i

Proceedings of
The 4th UK - Japan
Engineering Education League
WorkshopAugust 5-8, 2016

Tokyo Institute of Technology
Ookayama Campus, Tokyo

Sponsored by
Eight-University Engineering Association,
Tokyo Institute of Technology’s Three Graduate Schools of Engineering,Multidisciplinary International Student Workshop (MISW) Committee,
Human Assets Promotion Project for Innovative Education and Research (HAPPIER)

http://www.eng.titech.ac.jp/english/event/ukjworkshop4th.html
https://www.facebook.com/UKJEEL/
ii

Welcome to The 4th UK – Japan Engineering Education League 2016
Foreword by Imperial College London Professor Roderick Smith
The year 2013 marked the 150th anniversary of the so-called Choshu Five starting their study at
University College in London. When these young men returned to Japan, they formed the core of
the Japanese Government in the Meiji Restoration period which marked the beginning of Japan’s
rapid development from an isolated nation to one of the world’s foremost technological powers. The
many events held to celebrate this anniversary led to interactions between members of leading
universities in Japan and the UK, and discussions on how we might better benefit from sharing our
experience of teaching and research in engineering.
These discussion led to the formation of the UK-Japan Engineering Education League at Tokyo
Tech in March 2014, where it held its first symposium, followed by a second meeting at UCL in
London in September 2014. The purpose of these first two meeting was for senior members of theleading engineering Universities in Japan to explore ways in which interactions might happen inorder to exchange information and best practices in engineering education and to promote education
through research.
These start-up activities led to a third meeting held in Oxford in September 2015 with a very
specific title, Materials Under Extreme Conditions: Effects of Temperature, High Strain Rate and
Irradiation. This meeting was deliberately aimed at research students who met to share their passion
for research in the convivial surroundings of Pembroke College. Both the technical and social
interactions between the students from both the UK and Japan were enjoyable and fruitful: we hope
they will lead to lifelong professional interactions between the young students involved.
This current meeting has us returning to Tokyo Tech, again with the emphasis on research students
but this time from a wide range of research areas, who will meet to describe their own researchthrough short presentations and posters. Additionally they will explore the topic of Mega Cities for
the Future and work in teams to develop what we hope will be futuristic and stimulating ideas.
Further integration will take place on a technical tour, group working to develop ideas and, ofcourse, during informal lunches and dinners. Meanwhile senior colleague will discuss where andhow we will meet in the future.
Can I take this opportunity to thank our host on this occasion, Tokyo Tech, and to express the hopethat all will enjoy the opportunities for meaningful international interactions.

Professor Roderick A Smith
Imperial College London July 2016iii

Welcome to The 4th UK – Japan Engineering Education League 2016
Foreword by Dean of the School of Engineering, Tokyo Tech Professor Kikuo Kishimoto
On behalf of the three Graduate Schools of Engineering at the Tokyo Institute of Technology andthe workshop co-chairman, I would like to extend a warm welcome to all workshop participants.
This is the fourth meeting where faculty/students from British and Japanese universities have
convened to engage in academic discourse on research and education under the framework of the
UK-Japan Engineering Education League (UKJEEL) and the second time it is taking place at Tokyo
Tech. This year, the workshop is proud to host a number of students and faculty from the across theUK, Europe, and Asia.
The workshop is divided into different tracks for faculty and doctoral students. The theme of thedoctoral student symposium is Mega Cities for the Future. As the global population continues togrow and move into urban areas, mega cities such as Tokyo and London, in particular, are the firstto experience the immediate effects. To enhance research discussions between students we are also
holding a joint session with the Multi-disciplinary International Student Workshop (MISW) on
August 8th to discuss solutions to these pressing topics across disciplines. It is my sincerest hopethat the UKJEEL will continue to both serve as a means of cross-cultural information exchange andtrigger new innovations across many fields.
The faculty development program this year is organized under the Human Assets Promotion Projectfor Innovative Education and Research (HAPPIER). By facilitating faculty development, we expectthat these connections will anchor future research and educational collaborations between our
institutions under the UKJEEL banner. This continued search for solutions to pressing matters aswell as “developing global human resources par excellence through pioneering research” has beenat the core of Tokyo Tech’s mission for the past 135 years.
Participants this year will begin by attending a reception hosted by the British Embassy in Tokyo.
Throughout the workshop, students will engage in group-work, presenting their collaborative efforts
and findings at the end of the session. During this year’s conference, all participants will also havethe opportunity to go on an excursion to the Tomioka Silk Mill World Heritage Site in Gunma. The
silk mill is a historical symbol of Japan’s early industrial development and was a cornerstone that
led to key industries upon which Japan rapidly modernized. Students will have this unique chance
to see a side of Japan outside the capital through a culturally and historically educational activity.
In addition to the student presentations and faculty development program, we are pleased towelcome Professor Roderick Smith of Imperial College London to give a keynote presentation on
Global Sustainability. I would also like to extend my sincerest
gratitude to the Eight-University Engineering Association for theirfinancial contribution that has enabled this year’s workshop.
My best wishes for a successful workshop,

Kikuo Kishimoto
Dean, School of Environment and Society
Dean, Graduate School of Engineering/School of Engineeringiv

Conference Organizing Committee
Conference Chairs
Kikuo Kishimoto
Tokyo Tech Professor & School of Environment and Society/Engineering Dean

Roderick Smith
Imperial College London Professor & Past President of the Institution of Mechanical Engineers

Program Committee
Chair Shigeki Nakagawa Professor, Dept. of Electrical and Electronic Engineering
Masahiro Miyauchi Professor, Dept. of Materials Science and Engineering
Jeffrey S. Cross

Professor, Dept. of Transdisciplinary Science and Engineering

Akinori Nishihara Adjunct Professor at Human Assets Promotion Project for Innovative
Education and Research (HAPPIER)
Michael Norton

Adjunct Professor, Dept. of Transdisciplinary Science and Engineering

David B. Stewart

Adjunct Professor at Human Assets Promotion Project for Innovative
Education and Research (HAPPIER)

Kaori Iguchi

Workshop Secretariat and Staff in International Engineering
Cooperation Officev

Kenta Yaegashi

Summer Intern

Akira Yamada

Professor, Dept. of Electrical and Electronic Engineering

Jiro Takemura

Associate Professor, Dept. of Civil and Environmental EngineeringConference Participants
UK FACULTY
Name (First,
Last)

Title/ Dept.

