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Dual-oxygen vacancy in defective Mo 2 TiC 2 O 2 can confine and enrich active *COH species, significantly promoting C–C bond coupling.
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Acetate is important in anaerobic metabolism of non-vegetated sediments but its role in salt marsh soils was not investigated thoroughly. Acetate concentrations, oxidation (C-14) and SO4(2-) reduction (S-35) were measured in S. alterniflora soils in NH and MA. Pore water from cores contained greater than 0.1 mM acetate and in some instances greater than 1.0 mM. Non-destructive samples contained less than 0.01 mM. Acetate was associated with roots and concentrations were highest during vegetative growth and varied with changes in plant physiology. Acetate turnover was very low whether whole core or slurry incubations were used. Radiotracers injected directly into soils yielded rates of SO4(2-) reduction and acetate oxidation not significantly different from core incubation techniques. Regardless of incubation method, acetate oxidation did not account for a significant percentage of SO4(2-) reduction. These results differ markedly from data for non-vegetated coastal sediments where acetate levels are low, oxidation rate constants are high and acetate oxidation rates greatly exceed rates of SO4(2-) reduction. The discrepancy between rates of acetate oxidation and SO4(2-) reduction in marsh soils may be due either to the utilization of substrates other than acetate by SO4(2-) reducers or artifacts associated with measurements of organic utilization by rhizosphere bacteria.
The HSR sonic boom technology program includes a goal of reducing the objectionable aspects of sonic boom. Earlier HSCT sonic boom studies considered achieving significant sonic boom reduction by the use of arrow-wing planforms and detailed shaping of the airplane to produce shaped waveforms (non N-waves) at the ground. While these design efforts were largely successful, the added risk and cost of the airplanes were judged to be unacceptable. The objective of the current work is to explore smaller configuration refinements that could lead to reduced sonic boom impact, within design and operational constraints. A somewhat modest target of 10% reduction in sonic boom maximum overpressure was selected to minimize the effect on the configuration performance. This work was a joint NASA/Industry effort, utilizing the respective strengths of team members at Boeing, NASA Langley, and NASA Ames. The approach used was to first explore a wide range of modifications and airplane characteristics for their effects on sonic boom and drag, using classical Modified Linear Theory (MLT) methods. CFD methods were then used to verify promising, modifications and to analyze modifications for which the MLT methods were not appropriate. The tea m produced a list of configuration changes with their effects on sonic boom and, in some cases, an estimate of the drag penalty. The most promising modifications were applied to produce a boom-softened derivative of the baseline Boeing High Speed Civil Transport (HSCT) configuration. This boom-softened configuration was analyzed in detail for the reduce sonic boom impact and also for the effect of the configuration modifications on drag, weight, and overall performance relative to the baseline.
Preliminary human acceptability studies of sonic booms indicate that supersonic flight is unlikely to be acceptable even at noise levels significantly below 1994 low boom designs (reference 1, p. 288). Further, these low boom designs represent considerable changes to baseline configurations, and changes translate into additional effort and uncertain structural weight penalties that may provide no annoyance benefit, increasing the risk of including low boom technology. Since over land sonic boom designs were so risky (and yet the acceptability studies highlight how annoying sonic booms are), boom softening studies were undertaken to reduce the boom of baseline configurations using minor modifications that would not significantly change the designs. The goal of this work is to reduce boom levels over water. Even though Concorde over water boom has not been found to have any adverse environmental impact, boom levels for baseline HSCT designs are 50% higher in overpressure than the Concorde (due to a doubling in configuration weight with only a 50% increase in length),
During its first five months of operations, the Langmuir Probe on the Floating Potential Probe (FPP) obtained data on ionospheric electron densities and temperatures in the ISS orbit. In this paper, the algorithms for data reduction are presented, and comparisons are made of FPP data with ground-based ionosonde and Incoherent Scattering Radar (ISR) results. Implications for ISS operations are detailed, and the need for a permanent FPP on ISS is examined.
