AI-driven optimization approaches of metal–organic frameworks for enhanced methane delivery

The widespread adoption of conditionally autonomous vehicles has rendered it imperative for China to regulate them within the criminal law framework. Confronted with challenges including the determination of criminal liability subjects, the assessment of subjective fault, and the delineation of causal relationships, the traditional model for identifying criminal liability in conventional vehicle cases is no longer applicable to autonomous vehicles, as autonomous driving systems cannot qualify as subjects of criminal liability. Drawing on the theory of objective imputation, the principle of reliance, and the objectives of industry development and legal regulation, this paper positively identifies the criminal liability of producers across the production and circulation stages, categorizes the duty of care for drivers into pre-driving and in-driving phases, and emphasizes the need to restrict such duties. From the perspective of criminal liability exemption, it negatively limits the scope of liability for relevant subjects by examining various potential natural or man-made exceptional circumstances. This approach achieves the dynamic transfer and multi-layered control of risks associated with conditionally autonomous vehicles between drivers and producers, ensuring the reasonable distribution of criminal liability among all stakeholders.

To explore the evolutionary dynamics of green product markets under bounded rationality, this study develops a tripartite evolutionary game model involving the government, passenger vehicle enterprises, and consumers, using China’s new energy vehicle (NEV) market as a case study. By integrating system dynamics with real-world data and policies, the paper simulates strategy evolution paths and identifies equilibrium conditions. The results show a unique evolutionarily stable strategy: the government refrains from regulation, enterprises actively produce NEVs, and consumers actively purchase green products. The government’s strategy is primarily influenced by enterprises, while enterprises’ strategy is mainly driven by consumers. Numerical analysis reveals that when the premium payment ratio of green products (price difference relative to conventional vehicles) is controlled between 27.27% and 31.82%, the market evolves most rapidly toward the ideal equilibrium. Furthermore, when the additional positive benefit ratio of green consumption falls below 36.36%, market formation and development are severely hindered; raising this ratio to 40.91% yields significant promotion effects, beyond which marginal benefits diminish. These findings provide quantitative benchmarks for policy design and strategic decision-making to foster self-sustaining green product markets.

Abstract - The Automatic Rain Operated Wiper is an innovative system designed to enhance vehicle safety and driver convenience by automatically controlling the windshield wiper based on the presence of rain. In conventional vehicles, the driver must manually operate the wiper, which can cause distraction and delayed response during sudden rainfall. This project aims to eliminate manual intervention by using a rain detection sensor and an electronic control unit. The system primarily consists of a rain sensor, microcontroller, relay circuit, and wiper motor. The rain sensor detects water droplets on the windshield and sends signals to the microcontroller. Based on the intensity of rain, the controller activates the wiper motor and adjusts its speed automatically. When the rain stops, the system turns off the wiper, thus improving efficiency and reducing unnecessary operation. This project is cost-effective, reliable, and easy to install in vehicles. It enhances driving comfort, improves visibility during rain, and reduces driver workload. The automatic rain operated wiper system can be widely used in automobiles and can also be further developed by integrating features like speed control and automatic headlight activation. Keywords: Rain sensor, microcontroller, automation, windshield wiper, vehicle safety, smart system.

Abstract Electric vehicles (EVs) have become the focus of the whole world in the transition to sustainable transportation as a substitute to conventional vehicles with fuel. Electric mobility is being encouraged by the governments and automotive companies to minimize carbon emission, enhance air quality, and curb reliance on fossilized fuels. Nevertheless, introduction of electric vehicles in most of the developing nations especially in Tier-2 cities in India is still comparatively low owing to various economical, technological and infrastructural hurdles. The paper will review obstacles and consumer willingness to the EV adoption in the city of Jalandhar through psychological, financial, infrastructural, and social factors that predispose consumer attitudes and buying intentions. A structured questionnaire survey was conducted using the primary data collected on 158 respondents who lived in Jalandhar. Statistical analysis was applied to the data collected by using the statistical methods such as descriptive analysis, percentage analysis, chi-square tests, correlation analysis, and regression analysis. Those findings show that despite all the environmental and economic advantages of electric vehicles, the issues of short driving range, battery life, cost of initial purchase and the availability of chargers still influence the choice of adopting an electric vehicle. The results indicate that the development of charging infrastructure and financial incentives are significant factors to enhance consumer preparedness. The paper can offer useful lessons to policymakers, urban planners, and EV manufacturers to develop policies that expedite the adoption of electric vehicles in Tier-2 cities and enable them to switch to sustainable transportation systems. Keywords: Electric vehicles, EV adoption, consumer readiness, charging infrastructure, range anxiety, financial barriers, Tier-2 cities.

