The great transformation: decarbonising Europeâ??s energy and transport systems

The euro-area crisis dominates the economic news. Yet, the world and Europe may face even more important challenges that will shape our lives and the lives of our children.World population is projected to increase to 9 billion or more by 2050. At the same time, current trends indicate an increase in living standards and a growing middle class around the world. These two mega-trends will have profound implications, and the way they are managed will be one of the key determinants of prosperity and peace in the decades or even centuries to come. A number of factors are important in this respect. More people and more income will increase the global demand for energy. Choosing the right sources of this energy will be one of the determining factors of global temperature. The continued reliance on fossil-fuel energy sources is one of the main factors behind the risk of significant global temperature increases. The internationally agreed goal of limiting the temperature rise to less than two degrees Celsius above pre-industrial levels appears increasingly illusory. Currently, fossil energy sources dominate many economic areas. For instance, our transport infrastructure is largely based on fossil fuels, and is thereby one of the main contributor of the carbon dioxide emissions that are linked to global temperature. Thinking about a decarbonisation strategy is therefore a key challenge with a global dimension. Economic growth in Europe will be affected by the costs of this transition from the current energy and transport system. A smooth transition towards a low-carbon energy and transport system could come at comparatively modest cost. Furthermore, identifying the most economically beneficial solutions early on and becoming a global technology leader and standard setter offers vast opportunities for exports and economic growth. Hence, our decarbonisation strategy may eventually have a greater impact on long-term European growth than the current economic crisis. Bruegel is contributing to this debate with this report, which is based on research that received funding from the Fuel Cell and Hydrogen Joint Undertaking. The authors argue carefully that to make decarbonisation growth friendly, a consistent policy approach is needed. Policy intervention appears indispensable as the energy and transport system is so based around and locked-in into an incumbent technology. Overcoming this lock-in is crucial. The report makes three main proposals. First, the scope, geographical coverage and duration of carbon pricing should be extended. By setting a higher carbon price, incentives for developing and investing in new low-carbon technologies are created. Second, temporary consortia for new infrastructure to solve early-phase market failures could be put in place. This is discussed using the example of hydrogen vehicles. Lastly and importantly, an open and public transition model is needed so that second-best transport solutions do not get a head start that afterwardscannot be reversed. The technological, economic and political challenge ahead is vast. But choosing the right decarbonisaton strategy offers huge economic, environmental and societal benefits. We should not overlook this debate because of the euro crisis.

The great transformation: decarbonising Europe’s energy and transport systems. Bruegel Blueprint 16, February 2012

Foreword. The euro-area crisis dominates the economic news. Yet, the world and Europe may face even more important challenges that will shape our lives and the lives of our children.World population is projected to increase to 9 billion or more by 2050. At the same time, current trends indicate an increase in living standards and a growing middle class around the world. These two mega-trends will have profound implications, and the way they are managed will be one of the key determinants of prosperity and peace in the decades or even centuries to come. A number of factors are important in this respect. More people and more income will increase the global demand for energy. Choosing the right sources of this energy will be one of the determining factors of global temperature. The continued reliance on fossil-fuel energy sources is one of the main factors behind the risk of significant global temperature increases. The internationally agreed goal of limiting the temperature rise to less than two degrees Celsius above pre-industrial levels appears increasingly illusory. Currently, fossil energy sources dominate many economic areas. For instance, our transport infrastructure is largely based on fossil fuels, and is thereby one of the main contributor of the carbon dioxide emissions that are linked to global temperature. Thinking about a decarbonisation strategy is therefore a key challenge with a global dimension. Economic growth in Europe will be affected by the costs of this transition from the current energy and transport system. A smooth transition towards a low-carbon energy and transport system could come at comparatively modest cost. Furthermore, identifying the most economically beneficial solutions early on and becoming a global technology leader and standard setter offers vast opportunities for exports and economic growth. Hence, our decarbonisation strategy may eventually have a greater impact on long-term European growth than the current economic crisis. Bruegel is contributing to this debate with this report, which is based on research that received funding from the Fuel Cell and Hydrogen Joint Undertaking. The authors argue carefully that to make decarbonisation growth friendly, a consistent policy approach is needed. Policy intervention appears indispensable as the energy and transport system is so based around and locked-in into an incumbent technology. Overcoming this lock-in is crucial. The report makes three main proposals. First, the scope, geographical coverage and duration of carbon pricing should be extended. By setting a higher carbon price, incentives for developing and investing in new low-carbon technologies are created. Second, temporary consortia for new infrastructure to solve early-phase market failures could be put in place. This is discussed using the example of hydrogen vehicles. Lastly and importantly, an open and public transition model is needed so that second-best transport solutions do not get a head start that afterwards cannot be reversed. The technological, economic and political challenge ahead is vast. But choosing the right decarbonisaton strategy offers huge economic, environmental and societal benefits. We should not overlook this debate because of the euro crisis