UNIVERSITY /COLLEGE

Alan J.
MurphyAssociate Dean (Science and Engineering)

Newcastle University

Professor, School of Mechanical and Aerospace
Engineering
Professor, School of Engineering and Materials
Science

Queen's University ofBelfastBrian Falzon
Wen Wang
FauzanAdzimanRoderick
Smith
JAPAN FACULTY
Name (First,
Last)

Xinuzhu Gu
Azril Haniz
Yuki Minamoto
Tatsuya Ibuki
Tetsuo Kodera
Masao Yamagishi
Michito Yoshizawa
Hiroshi Tamura

Queen Mary University

Lecturer, Department of Engineering Science

University of Oxford

Professor, Mechanical Engineering

Imperial College London

Title/ Dept.

Assistant Prof., Dept. of Industrial Engineering andEconomics
Lecturer, Dept. of Trandisciplinary Science andEngineering
Assistant Prof., Dept. of Mechano-Aerospace
Engineering
Assistant Prof., Dept. of Systems & Control Engineering
Associate Prof., Dept. of Electrical & Electronic
Engineering
Assistant Prof., Dept. of Information & Communications
Engineering
Associate Prof., Dept. of Environmental ChemistryEngineering
Assistant Prof., Dept. of Civil & Environmental
Engineering

James Cannon

Associate Prof., Faculty of Engineering

Daisuke Sano

Assistant Prof., Division of Environmental Engineering

Taro Uematsu

Assistant Prof., Division of Applied Chemistry

Norihiko Nishizawa

Professor, Dept. of Quantum Engineering

Yoshiko Miura

Professor, Dept. of Chemical Engineering

Yuzuru Sato

Project Professor, Course of Metallurgy

Stephane Yu
Matsushita

Assistant Prof., Dept. of Physics

UNIVERSITYTokyo Tech
Tokyo Tech
Tokyo Tech
Tokyo Tech
Tokyo Tech
Tokyo Tech
Tokyo Tech
Tokyo Tech
KyushuUniversity
Hokkaido
University
Osaka
University
NagoyaUniversity
KyushuUniversity
TohokuUniversity
TohokuUniversityviTable of Contents
3… Foreword by Professor Roderick Smith
4… Foreword by Professor Kikuo Kishimoto
5… Conference Organizing Committee
6…Conference Participants
7… Table of Contents
8… Campus Map
9-10 … Schedule11-12… Bus Schedule13-14… Student Groups
15-16… Faculty Development
17… Keynote Lecture
18-19... Student Abstract Table of Contents
Student Abstractsvii

Tokyo Institute of Technology Campus Map

Keynote 1
Topic of Speech
Bus Stop:
Aug 5th- 17:00,
Aug 6th - 8:30

WB: West Building 9
MISW and sessions on Monday

Tokyu Ookayama
Station

MB: Main Building (‘HonKan’ in Japanese)
3rd or 4th Floor

viii

Schedule
Students
Faculty
Joint

5th Aug. (Fri.)
Rm.345 (3F@Main Bldg)

Rm.410 (4F@Main Bldg)

Meetup @Shinagawa Pr.Hotel travel to Tokyo Techwith Prof. R. Smith

8:30

8:30

9:00

9:00

9:30

9:30

6th Aug. (Sat.)

7th Aug. (Sun.)Bus Excursion

Faculty Free

Depart from Tokyo Tech
w/ English-speaking Tour Guide

Registration

10:00

Opening Session (chairs K.
Kishimoto & R. Smith)

10:30

Poster Set-up (TAs)

10:00
10:30

Group Photo. Location TBD
11:00

11:00
Student Shotgun (3min)
Presentation

11:30
12:00

11:30

Lunch
Bento lunch (lunchbox)

12:30

12:30
13:00

Student Poster Session
12:30-14:25

13:30

Lunch
Provided

13:00
13:30
14:00

14:00
14:25
14:30

14:30

15:00
15:30

12:00

Tour to:Tomioka Silk Mill,World Heritage Site
in Gumma

Faculty Round-Table
Moderator: Prof. J. Takemura

Doctoral Students group work
14:30-16:50
Theme:
Sustainability for Mega-cities(London and Tokyo)

16:00
Prof. M.Norton
16:30

15:00
15:30
16:00
16:30
17:00

16:50
17:00

Depart by Bus to British Embassy Tokyo

18:00
19:30

Reception at the British Embassy (ID required)
note:ID required for admission to British Embassy

ix

17:30
18:00

Return to Shinagawa Prince
HotelStudents
Groupwork based
activities

Schedule continued

MISW homepage:

8th Aug. (Mon)UK-Japan & MISW joint sessionwww.aotule.eng.titech.ac.jp/MISW/2016/

Digital Multi-Purpose Hall (W9- Bldg)
8:30

MISW Registration

9:00

Opening Remark
Photo-session
Break

9:30

Collaboration Room, (W9 Bldg.)

Short Presentation

10:10
10:30

Poster Presentation
10:10-11:10

11:10
Break
11:20

UK-Japan Lecture
Prof. Roderick Smith

12:00
12:10

Lunch

Rm.345 (3F@Main Bldg)

UK-Japan sessions

Faculty Lunch(UKJEEL Business Meeting)
Chair: K Kishimoto, JS Cross

Rm.410 (4F@Main Bldg)

Student Group Work Lunch

13:30

Student-Faculty Round-Table Moderator: J
Takemura

14:00
14:30
15:00
15:30
16:00

Student
Group work
Presentation(10 min. each)

16:30
17:00

Wrap-up session (chair: JS Cross)

17:30
17:45
19:30

Reception@Rm.410 (4F@MB)

x

A

SDt.

2016/8/6

Date

GUNMA

Destination

S㼍t.

～

2016/8/6

08:30

Date
Sat.

Schedule

Michi no eki KANRA (Japanese style Roadside station)

Tomioka Silk Mill is a model mechanizedsilk-reeling factory established by the Meiji
government in 1872 (5th year of Meiji) forthe modernization of Japan.
After the Meiji Restoration, the government
pushed forward the modernization ofindustry and sciences in order to put Japanin a position of equality with foreigncountries. The industry in which thegovernement put the most effort to gather
the founds necessary for this task was raw
silk export. The government decided toestablish a national model factory equippedwith Western silk-reeling machines in orderto improve raw silk quality, to raise
production and train technical supervisors.
This is how Tomioka Silk Mill was built andit remains today in an almost perfectcondition.

