Effects of Dietary Distillers Dried Grains with Solubles and Soybean Meal on Extruded Pellet Characteristics and Growth Responses of Juvenile Yellow Perch

A 126-d feeding trial was performed to investigate graded combinations of distillers dried grains with solubles (DDGS) and soybean meal (SBM) in diets formulated for yellow perch Perca flavescens. Six experimental diets contained DDGS and SBM at 0 and 31.5% (dry matter basis), respectively (0/31.5 diet), 10 and 26% (10/26), 20 and 20.5% (20/20.5), 30 and 15% (30/15), 40 and 9.5% (40/9.5), and 50 and 4% (50/4) to obtain similar levels of crude protein (mean ± SE = 30.1 ± 0.2%), crude lipid (16.7 ± 0.7%), and digestible energy (13.5 ± 0.2 kJ/g). Fourteen fish (initial individual weight = 19.1 ± 0.5 g) were randomly selected and stocked into each of twenty-four 110-L tanks (4 replicate tanks/diet). Common biological and mechanical filter systems were used to recirculate the water and maintain similar water quality. Fish that received the 40/9.5 diet exhibited the highest apparent absolute weight gain and percent weight gain, while fish that were fed the 10/26, 20/20.5, 30/15, and 40/9.5 diets exhibited similar absolute weight gain. Fish that were given the 20/20.5, 30/15, and 40/9.5 diets also exhibited similar percent weight gain. Fulton’s condition factor and apparent protein digestibility were significantly lower and higher, respectively, for fish that received the 50/4 diet than for all other treatment groups. Crude protein and crude lipid levels in muscle samples did not significantly differ among treatment groups. Results indicated that yellow perch can utilize DDGS plus SBM at a combined inclusion level of up to 49.5% without negative effects on growth. The mechanical strength and color of the extruded pellets were related to the level of DDGS plus SBM in the feed blends. Hepatosomatic indices were correlated with pellet color, while protein digestibility decreased with increasing pellet strength

Comparing Alternative Jet Fuel Dependencies Between Combustors of Different Size and Mixing Approaches

13-C-AJFF-UD-024This is an open access article under the terms of the Creative Commons Attribution 4.0 International (CC BY 4.0) license https://creativecommons.org/licenses/by/4.0/. Please cite this article as: Boehm RC, Colborn JG and Heyne JS (2021) Comparing Alternative Jet Fuel Dependencies Between Combustors of Different Size and Mixing Approaches. Front. Energy Res. 9:701901. doi: 10.3389/fenrg.2021.701901Analyses used to reveal fuel dependencies on lean blow out and ignition at specific operating conditions in specific combustors show inconsistent trends with each other. Such variety is however consistent with the occurrence of transitions between the governing physical phenomena as the ratios between evaporation, mixing, or chemical time scales with their respective residence times also vary with specific operating conditions and combustor geometry. It is demonstrated here that the fuel dependencies on LBO in a large, single-cup, swirl-stabilized, rich-quench-lean combustor varies with operating conditions such that a feature importance match is attained to fuel dependencies observed in a much smaller combustor at one end of the tested range, while a qualitative match to fuel dependencies observed in a lean, premixed, swirler-stabilized combustor of comparable size at the other end of the tested range. The same reference combustor, when tested at cold conditions, is shown to exhibit similar fuel dependencies on ignition performance as the much smaller combustor, when tested at both cold and warm conditions. The practical significance of these findings is that a reference rig, such as the Referee Rig, can capture fuel performance trends of proprietary industry combustors by tailoring the inlet air and fuel temperatures of the tests. It is, therefore, a trustworthy surrogate for screening and evaluating sustainable aviation fuel candidates, reducing the dependency on proprietary industrial combustors for this purpose, thereby increasing transparency within the evaluation process while also expediting the process and reducing cost and fuel volume

Data-Driven Analysis of Departure Procedures for Aviation Noise Mitigation

13-C-AJFF-GIT-054This is an open access article under the terms of the Creative Commons Attribution 4.0 International (CC BY 4.0) license https://creativecommons.org/licenses/by/4.0/. The paper first appeared in Engineering Proceedings. Citation: Bhanpato, J.; Puranik, T.G.; Mavris, D.N. Data-Driven Analysis of Departure Procedures for Aviation Noise Mitigation. Eng. Proc. 2021, 13, 2. https://doi.org/10.3390/ engproc2021013002The mitigation of aviation environmental effects is one of the key requirements for sustainable aviation growth. Among various mitigation strategies, Noise Abatement Departure Procedures (NADPs) are a popular and effective measure undertaken by several operators. However, a large variation in departure procedures is observed in real operations. This study demonstrates the use of OpenSky ADS-B departure data for comparison and quantification of the differences in trajectories and the resulting community noise impact between real-world operations and NADPs. Trajectory comparison is accomplished in order to gain insights into the similarity between NADPs and real-world procedures. Clustering algorithms are employed to identify representative departure procedures, enabling efficient high-fidelity noise modeling. Finally, noise results are compared in order to quantify the difference in environmental impacts arising from variability in real-world trajectories. The methodology developed enables more efficient and accurate environmental analyses, thereby laying the foundation for future impact assessment and mitigation efforts

