The invention describes carbon fibers which are produced on the basis of different process chains from CO2. These include routes through natural resources such as algal biomass to produce carbon fiber precursors such as PAN from CO2, as well as the purely synthetic route via the Fischer-Tropsch synthesis, which is also used to make CO2 carbon fiber precursors. In this way, CO2 from anthropogenic origin is to be converted into a solid aggregate state of carbon fiber, which can be disposed of at the end of its life cycle, after being used as highly valuable building material for industry and man, for the construction of buildings and vehicles. These processes produce by-products such as biodiesel and nutrients that generate added value. The production volumes of the resulting substances should be controllable by combining the methods presented here. Some of these processes alone have no long-term climate relevance because of the high costs, but in the initial phase of such a development with the help of carbon dioxide certificates or socio-political necessities they are able to quickly show that carbon fiber building materials can be produced which by themselves are made from CO2 and at least have the quality to be used in the construction sector and for example are feasible to replace steel, in that the paradigm of todays material production being CO2-positive, can be turned into the opposite. If the processes—which have the disadvantage of large-area consumption on the one hand and the of the lack of energy efficiency in the longer term on the other—can be coupled, they have the potential to support each other. By combining the methods, land use and costs can be adjusted to current regional economic performance based on the material paradigm of the future of carbon-negative production of carbon fibers, also depending on the current evolution of CO2 emission allowance prices. The invention has the desired effect in climate policy that high-tech technology transfer can take place into the currently disadvantaged regions of the world, which promotes the economic performance of today's disadvantaged regions and in particular creates the urgently needed jobs in these regions.

A method for recovering hydrogen which is capable of efficiently recovering high concentration hydrogen gas by adsorbing and removing hydrocarbon gas such as carbon dioxide from biomass pyrolysis gas under a relatively low pressure, and also capable of storing the recovered high concentration hydrogen gas, preferably, in a cartridge type container that can be used as is as a hydrogen storing container for an apparatus equipped with a fuel cell. The method includes a first purifying stare of purifying biomass pyrolysis gas and a second purifying stage of purifying the obtained purified gas under a pressure equal to or less than the pressure in the first purifying stage to recover gas that contains hydrogen, and further includes a hydrogen storing stage of feeding the gas containing hydrogen recovered in the second purifying stage into the container filled with a hydrogen storage alloy and storing high purity hydrogen.

A hydrogen fuel vaporiser (218) is shown for vaporising cryogenically-stored hydrogen fuel prior to injection into a gas turbine engine. The vaporiser (218) comprises a fuel offtake (301) configured and arranged to divert a portion of hydrogen fuel from a main fuel conduit (217), a burner (303) configured and arranged to burn the portion of hydrogen fuel diverted from the main fuel conduit (217), and a heat exchanger configured and arranged to transfer heat produced by the burner to hydrogen fuel in the main fuel conduit (217).

A direct injection fuel system is shown for injecting hydrogen fuel into a gas turbine combustor. The fuel injection system includes a plurality of fuel injector blocks. Each fuel injector block includes a fuel admission duct having an inlet for receiving hydrogen fuel from a fuel supply, an outlet for delivering hydrogen fuel into the combustor and a central axis extending from said inlet to said outlet. Each fuel injector block also includes an air admission duct located around the periphery of the fuel admission duct, having an inlet for receiving air from a diffuser and an outlet for delivering air into the combustor for mixing with the hydrogen fuel.

A complex cycle gas turbine engine (103) for an aircraft with hydrogen fuel supply. The gas turbine engine comprises, in fluid flow series, a core gas turbine (105) and a recuperator (701) for heating hydrogen fuel prior to combustion by turbine exhaust products.

A direct fuel injection system (206) is shown for injecting hydrogen fuel into a gas turbine combustor, the fuel injection system comprising a plurality of fuel injector blocks (1202). Each fuel injector block includes one or more air admission ducts (1603) for receiving air from a diffuser and an air outlet for delivering air into a mixing zone for combustion with fuel. Each fuel injector block also includes a fuel admission duct or aperture having a fuel inlet for receiving fuel (F) from a manifold, and a fuel outlet for delivering fuel into the mixing zone.

Methods and apparatus to operate a gas turbine engine with hydrogen gas are disclosed. An example combustor nozzle apparatus of a gas turbine engine includes a first circuit to transport a blend of hydrogen gas, inert gas, and/or other combustible gas from a supply to a gas turbine combustor, the blend of hydrogen gas, inert gas, and/or other combustible gas including between 100% hydrogen gas, 100% inert gas, or 100% other combustible gas, a second circuit to transport water from the supply to the gas turbine combustor, and a nozzle tip. The nozzle tip includes a first outlet in connection with the second circuit to provide the water to the gas turbine combustor, and a second outlet in connection with the first circuit, the second outlet concentrically positioned within the first outlet to provide the blend of hydrogen gas, inert gas, and/or other combustible gas to the gas turbine combustor.

A multipurpose fuel composition is disclosed which contains a petroleum derived jet fuel component and a renewable jet fuel component, wherein the multipurpose fuel composition has a freezing point of −40° C. or below, and an exemplary cetane number more than 40, preferably more than 45, more preferably more than 50.

An aviation fuel composition is disclosed, containing 50-95 vol-% of petroleum-derived jet fuel component, and 5-50 vol-% of renewable middle distillate component. The fuel composition has a viscosity of 12 mm2/s or below at −40° C., 10 mm2/s or below at −30° C., and 8 mm2/s or below at −20° C., as measured in accordance with an EN ISO 3104 (1996) standard. A method for producing the aviation fuel composition is also disclosed. The method containing mixing the petroleum derived jet fuel component and the renewable middle distillate component to obtain the aviation fuel composition, such that the petroleum-derived jet fuel component and the renewable middle distillate component are mixed together in an amount containing 5-50 vol-% of renewable middle distillate component and about 50-95 vol-% of petroleum-derived jet fuel component.

A method, an apparatus, and a system for treating a waste in a vehicle. The waste is received from a lavatory in a waste tank through a waste input port connected to the lavatory in the vehicle. Anaerobic bacteria are introduced into the waste such that anaerobic digestion occurs to breakdown a biodegradable material in the waste in the waste tank.