〓〓〓（highway）〓〓〓〓〓〓 Shinagawa Prince Hotel

旅行取扱主

リーダー

主席・主任

【KAWAGOE】
Kawagoe has many superb sights. For example;* The Kitain Temple with a beautiful Japanesewaterless garden.
* The Kurazukuri daubed houses, very Kawagoe-like
100% fireproof buildings which remain, not asremains of the past, but as the actual working
places of modern-day people.
*The Time Bell Tower; the alley lined with shops
selling cheap sweets;【KAMAMESHI】
rice, meat and vegetable dish served in asmall pot.
This is the feature of Gunma-ken.

〓〓〓（highway）〓〓〓〓〓〓 KAWAGOE (A town with the traditional feel of Edo Tokyo ）〓〓〓〓〓〓〓〓〓
18:00〓〓〓 Lunch time ("KAMAMESHI" at Ogino-ya ) 〓〓〓16:00〜17:00〓〓〓〓〓〓〓〓〓

担当者

By BusTEL 03-5919-4831

Azusa Hirano

FAX 03-3359-2570

Shinjuku Gyoen building 2F

30

KEIO TRAVEL AGENCY

2-3-10, Shinjuku, Shinjuku-ku, Tokyo

Persons

11:00〜12:30

Journey table

7RN\R7HFK 〓〓〓〓〓〓（highway）〓〓〓〓〓〓 Tomioka Silk Mill
13:00〜14:00
14:15〜14:45

2016/8/6

UKJ-Workshop 2016 Students Excursion

xi

Student Group WorkSESSION ON SUSTAINABILITY FOR MEGACITIES (Doctoral students work group)
Session Chair: Tokyo Tech, Dr. Mike Norton (norton.m.aa@m.titech.ac.jp)
5 August (Fri) 14:30- 16:50, Main Bldg. 4th Floor, Introduction and Workshop guidance
16:50 End Group work

Background Brief
Megacities--metropolitan areas with populations greater than 10 million--continue to grow. In 1970,
there were only eight megacities; by 2010 they had grown to 27 and are expected to reach 37 by
2020. For data on how resources pass through them- see Kennedy, C. et al., 2015. Energy andmaterial flows of megacities. PNAS, 2015 DOI: 10.1073/pnas.1504315112
Today's megacities house 6.7% of the world's population, consume 9.3% of global electricity andproduce 12.6% of global waste. Some points from Kennedy et al (see Figs. A,B,C):- New York has 12 million fewer people than Tokyo, yet it uses more energy.
- Tokyo's extensive and efficient public transit reduces its environmental impact. Tokyo`swater are 3% (compared with >50% in Rio de Janiero and Sao Paolo).
- Moscow has a district heating system to buildings housing 12 million people- Seoul reclaims wastewater for secondary uses like flushing toilets.
- London has rising electricity costs and taxes on disposal of solid waste and is the only
megacity for which per capita electricity use is falling.

In addition many megacities are increasingly concerned with resilience against natural disasters(earthquakes, tsunamis) and human-originating threats, including sea-level rise and associated storm
surges.

xii

Workshop – each group will be assigned a topic as noted below based upon answering thequestion below
Concerning sustainability indicators of energy and resources consumption, and production of wastes(gas, liquid and solid), what factors would you prioritize to improve the sustainability of London
and Tokyo megacities?
1. Please address energy generation, efficiency and usage.
2. Please address transportation issues
3. Please address food, waste and recycling
4. Please address employment and quality of life issues
5. Please address housing and infrastructure issues
6. Please address resilience issues (for Tokyo earthquakes and tsunami). For both cities sea-level
rise and storm surges.

Schedule
5 August (Fri) 14:30- 16:50, Main Bldg 4th Floor rm. 410: Student Workshop
7 August (Sun) Groups can organize their own visits/activities related to their project
8 August (Monday) 12:10 – 13:30, Main Bldg. 4th Floor rm. 410: Student Group Work Lunch
Main Bldg. rm. 345, 15:00 – 16:30 Group presentations (10 min plus 5 min Q&A)

xiii

Revised Faculty Development Program•TOPICS•
UNIVERSITY/ INDUSTRY TEAMING and FACULTY/ STUDENT MOBILITIES(EMPHASIS ON TRANS-DISCIPLINARY RESEARCH AND TEACHING)
ROUNDTABLE DISCUSSION: Part 1
Time: Friday, 5th August 2016 14:30-16:50
Place: Main Bldg., 3rd Floor Meeting Room 345
Session Chairs: Professors Akinori NISHIHARA / Akira YAMADA (Tokyo Tech, HAPPIER)
Moderator: Associate Professor Jiro TAKEMURA (Tokyo Tech)
Session 1 Agenda:
14:30 - 14:40
Greeting from Session Chair and Introduction of HAPPIER
14:40 - 14:50

Brief Self-introduction by Each Participant

14:50 - 15:20
Presentations by Invited Speakers and Discussion:“Implementation of
Cooperative Research Schemes and Examples of International Faculty Exchange”
Speakers and titles (presentation time 5-10 mins)
Dr. Mitsuhiko OI (Professor, Office of Industry Liaison (OIL), Tokyo Tech)“Research Collaboration at Tokyo Tech with Emphasis on Industry and Overseas
Universities”
Dr. Norihiko NISHIZAWA (Professor, Graduate School of Engineering, Nagoya University)“My Experiences of Faculty Exchange at Osaka University and MIT”
Dr. Daisuke SANO (Associate Professor, Faculty of Engineering, Hokkaido University)“Overseas Study and International Research Collaboration”
Dr. Nobuhiro CHIJIWA (Associate Professor, School of Environment and Society, Tokyo Tech)“My Teaching Experience in SIIT, Thammasat University, Thailand”
15:20 - 15:40
Discussion
15:40 - 15:50

Short Break for Coffee/ Iced Coffee / Water

Session 2 Agenda:
15:50 -16:10
Presentations by Invited Speakers and Discussion: “Promoting Global
Engineering Competencies via Faculty Mobility and Student Innovative Learning”

Speakers and titles:
Dr. Masahiro SUSA (Professor, School of Materials and Engineering)
Dr. Eri OTA (Professor, Center for International Education, Tokyo Tech)“Tokyo Tech’s Promotion of International Education through Our Global Scientists andEngineers Course”
xivHideki MORI, MSc. (Associate Professor, Center for Innovative Teaching and Learning, Tokyo
Tech)“Learning through Designing”
16:10 - 16:45
Open Discussion: Table and Floor
16:45 - 16:50
Preview of Monday, August 8th, Session
16:50 (Strict)
Adjournment and Departure by Bus for Reception at the British Embassy
ROUNDTABLE DISCUSSION: Part 2
Time: Monday, 8th August 2016 13:30-14:50
Participants: Students and Faculty
Place: Main Bldg., 3rd Floor Meeting Room 345
Session Chairs: Professors Akinori NISHIHARA/ David STEWART (Tokyo Tech, HAPPIER)
Moderator: Associate Professor Jiro TAKEMURA (Tokyo Tech)
Agenda13:30 - 13:40
Brief Review of Friday Sessions by Session Chairs And Moderator
13:40– 14:40