Effects of Demand-Side Restrictions on High-Deforestation Palm Oil in Europe on Deforestation and Emissions in Indonesia

13-C-AJFF-PU-29, 36This is an open access article under the terms of the Creative Commons Attribution 4.0 International (CC BY 4.0) license https://creativecommons.org/licenses/by/4.0/. Please cite this article as:Jonah Busch et al 2022 Environ. Res. Lett. 17 014035. https://doi.org/10.1088/1748-9326/ac435eDemand-side restrictions on high-deforestation commodities are expanding as a climate policy, but their impact on reducing tropical deforestation and emissions has yet to be quantified. Here we model the effects of demand-side restrictions on high-deforestation palm oil in Europe on deforestation and emissions in Indonesia. We do so by integrating a model of global trade with a spatially explicit model of land-use change in Indonesia. We estimate a European ban on high-deforestation palm oil from 2000 to 2015 would have led to a 8.9% global price premium on low-deforestation palm oil, resulting in 21 374 ha yr 121 (1.60%) less deforestation and 21.1 million tCO2 yr 121 (1.91%) less emissions from deforestation in Indonesia relative to what occurred. A hypothetical Indonesia-wide carbon price would have achieved equivalent emission reductions at $0.81/tCO2. Impacts of a ban are small because: 52% of Europe\u2019s imports of high-deforestation palm oil would have shifted to non-participating countries; the price elasticity of supply of high-deforestation oil palm cropland is small (0.13); and conversion to oil palm was responsible for only 32% of deforestation in Indonesia. If demand-side restrictions succeed in substantially reducing deforestation, it is likely to be through non-price pathways

Lessons from the removal of lead from gasoline for controlling other environmental pollutants: A case study from New Zealand

<p>Abstract</p> <p>Background</p> <p>It took over two decades to achieve the removal of leaded gasoline in this country. This was despite international evidence and original research conducted in New Zealand on the harm to child cognitive function and behaviour from lead exposure.</p> <p>Objective</p> <p>To identify lessons from the New Zealand experience of removing leaded gasoline that are potentially relevant to the control of other environmental pollutants.</p> <p>Discussion</p> <p>From the available documentation, we suggest a number of reasons for the slow policy response to the leaded gasoline hazard. These include: (1) industry power in the form of successful lobbying by the lead additive supplier, Associated Octel; (2) the absence of the precautionary principle as part of risk management policy; and (3) weak policymaking machinery that included: (a) the poor use of health research evidence (from both NZ and internationally), as well as limited use of expertise in academic and non-governmental organisations; (b) lack of personnel competent in addressing technically complex issues; and (c) diffusion of responsibility among government agencies.</p> <p>Conclusion</p> <p>There is a need for a stronger precautionary approach by policymakers when considering environmental pollutants. Politicians, officials and health workers need to strengthen policymaking processes and effectively counter the industry tactics used to delay regulatory responses.</p

Policy making under uncertainty in electric vehicle demand

The introduction of electric vehicles (EVs) into the passenger vehicle market has, in recent years, become viewed as a primary solution to the significant carbon dioxide emissions attributed to personal mobility. Moreover, EVs offer a means by which energy diversification and efficiency can be improved compared to the current system. The UK government and European Commission have played an active role in steering the development and market introduction of EVs. However, a great deal of uncertainty remains regarding the effectiveness of these policies and the viability of EV technology in the mainstream automotive market. This paper investigates the prevalence of uncertainty concerning the demand for EVs. This is achieved through the application of a conceptual framework that assesses the locations of uncertainty. UK and EU documents are assessed through a review of the published policy alongside contributions from academia to determine how uncertainty has been reduced. This assessment offers insights to decision makers in this area by evaluating the work done to date through a landscape analysis. Results have identified six different locations of uncertainty covering: consumer, policy, infrastructure, technical, economic and social issues

Lengthening of maize maturity time is not a widespread climate change adaptation strategy in the US Midwest