О взаимодействии карбазолилтиирана с карбоновыми кислотами

Изучено взаимодействие карбазолилтиирана с карбоновыми (уксусной, акриловой, метакриловой) и дикарбоновыми (адипиновой, себациновой, фталевой) кислотами. Показано, что основными продуктами взаимодействия являются олигомеры. С избытком уксусной кислоты, наряду с олигомером, выделен также продукт присоединения уксусной кислоты к карбазолилтиирану, идентифицированный как 2-меркапто-3-(9`-карбазолил)-1-ацетокси-пропан. Найдены условия получения всех олигомерных продуктов, изучены их свойства, показаны возможности применения

Effects of metallurgical chemistry and service conditions on the oxidation limited life time of FeCrAl-based components

FeCrAl alloys are high temperature structural materials with ever increasing technological importance, because in the temperature range of 900-1300°C their resistance against environmental attack exceeds that of other metallic materials. This is due to the formation of a protective alumina scale on the surface of FeCrAl-alloys during high temperature service. During exposure at elevated temperatures, the major life limiting factor for FeCrAl alloys is the depletion of the alloy Al-content. In the present work a number of commercial and model alloys have been studied with respect to the lifetime oxidation behaviour. The experimentally determined lifetimes were compared with those calculated based on the available lifetime prediction model. Analytical studies were performed on oxidised alloys using a range of surface analysis techniques to elucidate the oxidation mechanisms as a function of exposure time and temperature. The results demonstrate the importance of the minor alloying chemistry for scale growth rate and adherence and consequently for the service life of FeCrAl-based components. The observed differences in oxidation rates between the studied commercial materials and even between different batches of one commercial alloy have been found to originate from the interaction of typical minor alloying additions of the reactive elements, such as Y, La, Ti, Zr and Hf with typical alloy impurities of carbon and nitrogen. A major finding was that for this reason, the optimum oxidation resistance can not be achieved by one reactive element addition, but rather by a combination of the latter. The exact amounts, type and distribution of the reactive elements must be carefully selected depending on the particular alloy application

Effects of metallurgical chemistry and service conditions on the oxidation limited life time of FeCrAl-based components

FeCrAl alloys are high temperature structural materials with ever increasing technological importance, because in the temperature range of 900-1300°C their resistance against environmental attack exceeds that of other metallic materials. This is due to the formation of a protective alumina scale on the surface of FeCrAl-alloys during high temperature service. During exposure at elevated temperatures, the major life limiting factor for FeCrAl alloys is the depletion of the alloy Al-content. In the present work a number of commercial and model alloys have been studied with respect to the lifetime oxidation behaviour. The experimentally determined lifetimes were compared with those calculated based on the available lifetime prediction model. Analytical studies were performed on oxidised alloys using a range of surface analysis techniques to elucidate the oxidation mechanisms as a function of exposure time and temperature. The results demonstrate the importance of the minor alloying chemistry for scale growth rate and adherence and consequently for the service life of FeCrAl-based components. The observed differences in oxidation rates between the studied commercial materials and even between different batches of one commercial alloy have been found to originate from the interaction of typical minor alloying additions of the reactive elements, such as Y, La, Ti, Zr and Hf with typical alloy impurities of carbon and nitrogen. A major finding was that for this reason, the optimum oxidation resistance can not be achieved by one reactive element addition, but rather by a combination of the latter. The exact amounts, type and distribution of the reactive elements must be carefully selected depending on the particular alloy application

Комплексне відновлювальне лікування при переломах дистального метаепіфіза плечової кістки

Proceeding from the analysis of clinical results of treating 20 patients with fractures in the distal metaepiphysis of the humerus (type C by AO classification), the authors worked out a program for complex restorative treatment. All the patients underwent an operation of combined osteosynthesis within a period from a few hours to two days since the moment of injury. The complex restorative treatment consists of 4 periods: 1st – preoperative, 2nd – an early mobilization of the elbow joint, 3rd – a late mobilization of the elbow joint, and 4th – outpatient restorative treatment. An average follow-up period lasted 38.5 months (from 12 to 48 months). A period of fixation with a rod device for external fixation with a ball hinge averaged 5.5 weeks (from 4 to 6 weeks). According to the Mayo clinic scale, the results were assessed as excellent in 14 patients (70%) and good in 6 (30%) an average score being 95 (from 85 to 100 points).Авторами статьи на основании анализа клинических результатов лечения 20 пациентов с переломами дистального метаэпифиза плечевой кости типа С (по классификации АО) разработана программа комплексного восстановительного лечения. Всем пациентам в сроки от нескольких часов до двух суток с момента травмы выполнена операция комбинированного остеосинтеза. Комплексное восстановительное лечение состоит из четырех периодов: первого — предоперационного, второго — ранней мобилизации локтевого сустава, третьего — поздней мобилизации локтевого сустава и четвертого — амбулаторного восстановительного лечения. Средняя длительность диспансерного наблюдения составила 38,5 мес (от 12 до 48 мес). Средний срок фиксации стержневым аппаратом внешней фиксации с шаровым шарниром составил 5,5 недели (от 4 до 6 недель). По шкале клиники Мейо результаты оценены как отличные у 14 (70%) пациентов и хорошие — у 6 (30%) (средний балл 95 (от 85 до 100).Авторами статті на підставі аналізу клінічних результатів лікування 20 хворих з переломами дистального метаепіфіза плечової кістки типу С (за класифікацією АО) розроблено програму комплексного відновлювального лікування. Всім хворим у терміни від декількох годин до двох діб з часу травми виконано операцію комбінованого остеосинтезу. Комплексне відновлювальне лікування складається з чотирьох періодів: першого — передопераційного, другого — ранньої мобілізації ліктьового суглоба, третього — пізньої мобілізації ліктьового суглоба та четвертого — амбулаторного відновлювального лікування. Середня тривалість диспансерного нагляду становила 38,5 міс. (від 12 до 48 міс). Середній термін фіксації в стержньовому апараті зовнішньої фіксації з шаровим шарніром склав 5,5 тижня (від 4 до 6 тижнів). За шкалою клініки Мейо результати оцінено як відмінні у 14 (70 %) хворих та добрі — у 6 (30 %), (середній бал 95 (від 85 до 100)