2,2’-Bis(4-dimethylaminophenyl)- and 2,2'-dicyclohexyl-1,1',3,3'-tetramethyl-2,2',3,3'-tetrahydro-2,2'-bibenzo[ d ]imidazole ((N-DMBI) 2 and (Cyc-DMBI) 2 ) are quite strong reductants with effective potentials of ca. −2 V vs ferrocenium/ferrocene, yet are relatively stable to air due to the coupling of redox and bond-breaking processes. Here, we examine their use in accomplishing electron transfer-induced bond-cleavage reactions, specifically dehalogenations. The dimers reduce halides that have reduction potentials less cathodic than ca. −2 V vs ferrocenium/ferrocene, especially under UV photoexcitation (using a 365 nm LED). In the case of benzyl halides, the products are bibenzyl derivatives, whereas aryl halides are reduced to the corresponding arenes. The potentials of the halides that can be reduced in this way, quantum-chemical calculations, and steady-state and transient absorption spectroscopy suggest that UV irradiation accelerates the reactions via cleavage of the dimers to the corresponding radical monomers.
The potential of principal components as a pipeline data reduction technique for thematic mapper data was assessed and principal components analysis and its transformation as a noise reduction technique was examined. Two primary factors were considered: (1) how might data reduction and noise reduction using the principal components transformation affect the extraction of accurate spectral classifications; and (2) what are the real savings in terms of computer processing and storage costs of using reduced data over the full 7-band TM complement. An area in central Pennsylvania was chosen for a study area. The image data for the project were collected using the Earth Resources Laboratory's thematic mapper simulator (TMS) instrument.
Nitrogen-doped carbon materials are promising metal-free catalysts for the electrochemical oxygen reduction reaction (ORR). A better theoretical understanding on the nature of the active site(s) would help further optimization of their ORR activity. Although quantum mechanical calculations have been widely employed to elucidate the active sites over various catalysts, these calculations are typically done assuming constantcharge conditions rather than the experimentally relevant constant-potential conditions. In this study, we employ the double-reference method to simulate the energetics of the ORR over pure and N-doped carbon materials under constant-potential conditions. We demonstrate that constant-potential calculations enable more accurate theoretical predictions, comparing well with existing experiments. Our key findings are (1) the zigzag edge of pure graphite is highly active for ORR, (2) the pyridinic N-doped armchair edge is highly active for ORR in alkaline media but not in acid, and (3) graphitic N can donate electrons to pyridinic N to enhance the ORR activity. Furthermore, these fundamental insights provide guidelines for the design of better carbonbased ORR catalysts.
This paper highlights the technology development of two flow control concepts for aircraft drag reduction. The NASA Environmentally Responsible Aviation (ERA) project worked with Boeing to demonstrate these two concepts on a specially outfitted Boeing 757 ecoDemonstrator during the spring of 2015. The first flow control concept used Active Flow Control (AFC) to delay flow separation on a highly deflected rudder and increase the side force that it generates. This may enable a smaller vertical tail to provide the control authority needed in the event of an engine failure during takeoff and landing, while still operating in a conventional manner over the rest of the flight envelope. Thirty-one sweeping jet AFC actuators were installed and successfully flight-tested on the vertical tail of the 757 ecoDemonstrator. Pilot feedback, flow cone visualization, and analysis of the flight test data confirmed that the AFC is effective, as a smoother flight and enhanced rudder control authority were reported. The second flow control concept is the Insect Accretion Mitigation (IAM) innovation where surfaces were engineered to mitigate insect residue adhesion on a wing's leading edge. This is necessary because something as small as an insect residue on the leading edge of a laminar flow wing design can cause turbulent wedges that interrupt laminar flow, resulting in an increase in drag and fuel use. Several non-stick coatings were developed by NASA and applied to panels that were mounted on the leading edge of the wing of the 757 ecoDemonstrator. The performance of the coated surfaces was measured and validated by the reduction in the number of bug adhesions relative to uncoated control panels flown simultaneously. Both flow control concepts (i.e., sweeping jet actuators and non-stick coatings) for drag reduction were the culmination of several years of development, from wind tunnel tests to flight tests, and produced valuable data for the advancement of modern aircraft designs. The ERA systems analysis studies performed by NASA indicated that AFC-enhanced vertical tail could produce approximately 0.9% drag reduction for a large twin aisle aircraft and IAM coatings could enable approximately 1.2% drag reduction recovery for a potential total drag reduction of approximately 3.3% for a single aisle aircraft with a natural laminar flow (NLF) wing design.