Increasing temperatures in the US Midwest are projected to reduce maize yields because warmer temperatures hasten reproductive development and, as a result, shorten the grain fill period. However, there is widespread expectation that farmers will mitigate projected yield losses by planting longer season hybrids that lengthen the grain fill period. Here, we ask: (a) how current hybrid maturity length relates to thermal availability of the local climate, and (b) if farmers are shifting to longer season hybrids in response to a warming climate. To address these questions, we used county‐level Pioneer brand hybrid sales (Corteva Agriscience) across 17 years and 650 counties in 10 Midwest states (IA, IL, IN, MI, MN, MO, ND, OH, SD, and WI). Northern counties were shown to select hybrid maturities with growing degree day (GDD°C) requirements more closely related to the environmentally available GDD compared to central and southern counties. This measure, termed “thermal overlap,” ranged from complete 106% in northern counties to a mere 63% in southern counties. The relationship between thermal overlap and latitude was fit using split‐line regression and a breakpoint of 42.8°N was identified. Over the 17‐years, hybrid maturities shortened across the majority of the Midwest with only a minority of counties lengthening in select northern and southern areas. The annual change in maturity ranged from −5.4 to 4.1 GDD year−1 with a median of −0.9 GDD year−1. The shortening of hybrid maturity contrasts with widespread expectations of hybrid maturity aligning with magnitude of warming. Factors other than thermal availability appear to more strongly impact farmer decision‐making such as the benefit of shorter maturity hybrids on grain drying costs, direct delivery to ethanol biorefineries, field operability, labor constraints, and crop genetics availability. Prediction of hybrid choice under future climate scenarios must include climatic factors, physiological‐genetic attributes, socio‐economic, and operational constraints

Experimental Verification of Principal Losses in a Regulatory Particulate Matter Emissions Sampling System for Aircraft Turbine Engines

13-C-AJFF-MST-004This is an open access article under the terms of the Creative Commons Attribution-Noncommercial-No Derivatives License, which permits use and distribution in any medium, provided the original work is properly cited, the use is non-commercial and no modifications or adaptations are made.To cite this article: D. B. Kittelson, J. Swanson, M. Aldridge, R. A. Giannelli, J. S. Kinsey, J. A. Stevens, D. S. Liscinsky, D. Hagen, C. Leggett, K. Stephens, B. Hoffman, R. Howard, R. W. Frazee, W. Silvis, T. McArthur, P. Lobo, S. Achterberg, M. Trueblood, K. Thomson, L. Wolff, K. Cerully, T. Onasch, R. Miake-Lye, A. Freedman, W. Bachalo & G. Payne (2022) Experimental verification of principal losses in a regulatory particulate matter emissions sampling system for aircraft turbine engines, Aerosol Science and Technology, 56:1, 63-74, DOI: 10.1080/02786826.2021.1971152A sampling system for measuring emissions of nonvolatile particulate matter (nvPM) from aircraft gas turbine engines has been developed to replace the use of smoke number and is used for international regulatory purposes. This sampling system can be up to 35m in length. The sampling system length in addition to the volatile particle remover (VPR) and other sampling system components lead to substantial particle losses, which are a function of the particle size distribution, ranging from 50 to 90% for particle number concentrations and 10-50% for particle mass concentrations. The particle size distribution is dependent on engine technology, operating point, and fuel composition. Any nvPM emissions measurement bias caused by the sampling system will lead to unrepresentative emissions measurements which limit the method as a universal metric. Hence, a method to estimate size dependent sampling system losses using the system parameters and the measured mass and number concentrations was also developed (SAE 2017; SAE 2019). An assessment of the particle losses in two principal components used in ARP6481 (SAE 2019) was conducted during the VAriable Response In Aircraft nvPM Testing (VARIAnT) 2 campaign. Measurements were made on the 25-meter sample line portion of the system using multiple, well characterized particle sizing instruments to obtain the penetration efficiencies. An agreement of +/-15% was obtained between the measured and the ARP6481 method penetrations for the 25-meter sample line portion of the system. Measurements of VPR penetration efficiency were also made to verify its performance for aviation nvPM number. The research also demonstrated the difficulty of making system loss measurements and substantiates the E-31 decision to predict rather than measure system losses

Alternative Transportation Energy

Transportation energy issues are moving to the forefront of the public consciousness in the U.S. and particularly California, and gaining increasing attention from legislators and regulators. The three principal concerns motivating interest in transportation energy are urban air quality, oil dependence, and the threat of global warming. Transportation fuels are a principal contributor to each of these. The transportation sector, mostly motor vehicles, contributes roughly half the urban air pollutants, almost one-third of the carbon dioxide, and consumes over 60% of all petroleum