Presentation and Discussions by Invited Speakers: “Looking Forward: 2017
and Beyond”

Speakers and titles
Dr. Roderick SMITH (Professor, Dept. Mechanical Engineering, ICL)
“Industry Related Research and International Exchanges at Imperial College London”
Dr. Fauzan ADZIMAN (Lecturer, Dept. Engineering Science, University of Oxford)“Industry/ University Cooperation • Faculty/ Student Exchanges as Viewed from Oxford”
Dr. James CANNON (Associate Professor, School of Engineering, Kyushu University)“Sustainable Global Education • International Cooperation in Joint Industry / University
Research and Education”
Dr. Yoshiko MIURA (Professor, School of Engineering, Kyushu University)“How to Create a Career Path ”
Dr. Jeffrey S. CROSS (Professor, School of Environment and Society, Tokyo Tech)“Tokyo Tech’s Engineering International Research Exchanges and Summer Programs”-

xvOpen Discussion including comments from students (time permitting

xvi

Keynote Lecture

Global Sustainability: Do I hear echoes ofMalthus?
R A SmithMechanical Engineering, Imperial College Lodon, UK
e-mail: roderick.smith@imperial.ac.uk
Thomas Malthus was a eighteenth century British
clergyman who is remembered for this book, Essay on
the Principle of Population . He postulated that the rise inpopulation was geometric, whilst the increase in foodproduction was linear, and eventually when the
population exceeded the food supply, there would be
famine, starvation and conflict which would dramaticallyreduce the population. In the jargon we are now so fondof, we call this a hard landing.

But this Malthusian apocalypse has been avoided formany decades, essentially by a huge migration of people
from Western Europe to America and a rise inmechanisation and technology which allowed agriculture
to become much more efficient. We have come to accept
that economies can grow continuously, that population
can grow and that wealth will increase. But if we consider
the history of conflict, such as the colonisation ofcountries by European states, the geopolitics of oil in the
Middle East, the reasons behind the Pacific war, we seethat they are essentially driven by the simple idea, “I needit, you have it, I will take it from you”. In a broad sense
this is a characteristic of capitalism (but we note that
capitalism as virtues as well). I speak now from a divided
Europe, troubled by housing refugees from conflict, andby ideas of rising xenophobia, protectionism and fear.
The world has billions of people living very comfortable
lives and billions more living in abject poverty. We
should ask ourselves, is this a comfortable situation,indeed, is it morally right that we allow this to continue?
We now acknowledge that we are harming our future
because of our production of CO2 and its effects on
climate. Often overlooked in this debate is the fact that
resources are being depleted at a rate faster than theirreplacement. If everyone on earth lived in the stye of thedeveloped nations, we would already need the resourcesof three planets. So the vital questions that face us are,how many people can the earth sustain, and at whatstandard of living and how can we move to a sustainable
position without conflict?
You may think that these issues are not the business ofengineers and scientist. But they most definitely are. We
need to properly understand these challenges to society,because, to a large extent, the success of technology hascaused them and, certainly, technology has a vital role insolving them.
REFERENCES
https://en.wikipedia.org/wiki/Thomas_Robert_Malthus
Malthus, T. R. 1798. An Essay on the Principle of Population (Manysubsequent reprints)

xvii

Abstracts Table of Contents
Secondary Alpha in Ti-6Al-2Sn-4Zr-6Mo
K. Ackerman* and D. Dye ** Department of Materials, Imperial College, Exhibition Road, London SW7 2AZ
Avoiding Local Trap in Nonlinear Acoustic Echo Cancellation using Hard-Clipping
H. Kuroda*, M. Yamagishi* and I. Yamada** Dept. of Information and Communications Engineering, Tokyo Institute of Technology,
Japan
Effect of grain boundary serration on creep property of Nickel-based Superalloys
Yuanbo Tang*, Fauzan Adziman** and Roger C Reed*** Department of Materials, University of Oxford, UK** Department of Engineering Science, University of Oxford, UK
Designing low-emission aero-engines using adjoint methods
Dheeraj Agarwal , Ilias Vasilopoulos, Trevor T Robinson , Marcus Meyer , Cecil G Armstrong
School of Aerospace and Mechanical Engineering, Queen’s University of Belfast, UK
Rolls-Royce Deutschland (RRD) Eschenweg 11, Dahlewitz, Germany
Development of transparent cellulose film using CO2 switchable system
P. Nanta1, 2 * , W. Skolpap1 and Y. Shimoyama2
1Department of Chemical Engineering, Thammasat University, Thailand, 2Department ofChemical Engineering, Tokyo Institute of Technology, JapanA Socio-technical Study of Electric Automobility in London and Hong Kong
Laura YU Chuan and Roderick A SMITH
Department of Mechanical Engineering, Imperial College London, UK
Pyrolysis of Municipal Plastic Waste for Fuels and Chemicals
L.S. Diaz Silvarrey*, A.N. Phan* and Kui Zhang** School of Chemical Engineering and Advanced Materials, Newcastle University
Thermofluid Optimization of Turboexpanders for Mobile Organic Rankine Cycle Applications
M.C.Robertson*, A.W. Costall, P.J. Newton and R.F. Martinez-Botas* Department of Mechanical Engineering, Imperial College London, UK
Diesel Spray under High Gas Pressure Conditions
D. Shinabuth* , S. Sato and H. Kosaka* Department of Mechanical and Aerospace Engineering, Tokyo Institute of Technology,
Japan
Innovative Vehicle Load Sensing System for Orthotropic Steel Deck Bridges
C.V. Dung* and E. Sasaki**Department of Civil Engineering, Tokyo Institute of Technology, Japan
Sterilization Challenges of Bioresorbable Medical Devices
L. Davison1, E. Themistou2, F. Buchanan1 and E. Cunningham1
1 School of Mechanical and Aerospace Engineering, 2 School of Chemistry and chemical
Engineering, Queen’s University Belfast, U.K.

