Abstract

This paper gives an overview of the current understanding of the observations of black carbon (BC) in snow and ice, and the estimates of BC deposition and its radiative forcing over the Arctic. Both of the observations and model results show that, in spring, the average BC concentration and the resulting radiative forcing in Russian Arctic > Canadian and Alaskan Arctic > Arctic Ocean and Greenland. The observed BC concentration presented a significant decrease trend from the Arctic coastal regions to the center of Arctic Ocean. In summer, due to the combined effects of BC accumulation and enlarged snow grain size, the averaged radiative forcing per unit area over the Arctic Ocean is larger than that over each sector of the Arctic in spring. However, because summer sea ice is always covered by a large fraction of melt ponds, the role of BC in sea ice albedo evolution during this period is secondary. Multi-model mean results indicate that the annual mean radiative forcing from all sources of BC in snow and ice over the Arctic was ∼0.17 W m−2 . Wet deposition is the dominant removal mechanism in the Arctic, which accounts for more than 90% of the total deposition. In the last part, we discuss the uncertainties in present modeling studies, and suggest potential approaches to reduce the uncertainties.

Abstract

De-icing of general aviation aircraft is usually realized by chemical or thermal processes. These lead to an increase in fuel consumption or usage of electrical energy. Mechanical de-icing is a way to significantly reduce this consumption. In mechanical de-icing, a surface is deformed so that the required failure mechanisms are induced in the ice, causing it to detach. In this paper, the release behavior of ice on a CFRP layer is investigated. The CFRP layer consists of two plies, each 0.3 mm thick. A numerical calculation is performed to determine the natural frequency and the required amplitudes of the vibration. In addition, the relationship between the various failure mechanisms of ice and the ice layer thickness, as well as the control values are determined. Tests are also being conducted to demonstrate the feasibility of mechanical de-icing. For this purpose, the surface of a CFRP layer is iced with water in a climate chamber at -20°C. A modal shaker is connected to the CFRP and generates the required displacements at desired frequencies to observe the detachment of the ice.

Abstract

Electric cars have the disadvantage of a limited range, and drivers may experience a range anxiety. This range anxiety can be solved by adding a range extender. But, the range extender should be light so as not to significantly increase the weight of the original vehicle. In urban areas with dense traffic (usually developing countries), the average speed around cities is typically lower than 50km/h. This means, the rolling resistance losses are more important than aerodynamic losses, and a weight reduction results in a bigger electrical range. Therefore, smaller and lighter range extenders are of much interest. The contribution of this paper is to indicate the possibility of range extenders with less than 25 kg with a capacity of 150 to 200 cc to suit a condition where weight counts. In this paper, the cost, environmental and grid impacts of going electric are also discussed. The effect of high altitude and driving style on the performance of an electric vehicle is assessed. The challenges and opportunities of vehicle electrification between countries with decarbonated power generation and fossil fuel dominated power generation are highlighted. Throughout the article, the case of Ethiopia is taken as an example.