The environmental performance of vehicle electrification depends critically on the extent to which electric vehicles (EV) actually replace conventional vehicles (CV). Comparative life cycle assessment (LCA) studies typically rely on an idealized 1:1 displacement assumption, which lacks empirical validation and risks miscalculating environmental benefits. To quantify the realistic displacement effect, this study employs a quasi-experimental approach to estimate the displacement ratio induced by China’s “Dual-credit” policy. Using a firm-level panel dataset of 96 automakers from 2016 to 2023, we implement a continuous Difference-in-Differences model for EV and CV sales, jointly estimating them via Seemingly Unrelated Regressions to obtain the displacement ratio. The policy is found to have a significant asymmetric impact, promoting EV sales while suppressing CV sales. The benchmark results indicate a statistically significant displacement ratio of 88%, suggesting that each policy-induced EV sale displaces only 0.88 CVs. This deviation from unity implies a net market expansion rather than perfect substitution. This finding provides an empirically grounded correction parameter for LCA, suggesting that current evaluations relying on the default assumption may overestimate sustainability gains. Leveraging China’s experience, this research challenges the universal 1:1 assumption and demonstrates the necessity of integrating realistic market dynamics into engineering environmental evaluations. • The 1:1 displacement assumption in vehicle LCA studies is empirically challenged. • A continuous DID combined with SUR is employed to estimate displacement effects. • Dual-credit policy has a significant asymmetric impact on EV and CV. • Dual-credit policy yields a benchmark displacement ratio of 88% between EV and CV. • Impacts on comparative LCA of vehicles are analyzed and discussed.

Hydrocarbons, which are the primary constituents of crude petroleum and fuels such as diesel, are frequently introduced into the environment through oil spills, industrial discharges, and fuel leakages. Owing to their low solubility, chemical stability, and limited bioavailability, they impede natural attenuation processes, resulting in persistent contamination and the disruption of microbial ecosystems. In this study, 51 bacterial strains were isolated from the marine environment on a coastal island. These isolates were identified as species that have been previously reported to exhibit hydrocarbon-degrading abilities or other biotechnological attributes. A redox-based colorimetric assay was employed to preliminarily assess hydrocarbon and crude oil degradation. Six strains were identified that utilized hexadecane as a representative aliphatic hydrocarbon, while three strains demonstrated crude oil degradation. Among the tested strains, four isolates, specifically two Pseudomonas aeruginosa, one Acinetobacter oleivorans, and one Acinetobacter venetianus, exhibited outstanding degradation capabilities under challenging conditions, as confirmed by quantitative analysis. Additionally, strong emulsification activity and hexadecane-induced alkB1 expression further validated their functional roles in hydrocarbon degradation. Whole-genome sequencing further revealed the presence of key genes involved in alkane and aromatic compound catabolism as well as biosurfactant biosynthesis. This study highlights the significant potential of bacterial strains for applications in environmental bioremediation and industrial biotechnology.

Balancing multiple sustainability objectives in feedstock cultivation: a case of Pongamia pinnata in Australia.