xviii

Upgrading Pyrolysis Vapors using Supported Ionic Liquid [bmim][BF4] Catalyst
Michael A. Behrens*, Hiroki Akasaka*, Naoto Ohtake* and Jeffrey S. Cross*** Department of Mechanical Engineering, Tokyo Institute of Technology, Japan** Department of Transdisciplinary Science and Engineering, Tokyo Institute of Technology,
Japan
Insights into Hydrogen Oxidation Process at Ni/YSZ anode in Solid Oxide Fuel Cells based onSpecies Territory Adsorption Model
T. Nagasawa*,*** and K. Hanamura*** Department of Mechanical and Control Engineering, Tokyo Institute of Technology, Japan** School of Engineering, Department of Mechanical Engineering, Tokyo Institute ofTechnology, Japan*** Research Fellow of Japan Society for the Promotion of Science, Japan
A systems approach to developing a new metro for the future of megalopoleis
M.Blumenfeld*, C. Roberts* and F. Schmid** Birmingham Centre for Railway Research and Education, University of Birmingham, UK
Encouraging Knowledge Sharing
J.A. Laitinen
Industrial Engineering and Management, Tokyo Institute of Technology, JapanA 56Gb/s W-Band CMOS Wireless Transceiver
Korkut Kaan Tokgoz*, Shotaro Maki*, Seitaro Kawai*, Noriaki Nagashima*, Yoichi
Kawano, Toshihide Suzuki , Taisuke Iwai , Kenichi Okada*, Akira Matsuzawa** Dept. of Electrical and Electronic Eng., Tokyo Institute of Technology, Japan, # Fujitsu
Laboratories, Atsugi, JapanA New Unsteady Flow Optimization Method for Enhanced Exhaust Emission Reduction
A Cao, R F Martinez-Botas
Mechanical Engineering, Imperial College Lodon, UK
Evaluation of sediment dynamics in mountainous watershed with GIS and XRF
Nakanishi.R, Zhao.B, Yoshida.M, Mitani.Y and Ikemi.H
Graduate School of Engineering, Kyushu University, Japan
Design and Development of Bridge Vibration Energy Harvester using Tuned-Mass Systems
K. Takeya* and E. Sasaki **Department of Civil Engineering, Tokyo Institute of Technology, Japan
Synthesis of AlN from sapphire by using reduction-nitridation method in molten salt
K. Katagiri*, O. Takeda, M. Hoshi and H. Zhu*Department of Metallurgy, Tohoku University, Japan
Development of Clustering Method for Geometry-based Stochastic Channel Modeling
P. Hanpinitsak*, K. Saito*, J. Takada*, M. Kim**, L. Materum**** Department of Transdisciplinary Science and Engineering, Tokyo Institute of Technology, Japan** Department of Electrical and Electronic Engineering Communication Systems, Niigata University,
Japan *** Department of Electronics and Communications Engineering, De La Salle University,
Manila, Philippines
Development of an online ship performance monitoring system dedicated for biofouling and anti-fouling
coating analysis
A. Carchen* and M. Atlar***School of Marine Science and Technology, Newcastle University, UK**Department of Naval Architecture Ocean and Marine Engineering, Strathclyde University, UK

xix

Abstracts of
The 4th UK - Japan
Engineering Education League
Workshopxxxxi

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Secondary Alpha in Ti-6Al-2Sn-4Zr-6Mo
A. K. Ackerman* and D. Dye **Department of Materials, Imperial College, Exhibition Road, London SW7 2AZe-mail: aa514@ic.ac.uk
I.

INTRODUCTION

In recent years, increased use of aviation in the private
and public sectors has fuelled research into improving
existing alloys in gas turbine engines. Currently about
20% of all UK CO2 emissions are from gas turbine
engines, with 5% coming from aviation, so improving
their efficiency in terms of fuel consumption andemissions is incredibly important for long term
sustainability. There is a predicted rise of 4.7% [1].
A gas turbine engine works on four primary principles:suck, squeeze, bang and blow. The fan at the front of theengine sucks in large amounts of air, which is thensqueezed by the compressor. This compressed air is theignited in the combustion section of the engine and blownout of the rear of the engine through a turbine, which
drives the compressor. These sections are connected
together by shafts.
II.

THE IMPORTANCE OF MICROSTRUCTURE

This work is focused on improving the microstructure
in Ti-6Al-2Sn-4Zr-6Mo, which is currently used in thehigh pressure compressor. The material has an intricate
microstructure resulting from complex thermomechanical processing, comprising of large primary andsmaller secondary alpha plates surrounded by a betamatrix (Figure 1).
Alpha and beta phases refer to the atomic structure thatthe material is made of. Alpha is a hexagonal close
packed (HCP) arrangement, and beta is a body centeredcubic (BCC) arrangement [2]. The way these two phases
form and interact scales up to affect the macro properties
of not just the material, but also the component that it
forms. The presence of secondary alpha gives significant
strength benefit to the alloy, but the details of thecontrolling factors such as size, spacing and orientation
are not fully understood. The main aim of this project isFigure 2. Tracking primary alpha velocity in Ti6246. Samle has beenheated ot 960°C, cooled at 10°Cmin-1 to 800°C and water quenched

to understand microstructure formation in this alloy, sothat improved microstructure control through processing
can be achieved.
Secondary alpha forms upon cooling, but the resulting
microstructure can vary significantly depending on theexact conditions, of particular interest in this work arecooling rates and quenching temperatures. By using an
Electrothermal Mechanical Testing System (ETMT) thevelocity of primary plate growth can be measured andpredicted (Figure 2). This is done by rapidly changing
temperature from above the beta transus to the alpha beta
region, then quenching to a variety of temperatures,
followed by detailed microstructural characterisation
using optical microscopy (OM), scanning electron
microscopy (SEM) and transmission electron microscopy(TEM). Additionally, the Ivantsov solution is used tocomputationally predict plate growth to compliment thiswork [3].
III.

