The tremendous growth in the transportation sector as a result of changes in our ways of transport and a rise in the level of prosperity was reflected directly by the intensification of energy needs. Thus, electric vehicles (EV) have been produced to minimise the energy consumption of conventional vehicles. Although the EV motor is more efficient than the internal combustion engine, the well to wheel (WTW) efficiency should be investigated in terms of determining the overall energy efficiency. In simple words, this study will try to answer the basic question – is the electric car really energy efficient compared with ICE-powered vehicles? This study investigates the WTW efficiency of conventional internal combustion engine vehicles ICEVs (gasoline, diesel), compressed natural gas vehicles (CNGV) and EVs. The results show that power plant efficiency has a significant consequence on WTW efficiency. The total WTW efficiency of gasoline ICEV ranges between 11–27 %, diesel ICEV ranges from 25 % to 37 % and CNGV ranges from 12 % to 22 %. The EV fed by a natural gas power plant shows the highest WTW efficiency which ranges from 13 % to 31 %. While the EV supplied by coal-fired and diesel power plants have approximately the same WTW efficiency ranging between 13 % to 27 % and 12 % to 25 %, respectively. If renewable energy is used, the losses will drop significantly and the overall efficiency for electric cars will be around 40–70% depending on the source and the location of the renewable energy systems.

The negative consequences of toxic emissions from internal combustion engines, energy security, climate change, and energy costs have led to a growing demand for clean power sources in the automotive industry. The development of eco-friendly vehicle technologies, such as electric and hydrogen vehicles, has increased. This article investigates whether hydrogen vehicles will replace electric vehicles in the future. The results showed that fuel-cell cars are unlikely to compete with electric cars. This is due to the advancements in electric vehicles and charging infrastructure, which are becoming more cost-effective and efficient. Additionally, the technical progress in battery electric vehicles (BEVs) is expected to reduce the market share of fuel-cell electric vehicles (FCEVs) in passenger vehicles. However, significant investments have been made in hydrogen cars. Many ongoing investments seem to follow the sunk cost fallacy, where decision-makers continue to invest in an unprofitable project due to their already invested resources. Furthermore, even with megawatt charging, fuel-cell trucks cost more than battery-powered electric trucks. The use cases for fuel-cell electric trucks are also much more limited, as their running expenses are higher compared to electric cars. Hydrogen vehicles may be beneficial for heavy transport in remote areas. However, it remains to be seen if niche markets are large enough to support fuel-cell electric truck commercialization and economies of scale. In summary, we believe that hydrogen vehicles will not replace electric cars and trucks, at least before 2050.

Building energy assessment software/programs use various assumptions and types of thermal comfort models to forecast energy consumption. This paper compares the results of using two major thermal comfort models (adaptive thermal comfort and the predicted mean vote (PMV) adjusted by the expectancy factor) to examine their influence on the prediction of the energy consumption for several full-scale housing experimental modules constructed on the campus of the University of Newcastle, Australia. Four test modules integrating a variety of walling types (insulated cavity brick (InsCB), cavity brick (CB), insulated reverse brick veneer (InsRBV), and insulated brick veneer (InsBV)) were used for comparing the time necessary for cooling and heating to maintain internal thermal comfort for both models. This research paper exhibits the benefits of adopting the adaptive thermal model for building structures. It shows the effectiveness of this model in helping to reduce energy consumption, increasing the thermal comfort level for the buildings, and therefore reducing greenhouse emissions.

The rising usage of carbon and glass fibers has raised awareness of scrap management options. Every year, tons of composite scrap containing precious carbon and glass fibers accumulate from numerous sectors. It is necessary to recycle them efficiently, without harming the environment. Pyrolysis seems to be a realistic and promising approach, not only for efficient recovery, but also for high-quality fiber production. In this paper, the essential characteristics of the pyrolysis process, their influence on fiber characteristics, and the use of recovered fibers in the creation of a new composite are highlighted. Pyrolysis, like any other recycling process, has several drawbacks, the most problematic of which is the probability of char development on the resultant fiber surface. Due to the char, the mechanical characteristics of the recovered fibers may decrease substantially. Chemically treating and post-heating the fibers both help to reduce char formation, but only to a limited degree. Thus, it was important to identify the material cost reductions that may be achieved using recovered carbon fibers as structural reinforcement, as well as the manufacture of high-value products using recycled carbon fibers on a large scale. Recycled fibers are cheaper than virgin fibers, but they inherently vary from them as well. This has hampered the entry of recycled fiber into the virgin fiber industry. Based on cost and performance, the task of the current study was to modify the material in such a way that virgin fiber was replaced with recycled fiber. In order to successfully modify the recycling process, a regulated optimum temperature and residence duration in post-pyrolysis were advantageous.

Green hydrogen is becoming an increasingly important energy supply source worldwide. The great potential for the use of hydrogen as a sustainable energy source makes it an attractive energy carrier. In this paper, we discuss the potential of producing green hydrogen in Jordan. Aqaba, located in the south of Jordan, was selected to study the potential for producing green hydrogen, due to its proximity to a water source (i.e., the Red Sea). Two models were created for two electrolyzer types using MATLAB. The investigated electrolyzers were alkaline water (ALK) and polymeric electrolyte membrane (PEM) electrolyzers. The first model was used to compare the required capacity of the PV solar system using ALK and PEM from 2022 to 2025, depending on the learning curves for the development of these technologies. In addition, this model was used to predict the total investment costs for the investigated electrolyzers. Then, a techno-economic model was constructed to predict the feasibility of using this technology, by comparing the use of a PV system and grid electricity as sources for the production of hydrogen. The net present value (NPV) and levelized cost of hydrogen (LCOH) were used as indicators for both models. The environmental effect, according to the reduction of CO₂ emissions, was also taken into account. The annual production of hydrogen was 70.956 million kg. The rate of hydrogen production was 19.3 kg/s and 1783 kg/s for ALK and PEM electrolyzers, respectively. The LCOH was 4.42 USD/kg and 3.13 USD/kg when applying electricity from the grid and generated by the PV system, respectively. The payback period to cover the capital cost of the PV system was 11 years of the project life, with a NPV of USD 441.95 million. Moreover, CO₂ emissions can be reduced by 3042 tons/year by using the PV as a generation source, instead of fossil fuels to generate electricity. The annual savings, with respect to the reduction of CO₂ emissions, was USD 120,135.