Connected and automated vehicles (CAVs) indicate the future of human transportation. There will be a mix of conventional vehicles and CAVs sharing the roads for an extended period before CAVs completely replace all human-driven vehicles (HDVs). It is crucial to investigate how to optimize traffic efficiency across the entire network during this transitional phase. Introducing dedicated lanes (DLs) can be an effective approach. This study aims to provide a comprehensive review of existing studies on the deployment of dedicated CAV lanes. An analysis of the literature shows that there are three main groups of studies related to DLs for CAVs: one group focuses on the deployment of dedicated CAV lanes, the second explores the control policies for DLs for CAVs, and the third examines the impacts of implementing dedicated CAV lanes. The main findings of the analysis indicate that the deployment of DLs for CAVs can enhance traffic performance within a certain range of market penetration rates (MPRs), but this range varies slightly across different studies. It is also found that the MPR of CAVs plays a significant role in the deployment of DLs. It is not recommended to deploy DLs for CAVs if the MPRs are either too low or too high. In addition, the deployment plan of dedicated CAV lanes typically considers the influencing factors such as system cost, safety, environmental factors, and total travel time. This review provides an in-depth examination of DL deployment methodologies, evaluates their impact on traffic systems, and identifies key areas for future research.

Biofuels can help reduce dependence on petroleum-based fuels, and peanut oil is a potentially valuable biofuel source. This study estimates the carbon intensity (CI) of peanut oil production in Texas using the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model. Both the Argonne National Laboratory (ANL) and California (CA) versions of GREET were employed to calculate CI values across various scenarios. Six pathways were developed considering farming, transportation, oil extraction, and land use change processes. These scenarios varied based on peanut varieties (High Oil and Conventional Oil content), irrigation methods (irrigated or dryland), and locations (Stephenville, Dilley, and Vernon): (1) Stephenville Dryland var. High Oil, (2) Stephenville Fully Irrigated var. High Oil, (3) Vernon Limited Irrigated var. High Oil/Rye cover crop, (4) Vernon Limited Irrigated var. Conventional Oil, (5) Vernon Limited Irrigated var. Conventional Oil/Rye cover crop, (6) Dilley Fully Irrigated var. High Oil. The CI values of these scenarios were compared with those of soybean oil. According to the ANL-GREET model results, the highest CI was observed in the Dryland scenario, though it remains lower than that of soybean oil. The lowest CI was found in the Vernon Span 17 Rye Irrigated scenario. The CA-GREET model results indicated the lowest CI for Dilley and the highest for Stephenville Dryland. The high oil yield in Dilley (1.25 tons/acre) significantly reduced the CI compared to the yield in Stephenville Dryland (0.25 tons/acre). These findings suggest that peanut oil is a promising addition to the currently available biofuel options.

The Precaspian Basin, including its southeastern part, represents a unique oil and gas province with giant fields such as Tengiz and Kashagan, whose reserves are estimated in billions of tons. Despite extensive research in the region, questions regarding the genetic affiliation of oils and their paleoformation conditions require additional geochemical analyses of oil samples. To conduct a comprehensive geochemical characterization and genetic correlation of oils from the Emba region, with a focus on molecular marker analysis to reconstruct oil formation conditions seven oil samples were taken from various stratigraphic horizons. The study employed advanced analytical techniques gas chromatography (Agilent 7890B) for detailed analysis of n-alkanes and isoprenoids (pristane and phytane) and gas chromatography-mass spectrometry in selected ion monitoring mode m/z 191, 217 for terpane and sterane identification, respectively. Particular emphasis was placed on the computation of essential geochemical indices isoprenoid, hopane, and sterane isomerization ratios along with the generation of diagnostic plots. The results indicate a marine origin of the studied oils with dominant carbonate source rocks (C₂₇ steranes > 30%, C₂₉/C₃₀ hopanes > 1). Pr/Ph ratios (0.79–1.07) and elevated C₃₅ homohopanes suggest formation under reducing conditions. Thermal maturity parameters (Ts/(Ts+Tm) = 0.15–0.64; C₂₉ ββ/(αα+ββ) = 0.55–0.71) confirm that the samples were generated during the oil window. Genetic correlation grouped all samples into a single oil family of marine carbonate origin. The findings are practically significant for predicting analogous accumulations in the region.