CONCLUSIONSIn its lifetime, a gas turbine engine will go throughmany cycles, putting a large amount of pressure on its
components. Properties such as strength and Low Cycle
Fatigue (LCF), can cause early failure, and have anegative impact on the engines fuel consumption. By
improving microstructure through this work, the material
and the component can be improved to extend its lifetime
and allow for better efficiency in the engine by saving
weight and therefore decreasing fuel comsumption.
REFERENCES[1][2]

Figure 1. Ti-6Al-2Sn-4Zr-6Mo in the as received condition[3]

Department for Transport, UK Aviation Forecasts, January 2013
G. L utjering, J. C. Williams Titanium. second ed., Springer,
New York, 2003.
R. Trivedi, Metall Trans. 1, 921 (1970)

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Avoiding Local Trap in Nonlinear Acoustic Echo
Cancellation using Hard-Clipping
H. Kuroda*, M. Yamagishi* and I. Yamada**Dept. of Information and Communications Engineering, Tokyo Institute of Technology, Japane-mail: kuroda@sp.ce.titech.ac.jp

REFERENCES
Nonlinear acoustic echo cancellation (NLAEC) aiming
to attenuate the nonlinear echo signal has become
increasingly
importantbecause,e.g.,
today’s
telecommunication devices often include small ampliﬁers
and loudspeakers introducing signiﬁcant saturation
nonlinearity [1–8]. The overall echo path is the cascade of
the ampliﬁer and the loudspeaker followed by the room
propagation. The former ones and the latter one can bemodeled by the hard-clipping and the ﬁnite impulse
response (FIR) system, respectively [1–5]. A major goalof the NLAEC is to learn adaptively the threshold of thehard-clipping and the impulse response vector of the FIR
system [1–5].
The conventional learning algorithms [1–5] areextension of the NLMS [9] and derived by a gradientdescent method applied to the squared estimation residual.
Dependency only on local information, i.e., the gradient,causes a major drawback, to which we refer as local
minima trapping, that the threshold is never updated if its
current estimate is larger than the amplitude of the input
signal [2–4].
In this paper, we solve the local minima trapping by
exploiting, as global information on the desired threshold,a feasible threshold set consisting of all thresholds
satisfying that the estimation residual is less than a given
constant. To use the set in the estimation of the hardclipping, we provide its explicit representation as a unionof closed intervals by using the piecewise linearity of theestimation residual. The proposed adaptive learningalgorithm for the hard-clipping is derived by tracking theconvex hull of the set based on the Projection Onto
Convex Sets (POCS) [10–13]. Moreover, we present an
efﬁcient computation for these procedures, which has
comparable computational complexity to the conventionalalgorithms. In the adaptive learning of the FIR system, we
propose to use the Huber loss function [14] for therobustness against the error in the estimation of the hardclipping in the initial stage. Numerical examples show thatthe proposed adaptive learning of the hard-clipping is freefrom the local minima trapping, and the proposed
simultaneous learning has the best steady-state behavior in
the echo return loss enhancement.

[1] B. Nollet and D. Jones, “Nonlinear echo cancellation for handsfree
spcakerphones,” in Proc. NSIP, 1997.
[2] A. Stenger and W. Kellermann, “Adaptation of a memoryless
preprocessor for nonlinear acoustic echo cancelling,” Signal
Processing, vol. 80, no. 9, pp. 1747–1760, 2000.
[3] A. Stenger and W. Kellermann, “Nonlinear acoustic echo
cancellation with fast converging memoryless preprocessor,” in Proc.
IEEE ICASSP, 2000, vol. 2, pp. 805–808.
[4] S. Shimauchi, H. Ohmuro, and Y. Haneda, “Frequency domain
implementation of cascaded nonlinear adaptive ﬁlter with hard clipping
function,” in Proc. IEICE SIP Symposium, 2012, (in Japanese).
[5] H. Kuroda, M. Yamagishi and I. Yamada, ‘‘Avoiding Local Trap in
Nonlinear Acoustic Echo Cancellation with Clipping Compensation,’’IEEE International Conference on Acoustics, Speech and Signal
Processing, Florence, Italy, May 2014.
[6] M. I. Mossi, C. Yemdji, N. W. D. Evans, and C. Beaugeant, “Acascaded non-linear acoustic echo canceller combining power ﬁlteringand clipping compensation,” Tech. Rep. RR-11-258, Eurecom, Aug.
2011.
[7] M. I. Mossi, C. Yemdji, N. Evans, C. Beaugeant, F. M. Plante, and F.
Marfouq, “Dual ampliﬁer and loudspeaker compensation using fast
convergent and cascaded approaches to nonlinear acoustic echo
cancellation,” in Proc. IEEE ICASSP, 2012, pp. 41–44.
[8] F. Kuech, A. Mitnacht, and W. Kellermann, “Nonlinear acoustic
echo cancellation using adaptive orthogonalized power ﬁlters,” in Proc.
IEEE ICASSP, 2005, vol. 3, pp. 105–108.
[9] J. Nagumo and A. Noda, “A learning method for system
identiﬁcation,” IEEE Trans. Autom. Control, vol. 12, no. 3, pp.282–287,
Jun.1967.
[10] L. M. Bregman, “The method of successive projections for ﬁnding
a common point of convex sets,” Soviet Math. Dokl., vol. 6, pp. 688 –
692, 1965.
[11] L. G. Gubin, B. T. Polyak, and E. V. Raik, “The method of
projections for ﬁnding the common point of convex sets,” USSR
Comput. Math. and Phys., vol. 7, no. 6, pp. 1 – 24, 1967.
[12] I. Yamada and N. Ogura, “Adaptive projected subgradientmethod for asymptotic minimization of sequence of nonnegative convex
functions,” Numer. Funct. Anal. and Optim., vol. 25, no. 7&8, pp.
593–617, 2005.
[13] K. Slavakis, I. Yamada, and N. Ogura, “The adaptive projected
subgradient method over the ﬁxed point set of strongly attracting
nonexpansive mappings,” Numer. Funct. Anal. and Optim., vol. 27,
no. 7-8, pp. 905–930, 2006.
[14] P. J. Huber, “Robust estimation of a location parameter,” Ann.
Math.
Stat.,
vol.
35,
no.
1,
pp.
73–101,
1964.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Effect of grain boundary serration on creep
property of Nickel-based Superalloys
Yuanbo Tang*, Fauzan Adziman** and Roger C Reed***Department of Materials, University of Oxford, UK**Deparrment of Engineering Science, University of Oxford, UKe-mail: yuanbo.tang@materials.ox.ac.uk

I.

Introduction

Nickel based superalloys are primarily used under extreme
operating conditions, such as in jet engines for aerospace
applications, industrial gas turbines for power generationand nuclear reactors. Their development holds significant
importance from critical aspects of both economics andenvironment for cleaner energy and thermal efficiency.
Mechanical properties of the high temperature material arehighly dependent on its microstructure, which can bealtered correspondingly with different processing routes.
By understanding the relationship between microstructure
and its properties, it is possible to design materials withspecific mechanical properties using desired methods. For
widely used polycrystalline Nickel alloys, grain boundary
engineering has been employed for improving creep andfatigue properties, which are considered as the mostcritical limiting properties. This includes serration in grainboundaries via heat treatment that has shown promisingenhancement in various alloy systems [1,2]. However, theformation mechanism of serrated grain boundary is notclear and improvement on properties are still empirical,
hence, we propose to resolve the problem by a systematic
study on a number of representative nickel alloys. The
overarching objective is to gain a better understanding indesigning alloys that helps in evaluating safety regulations.
II.

