Problems of energy security, diversification of energy sources, and improvement of technologies (including alternatives) for obtaining motor fuels have become a priority of science and practice today. Many scientists devote their scientific research to the problems of obtaining effective brands of alternative (reformulated) motor fuels. Our scientific school also deals with the problems of the rational use of traditional and alternative motor fuels.This article focused on advances in motor fuel synthesis using natural, associated, or biogas. Different raw materials are used for GTL technology: biomass, natural and associated petroleum gases. Modern approaches to feed gas purification, development of Gas-to-Liquid-technology based on Fischer–Tropsch synthesis, and liquid hydrocarbon mixture reforming are considered.Biological gas is produced in the process of decomposition of waste (manure, straw, grain, sawdust waste), sludge, and organic household waste by cellulosic anaerobic organisms with the participation of methane fermentation bacteria. When 1 tonne of organic matter decomposes, 250 to 500–600 cubic meters of biogas is produced. Experts of the Bioenergy Association of Ukraine estimate the volume of its production at 7.8 billion cubic meters per year. This is 25% of the total consumption of natural gas in Ukraine. This is a significant raw material potential for obtaining liquid hydrocarbons for components of motor fuels.We believe that the potential for gas-to-liquid synthetic motor fuels is associated with shale and coalfield gases (e.g. mine methane), methane hydrate, and biogas from biomass and household waste gases.
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This article describes a method for promoting sustainable business practices in the hospitality sector and focusses on energy usage in hotels. It raises questions about the actual impact of eco-labels on actual environmental performance.
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Fungal colorants offer a sustainable alternative to synthetic colors, which are derived from fossil fuels and contribute to environmental pollution. While fungal colorants could be effectively produced through precision fermentation by microorganisms, their adoption in industry remains limited due to challenges in processing, formulation, and application. ColorFun aims to bridge the gap between laboratory research, artisanal practices, and industrial needs by developing a scalable and adaptable colorant processing system. Building on the TUFUCOL project, which focused on optimizing fungal fermentation, ColorFun consortium gears the focus to downstream processing and industrial applications by using green chemistry. Many SMEs have explored fungal colorants using traditional methods, but due to lack of consistency and reproducibility, they are unsuitable for large-scale production. Meanwhile, lab research usually does not translate directly to industrial applications. Researchers can fine-tune processes under controlled conditions while large-scale production requires consistent formulations that work across different material substrates and processing environments. Without bridging these gaps, fungal colorants remain confined to research and small-scale applications rather than becoming viable industrial alternatives. Instead of developing separate solutions for each sector, ColorFun is working towards a set of standardized extraction and stabilization methods for a stable base colorant product. This pre-processed colorant can then be adjusted by different industries to meet their specific needs. This approach ensures both efficiency in production and flexibility in application. Professionals will collaborate in a test-improve-test circle, ColorFun will refine these formulations to ensure they work in real-world conditions. Students will be involved in the project, contributing to curriculum developments in biotechnology, chemistry, and materials science. Combining efforts, ColorFun lowers the barriers aiding fungal colorants to become a mainstream alternative to synthetic feedstocks. By making these colorants scientifically validated, industrially viable, and commercially adaptable, the project helps accelerate the transition to sustainable color solutions and circular economy.
Since March 2013, Paul Peeters is a member of the ICAO/CAEP Working Group 3, which is responsible for setting a new fuel efficiency standard for of civil aviation. He does so for the International Coalition for Sustainable Aviation (ICSA). ICSA was established in 1998 by a group of national and international environmental NGOs as official observers. Since its inception, ICSA has contributed to CAEP’s work on technical means to reduce emissions and noise, the role of market-based measures, supporting economic and environmental analysis, modelling and forecasting, and ICAO’s carbon calculator. It has also been invited to present its views at ICAO workshops on carbon markets and bio-fuels, and has presented to the high-level Group on Internation Aviation and Climate Change (GIACC). ICSA uses the expertise within its NGO membership to formulate its co-ordinated positions. To gain the broadest level of understanding and input from environmental NGOs, ICSA communicates with, and invites comment from, other NGO networks and bodies working in related areas. ICSA’s participation in ICAO and CAEP meetings is currently provided by the Aviation Environment Federation (AEF), the International Council for Clean Transportation (ICCT) and Transport and Environment (T&E). See http://www.icsa-aviation.org
To meet the European Green Deal, new CO2 emission standards for Heavy-Duty-Vehicles (HDV) have been set. The amended Regulation EU-2019/1242 has a wider scope, covering not only lorries but also trailers. From 2030 on (semi-)trailers must reduce their emissions by 10%, even though trailers generally do not emit any CO2-emissions. But how can a trailer save CO2? To calculate emissions, the European Commission has developed VECTO, the Vehicle Energy Consumption Calculation TOol. It is a standardized framework designed to determine fuel consumption and CO2-emissions of HDVs. Analysis show that the two main focus points for CO2 reduction, based on VECTO, are weight reduction and improved aerodynamics. However, equipping trailers with aerodynamic devices or making them lighter isn’t straightforward. Trailers lead a rough life and the industry is adapted to the current trailer designs. Lightweight constructions might harm the lifetime of a trailer and trailers with protruding aerodynamic parts won’t fit on a train anymore. Besides, both solutions have a major influence on the vehicle (roll-over) stability and therefore safety. It is not that evident for a trailer manufacturer to design a (new) trailer that 1) fulfills the CO2 regulations, 2) complies with the constructional requirements and 3) remains safe and stable. This 3-step-approach is really missing for trailer manufacturers, and this is endorsed by Burgers Carrosserie: “How can we validate (upfront) that the trailer is still as “strong” and “safe” if we apply the weight reduction that shows sufficient CO2 saving in VECTO?”. The answer was simple, it isn’t. It is the aim of Trenergy to develop this 3-step approach with complementary simulation tools, where trailer manufacturers can validate their design(s) for CO2 Savings, Construction and Safety. It is intended to make the developed models/tools open source for the Logistic Industry.