Road accidents caused by driver fatigue and sudden medical emergencies remain a critical challenge in intelligent transportation systems. Conventional vehicle safety mechanisms such as airbags and seat belts operate only after a collision has occurred and do not provide proactive accident prevention. To address this limitation, this paper proposes an AI-Powered Driver Health Monitoring and Autonomous Rescue Vehicle System designed to detect driver drowsiness in real time and automatically initiate safety actions. The system employs computer vision techniques using OpenCV and facial landmark detection to compute the Eye Aspect Ratio (EAR) for continuous monitoring of eye closure patterns. When the EAR value falls below a predefined threshold for a sustained duration, the system identifies a drowsy state and triggers automated control signals to a simulated embedded platform. The vehicle motor is stopped, alert messages are displayed, and rescue mechanisms are activated to ensure safety. The proposed architecture integrates artificial intelligence with embedded system control, providing a cost-effective, non-intrusive, and real-time solution for accident prevention. Experimental validation demonstrates reliable fatigue detection with minimal response delay, confirming the feasibility of deploying AI-driven proactive safety systems in next-generation smart vehicles.

Reducing greenhouse gas emissions is one of the United Nations’ Sustainable Development Programme’s agendas, and net-zero emissions will be the ultimate objective by 2050. In this context, the use of biobased fuels, chemicals, and materials is being promoted globally, as biobased products emit fewer emissions. Lignin is a potent, abundantly available biobased material derived from plants. It is the by-product of the pulp and paper industry and the second-generation ethanol production process. Of lignin, only 2% is valorised to produce biobased products, and the rest, 98%, is burnt to produce heat and power for local use. Therefore, lignin is being explored as an alternative to bioasphalt in pavement engineering. Bioasphalt is a black, viscous material obtained from crude petroleum, which consequently leads to massive emissions. In order to achieve net-zero emissions, the International Renewable Energy Agency (IRENA) ‘s goal of stopping fossil fuel use by 2050. Therefore, bitumen will not be available by the year 2050. The finite availability of crude petroleum is also a cause for concern. It is reported that 85% of the bitumen consumed globally is used in pavement engineering, estimated at 100 million tons per year. Numerous studies show that bio-asphalt prepared by mixing lignin can achieve performance comparable to conventional asphalt in terms of fatigue, rutting resistance, and moisture susceptibility when properly formulated. In addition, its compatibility with warm mix asphalt results in lower production temperatures, lowering energy consumption and emissions during construction. Therefore, this review summarises the literature on the use of lignin as an alternative to bitumen in asphalt production, characterisation, and performance evaluation.

This study analyzes four alternative cycle configurations for the traditional vapor compression system used in conventional, hybrid, and electric vehicles, taking low-GWP alternatives for the substitution of R134a. These are cycle with an internal heat exchanger and thermostatic expansion valve (IHX + TEV); cycle with an internal heat exchanger and short tube (IHX + ST); cycle with an ejector (EC); and cycle with an ejector and internal heat exchanger (EC + IHX). Similarly, the energy, exergy, exergoeconomic, and environmental impact of these configurations were analyzed using synthetic refrigerants with a GWP of less than 150. The results indicate that, using the EC + IHX configuration, the COP for refrigerants R1234yf, R1234ze(E), R1243zf, and R516A is the highest, increasing by more than 20%. Using R1243zf in the EC configuration can reduce the total cost ratio compared to other refrigerants. On the other hand, the use of IHX cycle configurations with R444A and R445A decreases the exergy efficiency and increases the total cost ratio by up to 35% and 70%, respectively. Additionally, the Total Equivalent Warming Impact (TEWI) analysis showed reductions up to 20% for ejector cycle configurations using R1234ze(E), R1234yf, R1243zf, and R516A.

ABSTRACT The reduction of carbon dioxide emissions from the transport sector is central to global climate commitments and the achievement of the sustainable development goals, particularly SDG 9 industry innovation and infrastructure, SDG 11 sustainable cities and communities, and SDG 13 climate action. This study examines how changes in motor and electric vehicle production affect transport‐related CO 2 emissions through nonlinear efficiency channels across 24 major vehicle‐producing countries from 2010 to 2022. Gross fixed capital formation, globalization, urbanization, renewable energy consumption, and energy intensity are included as control variables. The analysis employs second‐generation panel econometric techniques, specifically nonlinear cross‐sectionally augmented ARDL models, to capture both short‐ and long‐run dynamics while accounting for cross‐country dependence and heterogeneity. The results reveal a U‐shaped relationship between conventional motor vehicle production and transport emissions. Emissions decline at lower production levels due to efficiency gains but rise again as scale effects dominate. Electric vehicle production also follows a U‐shaped pattern. Emissions initially increase during early production stages because of energy‐intensive manufacturing processes, but decline at higher production levels as learning effects, economies of scale, and greater reliance on renewable energy emerge. The findings suggest that transport decarbonization strategies should go beyond promoting electric vehicle production alone. Effective policies must integrate renewable electricity expansion, energy efficiency improvements, and targeted investment frameworks within vehicle manufacturing systems. Such coordinated approaches are essential to ensure that vehicle electrification delivers sustained emission reductions and supports progress toward SDG 9, SDG 11, and SDG 13.

