted to increase dramatically shortly. However, the widespread use of EVs and their large-scale integration into the energy system will present several operational and technological hurdles. In the energy industry, an innovative solution known as the EVs smart parking lot (SPL) is introduced to handle EV charging and discharging electricity and energy supply challenges. This paper investigates social equity access and mobile charging stations (MCSs) for EVs, where the owner of MCSs is the EV parking lot. Accordingly, a new self-scheduling model for SPLs is presented in this paper that incorporates scheduling of the MCSs as temporary charging infrastructures while considering social equity access and optimizes SPL energy generation and storage schedule. The main objectives of this research are to (i) develop MCSs accessibility measures and quantify the equity impacts of MCSs locations by modeling prioritized demand based on several indices; (ii) determine the optimal set-points of SPL components (i.e., combined heat and power (CHP), photovoltaic system, electrical and heat-energy storage, and MCSs) to manage electrical peak demand and to maximize the economic benefits of SPLs. Results indicate that the proposed demand prioritization function model can meet the required EV charging demands for prioritized events, and the self-scheduling model for SPLs satisfies the charging demand of the EVs in the SPL location. Also, the social equity access to the EV charging stations is satisfied by analyzing the operation of MCSs around the prioritized demand of the prioritized events and social equity access indices.

Electric vehicles (EVs) are considered a substitute for fossil-fueled vehicles due to rising fossil fuel prices and accompanying environmental concerns, and their use is predicted to increase dramatically shortly. However, the widespread use of EVs and their large-scale integration into the energy system will present several operational and technological hurdles. In the energy industry, an innovative solution known as the EVs smart parking lot (SPL) is introduced to handle EV charging and discharging electricity and energy supply challenges. This paper investigates social equity access and mobile charging stations (MCSs) for EVs, where the owner of MCSs is the EV parking lot. Accordingly, a new self-scheduling model for SPLs is presented in this paper that incorporates scheduling of the MCSs as temporary charging infrastructures while considering social equity access and optimizes SPL energy generation and storage schedule. The main objectives of this research are to (i) develop MCSs accessibility measures and quantify the equity impacts of MCSs locations by modeling prioritized demand based on several indices; (ii) determine the optimal set-points of SPL components (i.e., combined heat and power (CHP), photovoltaic system, electrical and heat-energy storage, and MCSs) to manage electrical peak demand and to maximize the economic benefits of SPLs. Results indicate that the proposed demand prioritization function model can meet the required EV charging demands for prioritized events, and the self-scheduling model for SPLs satisfies the charging demand of the EVs in the SPL location. Also, the social equity access to the EV charging stations is satisfied by analyzing the operation of MCSs around the prioritized demand of the prioritized events and social equity access indices.

The current fashion design, production, and consumption system, known as ‘fast fashion’, is characterized by the manufacturing of low-quality garments in a short period of time carried out in developing countries. In parallel with the deficits in social responsibility and human rights, the prevailing ‘take-make-dispose’ system in the fashion industry is one of the main causes of environmental pollution that concerns the climate change, scarcity of natural resources and health problems for the living beings. Due to these facts, discussions on Circular Design strategies – for waste reduction, components recycling, and materials reuse – became increasingly relevant throughout the globe. This paper’s aspiration is to outline a perspective towards a Circular Fashion. The concept of the Design for Sustainability requires a holistic view throughout de-signing strategies as well as the establishment of cyclical systems for the production site. Notwithstanding, the efficient integration of social and cultural dimensions are vital for Sustainable Fashion’s triumph. This work is supported by FEDER funds through the Competitiveness Factors Operational Programme - COMPETE and by national funds through FCT – Foundation for Science and Technology within the scope of the project POCI-01-0145-FEDER-007136. info:eu-repo/semantics/publishedVersion

The current fashion design, production, and consumption system, known as ‘fast fashion’, is characterized by the manufacturing of low-quality garments in a short period of time carried out in developing countries. In parallel with the deficits in social responsibility and human rights, the prevailing ‘take-make-dispose’ system in the fashion industry is one of the main causes of environmental pollution that concerns the climate change, scarcity of natural resources and health problems for the living beings. Due to these facts, discussions on Circular Design strategies – for waste reduction, components recycling, and materials reuse – became increasingly relevant throughout the globe. This paper’s aspiration is to outline a perspective towards a Circular Fashion. The concept of the Design for Sustainability requires a holistic view throughout de-signing strategies as well as the establishment of cyclical systems for the production site. Notwithstanding, the efficient integration of social and cultural dimensions are vital for Sustainable Fashion’s triumph. This work is supported by FEDER funds through the Competitiveness Factors Operational Programme - COMPETE and by national funds through FCT – Foundation for Science and Technology within the scope of the project POCI-01-0145-FEDER-007136. info:eu-repo/semantics/publishedVersion

Changes in weather patterns pose a threat to the serviceability and long-term performance of roads, and porous asphalt (PA) roads are particularly sensitive to the freezing-thawing (FT) phenomenon. The main objective of this research is to assess the impact of climate change, particularly freezing and thawing cycles, on PA. Climate models predict changes in air temperature, not pavement temperature. To predict the climate change impact on pavements performance, this requires first establishing a relationship between air and road temperature and a correlation between pavement performance and FT cycles. This project focuses on the Netherlands, where PA pavement use has become mandatory, and recent severe winters have increased the discussion about the cold weather performance of porous asphalt and the potential challenges of changing winter weather patterns. When considering long-term changes in climate, the cost impacts of freeze-thaw on PA pavement are predicted to vary regionally and in most areas reach a point in the middle of the century when a reactive wait-and-see approach is more advantageous than proactive adaptation. Further research is suggested to refine the relationship between observed damage and freeze-thaw impacts on PA pavement.

Changes in weather patterns pose a threat to the serviceability and long-term performance of roads, and porous asphalt (PA) roads are particularly sensitive to the freezing-thawing (FT) phenomenon. The main objective of this research is to assess the impact of climate change, particularly freezing and thawing cycles, on PA. Climate models predict changes in air temperature, not pavement temperature. To predict the climate change impact on pavements performance, this requires first establishing a relationship between air and road temperature and a correlation between pavement performance and FT cycles. This project focuses on the Netherlands, where PA pavement use has become mandatory, and recent severe winters have increased the discussion about the cold weather performance of porous asphalt and the potential challenges of changing winter weather patterns. When considering long-term changes in climate, the cost impacts of freeze-thaw on PA pavement are predicted to vary regionally and in most areas reach a point in the middle of the century when a reactive wait-and-see approach is more advantageous than proactive adaptation. Further research is suggested to refine the relationship between observed damage and freeze-thaw impacts on PA pavement.