METHODOLOGY

For generation of serrated grain boundaries, heat treatmentthat slowly cooled from solution temperature to anintermediate temperature will be employed with various
cooling rates and holding time. The final grain size anddistribution will be predicted using explicit microstructure
modelling and compared with experiments. Creep tests
will be performed at high temperatures on specimens withcomparable grain size but different grain boundary
morphologies (flat and serrated). EBSD and FEG-SEM
will be used for characterisation and analysis.
III.

relates to crystallography and nucleation events of 2 ndphase particles, as their preferred nucleation sites are grainboundaries when nucleation driving force is low andcoherent nature of these phases “twist” grain boundary to
be serrated. Creep tests of IN600 samples with GBS/NoneGBS (NGBS) are shown in Figure 1. It shows discrepancy
on minimum creep rate and rupture strain. With
introduction of GBS, rupture strain is enhanced, howeverminimum creep rate has been raised as a trade off.
Microstructural analysis shows that cavitation frequency
in ruptured sample with GBS is much higher than without
GBS, which implies crack propagation is inhibited bydiscontinuous crack path, and hence, improved
intergranular crack resistance. However, with introductionof GBS by slow cooling from solution temperature, thesize and distribution of 2nd phase particles in grain interior
is diluted, as a consequence of decreasing intragranular
crack propagation, which traded off minimum creep rate.

RESULTS AND DISCUSSION

It has been shown that generation of different grainboundary morphologies is possible with heat treatment inboth solid solution and precipitate hardened nickel alloys.
Serration in grain boundaries are all observed associatingwith grain boundary phases, such as carbides and gamma
primes. The formation of grain boundary serration (GBS)

Figure 1. Creep curves of In600 specimens heat treated differently thatobtained None-GBS or GBS which are induced by M7C3 or M23C6 carbides.
(grain sizes are measured in micrometers)

IV.

CONCLUSIONSHeat treatment has shown possibility of changing grainboundary morphologies in nickel alloys; creep properties
can be altered correspondingly. Creep ductility can beenhanced due to GBS by trading off the minimum creep
rate. By understanding the condition of a particularapplication, it is possible to seek an optimum solution to
fulfil both needs in creep rate and ductility.
V.

REFERENCES[1] H. Danflou et al, Superalloy 1992, pp. 63-72, 1992.
[2] H. U. Hong et al, Mat Sci & Eng A, 517, pp.125-131, 2009.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Designing low-emission aero-engines using adjoint methods
Dheeraj Agarwal1, Ilias Vasilopoulos2, Trevor T Robinson1, Marcus Meyer2, Cecil G Armstrong1
1
School of Aerospace and Mechanical Engineering, Queen’s University of Belfast, UK
2
Rolls-Royce Deutschland (RRD) Eschenweg 11, Dahlewitz, Germany
E-mail: d.agarwal@qub.ac.uk
As demand for air transport increases, the need to enhance theaircraft performance and reduce emissions also increases. One
route to aircraft engine performance improvement,
investigated in this work, is to use the parameters defining
features in the CAD model geometry (Fig. 1) as the design
variables in the optimization loop. One advantage is that it
eliminates the need to recontruct the design model for the
purpose of optimization, allowing a more efficient andintegrated optimization process. Another advantage of using
the feature based model is that the optimized model produced
can be directly used for the downstream applications,
including manufacturing and process planning.
Adjoint methods have been the subject of considerable
research in recent years [1], and can be used to compute thegradient of a large number of design variables at minimal cost.
The goal of this work is to present an efficient CAD-based
adjoint process chain for calculating parametric sensitivities(derivatives of the objective function with respect to the CAD
parameters) in timescales acceptable for industrial design
processes. This approach differs from other methods due tothe fact that it works with existing commercial CAD packages(unlike most analytical approaches) and it can cope with thechanges in CAD model topology and face labeling whichhamper similar approaches [2].
The approach is demonstrated on a Nozzle Guide Vane
(NGV) of a high pressure turbine (HPT) provided by RollsRoyce, which governs the engine mass flow (and by
association the capacity) and defines the narrowest crosssection of the turbine. Optimizing this can significantly reduce
the amount of energy required to provide a certain
performance.

(∆J/∆p) needed in a gradient-based optimization algorithm,
where
Δ𝐽 = −∫ 𝜙𝑉𝑛 𝑑𝐴(1)
A 3D parametric CAD model of a NGV was built in Siemens
NX, defined using geometric parameters, as shown in Fig. 2,
and capacity is considered as the objective function.

Figure 2 CAD parameters considered as design variables (not toscale)

The change in capacity (improvement in performance)
caused by each parametric perturbation is predicted by taking
the inner product of the sensitivity map with thecorresponding design velocity field fo the parameter. The
obtained derivatives are shown in Fig. 3, where they arecompared with central Finite Difference values showing
good correspondence.

Figure 3 Capacity derivatives predicted by adjoint results andvalidation against FD

Figure 1 3D parametric CAD model in Siemens NX: a) NGV
geometry and b) TE cooling slot

In order to capture the CAD surface movement with respect
to the change in parameter value (∆p), the Parametric Design
Velocity (Vn) is calculated, which is the movement of the
CAD model boundary in the normal direction due to a change
in parameter value. The approach herein is a significant
enhancement on [3] in terms of the functionality provided, andcan be easily integrated into most industrial optimisation
workflows. The implementation calculates the design velocity
in the normal direction based on projections between discrete
representations of the original and perturbed geometry.
Parametric design velocities can then be directly linked withadjoint surface sensitivities (𝜙) to extract the gradients

The computational cost to perform one flow analysis takes
nearly one day, thus doing a finite difference study would forfor the NGV test case (12 design variables) would result in 3
weeks of time, whereas the proposed approach takes only twodays (1 CFD + 1 adjoint). The computation of design
velocities is done in parallel to the flow analysis and takes
only 45 minutes.
REFERENCES[1] M.B. Giles and N.A. Pierce, “An introduction to the adjoint approach todesign,” Flow, turbulence and combustion, 65: 393-415, 2000
[2] J. F. Dannenho and R. Haimes, “Design sensitivity calculations directly
on CAD-based,” in 53rd AIAA Aerospace Sciences Meeting, 2015 (p.
1370).
[3] Robinson, Trevor T., et al. "Optimizing parameterized CAD geometries
using sensitivities based on adjoint functions." Computer-Aided Design
and Application 9.3 (2012): 253-268