The work is devoted to the study of distribution patterns of the organic carbon/sulfide sulfur ratio (C/S) in Upper Jurassic–Lower Cretaceous Black Shale Bazhenov Formation in Western Siberia. Possibilities of using this indicator to clarify the genesis of black shales are considered. It was revealed for the first time that rocks subjected to silicification in diagenesis are characterized by increased C/S values (5 ± 1), while a significant linear C/S relationship, characteristic of normal marine sediments, is retained. It has been confirmed that the catagenetic pyritization, transformation, and thermal degradation of organic matter reduce this indicator (often <2). Together with the dolomitization and kaolinitization, these processes provoke changes in the initial C and S concentrations and violation of the linear C/S relationship. It has been established that the Bazhenov Formation sections, in which the maturity degree of OM in rocks corresponds to the beginning of the main oil generation zone (Treservoir = 60–70°C, $$R_{{{\text{vt}}}}^{^\circ }$$ = 0.5–0.65) are characterized by a high linear C/S relationship (r = 0.75–0.9). Sections subjected to intense oil generation at the “oil window” stage (Treservoir = 90–120°C, $$R_{{{\text{vt}}}}^{^\circ }$$ = 0.85–1.15) lack the C/S correlation. It is shown that the C/S ratio serves as an effective criterion for identifying groups of black shales subjected to transformations at different stages of lithogenesis, assessing the transformation degree of the material composition of sections during the catagenesis, and rejecting significantly altered rocks from the analysis during paleoreconstructions.

Landfill fires pose a serious threat to the environment and public health worldwide, releasing a variety of pollutants into the atmosphere and water. This article presents the results of research on the environmental impact of a large-scale fire involving illegally stored chemical waste in Siemianowice Śląskie, southern Poland, which occurred on May 10, 2024. The fire, which covered an area of 5,000 m2, involved waste solvents, paints, and plastics, generating a smoke plume several kilometers high, visible from up to 30km away. The research focuses on the direct environmental impacts, particularly air and water pollution. The meteorological conditions during the incident, characterized by a diffuse high-pressure field and a temperature inversion at an altitude of 1,800-2,100m above sea level, significantly affected the dispersion of pollutants, initially preventing their vertical dispersion and then promoting horizontal spread. Particularly worrisome were the hazardous concentrations of highly toxic hydrogen cyanide, with the highest temporary concentration exceeding the background value by more than 1,500 times. Contaminated firefighting water entered nearby streams, necessitating the use of filter barriers to contain crude oil and petroleum products. Analysis of water samples revealed elevated levels of Kjeldahl nitrogen (21mg N/l), total nitrogen (21.48mg N/l), zinc (1.7mg/l), and copper (0.49mg/l), indicating significant contamination exceeding typical levels. These findings highlight the serious environmental risks posed by such incidents, emphasizing the need for effective waste management and emergency response strategies to mitigate widespread contamination and protect ecosystems.