Aluminosilicate clay minerals are often a major component of soils and sediments and many of these clays contain structural Fe (e.g., smectites and illites). Structural Fe(III) in smectite clays is redox active and can be reduced to Fe(II) by biotic and abiotic processes. Fe(II)-bearing minerals such as magnetite and green rust can reduce Hg(II) to Hg(0); however, the ability of other environmentally relevant Fe(II) phases, such as structural Fe(II) in smectite clays, to reduce Hg(II) is largely undetermined. We conducted experiments examining the potential for reduction of Hg(II) by smectite clay minerals containing 0–25 wt% Fe. Fe(III) in the clays (SYn-1 synthetic mica-montmorillonite, SWy-2 montmorillonite, NAu-1 and NAu-2 nontronite, and a nontronite from Cheney, Washington (CWN)) was reduced to Fe(II) using the citrate-bicarbonate-dithionite method. Experiments were initiated by adding 500 µM Hg(II) to reduced clay suspensions (4 g clay L−1) buffered at pH 7.2 in 20 mM 3-morpholinopropane-1-sulfonic acid (MOPS). The potential for Hg(II) reduction in the presence of chloride (0–10 mM) and at pH 5–9 was examined in the presence of reduced NAu-1. Analysis of the samples by Hg LIII-edge X-ray absorption fine structure (XAFS) spectroscopy indicated little to no reduction of Hg(II) by SYn-1 (0% Fe), while reduction of Hg(II) to Hg(0) was observed in the presence of reduced SWy-2, NAu-1, NAu-2, and CWN (2.8–24.8% Fe). Hg(II) was reduced to Hg(0) by NAu-1 at all pH and chloride concentrations examined. These results suggest that Fe(II)-bearing smectite clays may contribute to Hg(II) reduction in suboxic/anoxic soils and sediments.
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A series of electron and proton transfer reactions are carried out in photosynthetic reaction centers that convert the energy of light into high energy reduced products and add to the proton gradient. All photosynthetic reaction centers (photosystems I, II, and different bacterial reaction centers (bRCs)) have their charge separating cofactors arranged with two, c 2 -symmetric paths from a primary donor to a terminal acceptor. In Type II reaction centers (PSII and bRCs), electrons utilize only one active branch. In bRCs the electron transfer occurs in the A branch from the excited state of the bacteriochlorophyll (BChl) dimer P 860 through BChl A , bacteriopheophytin A (BPh A ), to ubiquinone Q A , and then to the B-branch Q B . B-branch BChl B and BPh B do not participate. A similar path is found in PSII. These proteins challenge our understanding of how proteins can turn on or turn off the activity of bound ligands. The shift of the electrochemical midpoint potential (E m ) of each cofactor by the protein environment is calculated using continuum electrostatics within the Multi-Conformation Continuum Electrostatic (MCCE) program. In bRCs from Rhodobacter sphaeroides, the electrostatic potentials favor reduction of the active branch cofactors. The residues that contribute to a more positive potential on the A branch are identified. These are often distant from the cofactors. The large difference of the potential at the competing BChls may direct the electron transfer to the A branch. Residues TyrM210 and PheL181 are at symmetrical positions on the A and B branches, near P 860 , between BChl A and BChl B . Mutated bRCs, that swap the Tyr and Phe (YF mutant), have been shown to support some electron transfer to the B-branch cofactors. Here, the calculated E m s with the YF swap show more positive B-branch potentials, which help explain why there is now electron transfer along the B branch.
Diesel-powered vehicles emit several times more nitrogen oxides than comparable gasoline-powered vehicles, leading to ambient nitrogen dioxide (NO2) pollution and adverse health impacts. The COVID-19 pandemic and ensuing changes in emissions provide a natural experiment to test whether NO2 reductions have been starker in regions of Europe with larger diesel passenger vehicle shares. Here we use a semi-empirical approach that combines in-situ NO2 observations from urban areas and an atmospheric composition model within a machine learning algorithm to estimate business-as-usual NO2 during the first wave of the COVID-19 pandemic in 2020. These estimates account for the moderating influences of meteorology, chemistry, and traffic. Comparing the observed NO2 concentrations against business-as-usual estimates indicates that diesel passenger vehicle shares played a major role in the magnitude of NO2 reductions. European cities with the five largest shares of diesel passenger vehicles experienced NO2 reductions ∼ 2.5 times larger than cities with the five smallest diesel shares. Extending our methods to a cohort of non-European cities reveals that NO2 reductions in these cities were generally smaller than reductions in European cities, which was expected given their small diesel shares. We identify potential factors such as the deterioration of engine controls associated with older diesel vehicles to explain spread in the relationship between cities’ shares of diesel vehicles and changes in NO2 during the pandemic. Our results provide a glimpse of potential NO2 reductions that could accompany future deliberate efforts to phase out or remove passenger vehicles from cities.