Effects of metallurgical chemistry and service conditions on the oxidation limited life time of FeCr-Al-based components

FeCrAl alloys are high temperature structural materials with ever increasing technological importance, because in the temperature range of 900-1300°C their resistance against environmental attack exceeds that of other metallic materials . This is due to the formation of a protective alumina scale an the surface of FeCrAl-alloys during high temperature service. During exposure at elevated temperatures, the major life limiting factor for FeCrAl alloys is the depletion of the alloy Al-content. In the present work a number of commercial and model alloys have been studied with respect to the lifetime oxidation behaviour . The experimentally determined lifetimes were compared with those calculated based an the available lifetime prediction model. Analytical studies were performed an oxidised alloys using a range of surface analysis techniques to elucidate the oxidation mechanisms as a function of exposure time and temperature. The results demonstrate the importance of the minor alloying chemistry for scale growth rate and adherence and consequently for the service life of FeCrAl-based components . The observed differences in oxidation rates between the studied commercial materials and even between different batches of one commercial alloy have been found to originate from the interaction of typical minor alloying additions of the reactive elements, such as Y, La, Ti, Zr and Hf with typical alloy impurities of carbon and nitrogen. A major finding was that for this reason, the optimum oxidation resistance can not be achieved by one reactive element addition, but rather by a combination of the latter. The exact amounts, type and distribution of the reactive elements must be carefully selected depending an the particular alloy application

Сучасний стан ортопедичної допомоги хворим на ревматоїдний артрит з ураженням суглобів кистей

The article contains the basoc statistical data about the spread of rheumatic diseases and rheumatic arthritis in particular. A review of the modern approaches to orthopaedic treatment of patients having rheumatoid arthritis with deformities of the hand, which are the most typical ones for this disease, is made.В статье представлены основные статистические сведения о распространенности ревматических заболеваний и, в частности, ревматоидного артрита. Проведен обзор современных подходов к ортопедическому лечению больных ревматоидным артритом с различными наиболее типичными для этого заболевания деформациями кистей.У статті наведено основні статистичні відомості щодо розповсюдженості ревматичних захворювань і, зокрема, ревматоїдного артриту. Проведено огляд підходів до ортопедичного лікування хворих на ревматоїдний артрит з різними, найбільш типовими для цього захворювання деформаціями кистей

Determining the load on a body of the gondola car with unloading hoppers under the basic operating modes

The object of research is the processes of occurrence, perception, and redistribution of loads in the supporting structure of a gondola car with unloading hoppers. In order to increase the carrying capacity of the gondola car, and accordingly the profitability of railroad transportation, it has been proposed to improve its structure. This improvement implies the installation of unloading hoppers in its middle part. According to preliminary calculations, the use of unloading hoppers could increase the usable volume of the body by 2.82 m3. At the same time, the carrying capacity of the car would increase by 3.8 tons. Accordingly, the axial load on the wheelsets would increase. It is possible to solve this issue by using wheelsets with increased axial load in bogies. As part of the research, a mathematical modeling of the vertical dynamics of the gondola car during its movement in the empty and loaded states of the rail track was carried out. It was established that the movement of the car is evaluated as "excellent". The calculation of the strength of the gondola car body under the main operational load modes was carried out. The stability of the car's equilibrium was determined, and its modal analysis was also carried out. The peculiarity of the results within the framework of the study is that the proposed improvement could be implemented not only when designing a new car structure but also during modernization. The area of practical application of the results is the machine-building industry, in particular, railroad transport. The conditions for the practical application of the research results are compliance with the axial load within the permissible values. The research reported here will contribute to improving the technical and economic indicators of cars, as well as increasing the profitability of railroad transportatio