Increasing urban populations and expanding city infrastructure are placing considerable pressure on existing transportation networks. Conventional vehicles powered by internal combustion engines contribute significantly to air pollution, energy consumption, and greenhouse gas emissions. As environmental concerns and traffic congestion continue to rise, the development of cleaner and more efficient mobility solutions has become increasingly important. Electric bicycles provide a practical approach to addressing these challenges by combining human-powered cycling with electrically assisted propulsion. This study focuses on the design, construction, and testing of an electric bicycle created by modifying a standard pedal bicycle with an electric propulsion system. The developed system incorporates a 24 V, 250 W DC gear motor, a rechargeable lithium-ion battery pack, a pulse width modulation (PWM) motor controller, and a handlebar-mounted throttle control unit. The primary objective of the project is to develop an economical and energy-efficient transportation alternative while preserving the original mechanical functionality of the bicycle. The modified bicycle operates under three distinct modes: manual pedaling mode, electric propulsion mode, and combined hybrid mode. Experimental evaluation shows that the system can achieve a top speed of approximately 25–30 km/h and can travel close to 40 km on a single battery charge under typical operating conditions. Mechanical power generated by the electric motor is transmitted to the rear wheel through a chain–sprocket drive mechanism, allowing effective torque transfer without affecting the existing pedal drivetrain. Additional protective elements such as a current-limiting fuse, manual power cutoff switch, and PWM-based motor regulation enhance operational safety and system reliability. The modular configuration of the conversion components enables installation on different bicycle frames with minimal modification. The results indicate that electric bicycle conversion systems can provide an affordable and environmentally responsible transportation option capable of reducing fuel consumption and lowering urban carbon emissions.

Acne vulgaris is highly prevalent and burdensome, yet conventional topical therapies are limited by poor stratum corneum penetration, follicular obstruction, low drug deposition at pilosebaceous targets, drug instability, local irritation/side effects, and variable patient adherence. This review synthesizes recent nanoformulation advances in the context of acne pathophysiology and the specific delivery barriers it creates. Lipid-based carriers (solid lipid nanocarriers (SLNs), nanostructured lipid carriers (NLCs), nanoemulsions(NEs)) and vesicular systems (liposomes, niosomes, transfersomes) can protect labile actives, enhance appendageal/follicular access, and modulate release to limit irritation, while polymeric platforms (micelles, microsponges, nanoparticles) further improve residence time and controlled delivery. Early clinical studies suggest improved lesion reduction and tolerability versus conventional vehicles; however, broader translation remains constrained by manufacturing reproducibility, scale-up, regulatory clarity, long-term safety evaluation, and cost-effectiveness. As forward-looking avenues, multifunctional co-delivery (e.g., retinoid with antibiotic/anti-inflammatory), energy-responsive adjuncts (photothermal or precision cryo as non-drug complements), and green, biodegradable materials are being explored to better tackle biological challenges such as hyperkeratinisation-related obstruction, biofilms, and irritation, while aligning with sustainability goals. Overall, nanoformulations offer a credible path to more effective, patient-centered topical acne therapy; realizing this potential will require rigorous, adequately powered clinical trials, standardized dermatopharmacokinetic endpoints, and quality-by-design scale-up to bridge laboratory promise to practice.

Indonesia’s limited fossil fuel reserves, coupled with increasing national energy demand, highlight the need for alternative and renewable fuel sources. Biomass-derived bio-oil produced through pyrolysis represents a promising solution that can both reduce dependence on petroleum-based fuels and mitigate environmental pollution from underutilized biomass waste. This study investigates the production of bio-oil from candlenut shells and coffee shells through pyrolysis at varying temperatures (250, 350, and 450°C), conducted with and without a NiCl2 catalyst. The bio-oil was characterized for yield, density, and viscosity. The highest bio-oil yields from non-catalytic pyrolysis were achieved at 450°C, amounting to 39.14% for candlenut shells and 41.80% for coffee shells. Catalytic pyrolysis using NiCl2 enhanced the bio-oil yield, producing up to 55.78% (candlenut shells at 450°C) and 58.05% (coffee shells at 350°C). Density measurements showed the highest values in catalytic pyrolysis at 250°C, while the lowest densities were observed in non-catalytic pyrolysis at 450°C. Viscosity followed a similar trend, decreasing with increasing temperature and the presence of the catalyst. FTIR analysis confirmed the presence of functional groups including C–O, C=O, C=C, C≡C, C–H, and O–H. Overall, this study demonstrates the potential of candlenut and coffee shell waste as feasible feedstocks for bio-oil production, offering alternative renewable energy sources for future applications.