Browse Topic: Environmental protection
Remote sensing offers a powerful tool for environmental protection and sustainable management. While many remote sensing companies use wind or solar energy to power their platforms, California-based startup Dolphin Labs is harnessing wave energy to enable sensing networks for enhanced maritime domain awareness, improving the safety and security of offshore natural resources and critical infrastructure.
As part of the Nano4 EARTH initiative, a national challenge launched by the White House and the National Nanotechnology Initiative, researchers are exploring how innovations at the nanoscale can lead to groundbreaking solutions for a more sustainable future.
Inspired by a small and slow snail, scientists have developed a robot prototype that may one day scoop up microplastics from the surfaces of oceans, seas, and lakes. The robot’s design is based on the Hawaiian apple snail (Pomacea canaliculate), a common aquarium snail that uses the undulating motion of its foot to drive water surface flow and suck in floating food particles.
NASA has selected a team of University of Florida aerospace engineers to pursue a groundbreaking $12 million mission aimed at improving the way we track changes in Earth’s structures, such as tectonic plates and oceans.
A Dartmouth-led research team set out to determine if managing green roof soil microbes could boost healthy urban soil development, a methodology that could be applied to support climate resilience in cities.
Letter from the Guest Editors
Backed by a consortium of companies, Southwest Research Institute's demonstrator vehicle aims to prove the commercial viability of hydrogen engines for on-road trucks. For decades, the running joke around hydrogen being a viable fuel for commercial trucks has been that it's “ten years away from being ten years away.” Though hydrogen-fueled rigs operating at scale has long seemed like a pipe dream, shifting winds around the globe blowing towards decarbonization have finally pushed this technology to be ready for the road. With the demand for the development of new propulsion technologies rising, organizations such as the Southwest Research Institute (SwRI) have ramped up R&D efforts to make this tech commercially viable. SwRI is an independent provider of research services and can rapidly assemble teams to tackle problems. SwRI's main mission is to push the boundaries of science and technology to develop innovative solutions.
R-1234yf is used in almost every new car sold in the U.S., but the EU is discussing a ban and the industry is investigating alternatives like CO2 and propane. According to its manufacturer, Chemours, use of R-1234yf has grown so much since the refrigerant replaced the long-established R-134a that it's now used in 95% of new cars sold in the U.S. An estimated 220 million cars on global roads are also using it. The problem with R-134a, which came in cars and trucks in the 1990s, is that it's a gas with “a global warming potential (GWP) that is 1,430 times that of CO2,” according to the EPA. Since 2017, EU legislation has banned the use of any refrigerant in new vehicles with a GWP higher than 150. That rule doomed R-134a but opened the door for R-1234yf, which has a GWP of only four. The EU is currently revisiting R-1234yf emissions rules and may ban the substance in a few years. In the U.S., the EPA stands by its use.
There is great recognition regarding the importance of hydrogen as an energy route for the decarbonization of road vehicles. Several countries are making large investments to create products, services, and infrastructures that allow hydrogen to be used as a clean source for propulsion, but there are still many open questions. This complete hydrogen chain involves production, transformation, transport, storage, and use. Although many initiatives are seeking global production, the use of low-carbon hydrogen is not yet economically competitive. Therefore, for this industry to establish itself, and acknowledging the characteristics of each region, there needs to be more intense coordination of efforts between the different industrial and political segments. Low-carbon Hydrogen Use Across Economic Sectors and Global Regions establishes premises for the hydrogen economy and its main environmental aspects. It also includes proposals and scenarios to establish a strategy that relates to
This SAE Aerospace Recommended Practice (ARP) contains guidelines and recommendations for subsonic airplane air conditioning systems and components, including requirements, design philosophy, testing, and ambient conditions. The airplane air conditioning system comprises that arrangement of equipment, controls, and indicators that supply and distribute air to the occupied compartments for ventilation, pressurization, and temperature and moisture control. The principal features of the system are: a A supply of outside air with independent control valve(s). b A means for heating. c A means for cooling (air or vapor cycle units and heat exchangers). d A means for removing excess moisture from the air supply. e A ventilation subsystem. f A temperature control subsystem. g A pressure control subsystem. Other system components for treating cabin air, such as filtration and humidification, are included, as are the ancillary functions of equipment cooling and cargo compartment conditioning
This SAE Aerospace Standard (AS) defines the requirements for air cycle air conditioning systems used on military air vehicles for cooling, heating, ventilation, and moisture and contamination control. General recommendations for an air conditioning system, which may include an air cycle system as a cooling source, are included in MIL-E-18927E and JSSG-2009. Air cycle air conditioning systems include those components which condition high temperature and high pressure air for delivery to occupied and equipment compartments and to electrical and electronic equipment. This document is applicable to open and closed loop air cycle systems. Definitions are contained in Section 5 of this document.
This SAE Aerospace Recommended Practice (ARP) describes a method of conducting an endurance test using contaminated air when the applicable specification requires non-recirculation of the contaminants. The objective of the test is to determine the resistance of the engine mounted components to wear or damage caused by the contaminated air. The method described herein calls for non-recirculation of the contaminants and is intended to provide a uniform distribution of the contaminant at the inlet to the Unit Under Test (UUT). The UUT may require the use of a hydraulic fluid for actuation of components within the test unit. Contamination of the test hydraulic fluid is not part of this recommended practice. If contaminated hydraulic fluid is required by the applicable test specification, refer to MAP749.
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