Experimental investigations of the effects of swirling the jet exhausts of small turbofan and turbojet engines have indicated significant progress towards predicting and attaining substantial jet noise abatement with minimum thrust losses in large aircraft engines. Systematic variations of the important swirl vane and swirling flow parameters were conducted to determine their effects on jet noise reduction and engine performance. Since swirling flow becomes more effective in reducing jet noise as the density and temperature gradients increase, the significant trends in noise reduction and engine performance that were established by these parametric studies could be projected into potentially greater reductions of sound pressure levels with minimum thrust losses by controlled swirling of the jets of high thrust engines. The density and temperature gradients in the jet exhausts of high thrust engines are larger by comparison with gradients in small engines.
Quantifying how well Nature-based Solutions can offset anthropogenic climate change impacts is important for adaptation planning, but has rarely been done. Here we show that a widely-applied Nature-based Solution in South Africa – invasive alien tree clearing – reduces the impact of anthropogenic climate change on drought streamflow. Using a multi-model joint-attribution of climate and landscape-vegetation states during the 2015–2017 Cape Town “Day Zero” drought, we find that anthropogenic climate change reduced streamflow by 12–29% relative to a counterfactual world with anthropogenic emissions removed. This impact on streamflow was larger than corresponding reductions in rainfall (7–15%) and reference evapotranspiration (1.7–2%). Clearing invasive alien trees could have ameliorated streamflow reductions by 3–16% points for moderate invasions levels. Preventing further invasive alien tree spread avoided potential additional reductions of 10–27% points. Total clearing could not have offset the anthropogenic climate change impact completely. Invasive alien tree clearing is an important form of catchment restoration for managing changing hydroclimatic risk, but will need to be combined with other adaptation options as climate change accelerates.
This study is investigating the potential for reductive separation of technetium-99 (Tc) from off-gas condensate generated from vitrification of legacy tank waste at the Hanford Tank Waste Treatment and Immobilization Plant. Management of Tc is a high-priority activity for the U.S. Department of Energy (DOE) Office of Environmental Management (EM) complex, which must be addressed based on knowledge gaps and technology development needs outlined in the DOE-EM Technetium Management Program Plan [1]. Technetium is one of the main risk drivers in the permanent disposal of low activity waste (LAW) by vitrification at the Hanford Site due to its high volatility and only fractional incorporation into borosilicate glass. Volatilized Tc will be captured by an off-gas treatment system, and the current plan is to continuously recycle generated condensate back to the LAW glass melter feed. Off-gas recycling is effective at increasing Tc loading in the LAW glass, but it also disproportionately increases concentrations of sulfate, halides, and other volatile compounds impeding overall LAW processing leading to significantly greater waste glass volume requirements. Removal of Tc from secondary liquid waste offers an alternative disposal route to continuous off-gas recycling which may result in significant reduction of the volumes of LAW waste glass and substantial cost savings. The objective of this research funded by the DOE-EM Minority Serving Institutions Partnership Program (MSIPP) is to determine the suitability of zero valent iron (ZVI) as a separation technology to remove Tc from the off-gas condensate stream to minimize its recycle. While ZVI has been proposed for various remediation applications with Tc, it has not been studied for its suitability for removing Tc from the LAW off-gas condensate. The goal is to identify the optimal conditions for which Tc{sup (VII)} will be reduced to Tc{sup (IV)} species and incorporated into an iron matrix. This paper presents a programmatic overview of our evaluation of commercial ZVI materials for their efficiency towards Tc{sup (VII)} reductive removal from simplified off-gas simulant solutions under aerobic conditions. Tc concentrations in solutions were monitored for up to 30 days to determine efficiency and kinetics of reductive removal of Tc. The best performing candidate materials were selected for further experiments evaluating the effects of (1) variable ionic strength, (2) the presence of chromium and corrosive anions, and (3) ZVI aging on Tc{sup (VII)} reductive removal in batch experiments. (authors)