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Development of transparent cellulose film using
CO2 switchable system
P. Nanta1,2 * , W. Skolpap1 and Y. Shimoyama2
1Department of Chemical Engineering, Thammasat University, Thailand, 2Department of Chemical Engineering, Tokyo

Institute of Technology, Japane-mail: yshimo@chemeng.titech.ac.jp, nanta.p.aa@m.titech.ac.jp*
I.
INTRODUCTION
It is a challenge to develop transparent film fromunused materials and renewable sources. About 0.5
million ton [1] of cassava pulp waste is generated fromcassava starch industries in Thailand every year. Cellulose,
natural polymer is the main part of these waste. Recent
year cellulose gains numerous attentions in many fields
because of biodegradable, renewable and low cost
properties. However the strength attachment between
cellulose chains from hydrogen bonds makes it isinsoluble in almost organic solvents and difficult toprocess to generate new products.
Carbon dioxide has ability to switch the solvent
properties such as polarity and hydrophilicity changes.
1,8-Diazabicyclo [5.4.0]undec-7-ene (DBU) is a low
polarity organic compound have been described to reactwith CO2 which change it into high polarity. These system
is called switchable polarity solvent (SPS).
In this research SPS was engaged to dissolve cellulose
for transparent cellulose film production. Carbon dioxidepressure effect was investigated at constant temperature.
The properties of the final modified cellulose film wereanalyzed using FTIR and TG analysis.
II.

(b)

(a)

(c)

(d)

Figure 1. The mixture after treatment and fabricated film appearance
at 0.1 MPa (a), 5 MPa (b), 8 MPa (c) and 10 MPa (d) of CO2 pressure.

B. Fourier transform spectroscopy
FTIR result in Figure 2 shows asymmetric andsymmetric carbonyl stretching bands around 1668 and
1422 cm-1 and also shows asymmetric C-O-C stretchingvibration of carbonate compound around 1261 cm-1.
While protonated C=NH+ and N-O stretching vibration of
DBU salt are shown around 1617 and 1241 cm-1 [2,3].
CO2-

C=NH+-C

CO2-=C-O-C
N-O

METHODS

A. Dissolution of cellulose powder in SPS
Cellulose powder 4%w/v was dispersed in a solventthat contains DBU/EG (1:2 mole ratio) and DMSO in a
glass cell. The glass cell was transferred to high pressure
vessel and then CO2 gas was introduced into the vessel.
The pressures of CO2 were chosen as 0.1, 5, 8 and 10
MPa whereas the temperature was fixed at 40 ̊C for 2 hrs
with stirring. The mixture was then heated for CO2
desorption and finally the cellulose solution was
obtained.
B. Casting
The cellulose solution was then casted on a glass slideand coagulated into ethanol. After serveral times washingwith ethanol and drying, the transparent film wascollected.
III.

others while at 8 and 10 MPa the mixtures wereprecipitated.

Figure 2. FTIR spectra (1800-1100 cm-1) of initial cellulose andfabricated cellulose film at different pressure of CO2.

C. Thermogravimetric analysis
Oxidative decomposition temperature (Td) of
cellulose films were masured from TG curve and theresults show a correlatively decrease in Td of fabricatedfilm with pressure at 0.1 and 5 MPa. Nevertheless, at 8
and 10 MPa are an exception, Td of fabricated film isclose to initial cellulose.
REFERENCES[1]

RESULTS AND DISCUSSION

A. Film appearance
Figure 1 shows the mixtures and fabricated films
appearance that reveal at 5 MPa the mixture shows
clearer and the film shows more transparent than the

[2]
[3]

Thai Tapioca Starch Association. Export tapioca starch statistics.
Online resources [cite 2016 June 24]. Available from:http://www.thaitapiocastarch.org/th/information/statistics/export_t
apioca_products
H. Xie, X. Yu, Y. Yang and Z.K. Zhao, Green Chemistry, 16,2422-2427, 2014.
Y. Yang, L. Song, C. Peng, E Liu and H. Xie, Green Chemistry,
17, 2758-2763, 2015.

5th August UK-Japan Workshop and 8th August MISW 2016

Abstract

A Socio-technical Study of Electric Automobility
in London and Hong Kong
Laura YU Chuan and Roderick A SMITH
Department of Mechanical Engineering, Imperial College London, UK
e-mail: lau.cyu@gmail.com

INTRODUCTION
A low-carbon EV transport ecosystem in a broad sense is
the combination of people, facilities and environment –including users& industrial practitioner, EVs &infrastructures, policies & incentives, technology
innovation and environmental impacts. No single element
can be isolated and decoupled from others in the system.
This research work will focus on exploring the three key
elements in electric transport ecosystem and the socialtechnical transition in mega cities including London andHong Kong. The ultimate goal is to quantify theenvironmental & economic benefits of introducing EV, topromote EVs to extended group of users by planningprospective facilities and taking soft & hard measures fora sustainable electric automobility transport system.
METHODOLOGYFirstly, a qualitative analysis will be employed byconducting semi-structured interviews with EV users,
industrial practitioners and policy makers to investigate
their experience& feedback of using an EV as well as thepolicy trend in the two cities. Besides, a Life Cycle
Analysis (LCA), will be conducted to calculate theGreenhouse gas (GHG) balance, energy efficiency andcost-effectiveness, from the cradle to grave of EVs armed
with different battery and motor configurations. The LCA
perspectives of input and output will be examined bybuilding a systematic life cycle analysis model for EV
manufacturing, operation and recovery in the two urban
scenarios. Lastly, the multi-level perspective (MLP)
scenarios will be built for the analysis of socio-technicaltransition of electric automobility, as well as toinvestigate the relationship &interaction of EV users,
policy measures & incentives and EV technology
innovations as a whole.
METHODS
Considering the electric automobility transition isresulting from interaction of technology and society, acomprehensive study including qualitative andquantitative analysis will be carried out by LCA and MLP
method. In the qualitative study, conversational
interviews will be conducted first among selected EV
users & practitioners to profile the backgroundinformation of early EV adopters and collect regulatory
information from policy makers & key opinion leaders in
London and Hong Kong. In the quantitative LCA study,

the functional units are GHG balance (gCO2-eq/km) by
the IPCC Global Warming Potential (GWP) unit, energy
efficiency (MJ energy input/ MJ energy output) by
Cumulative Energy Demand (CED) and costeffectiveness ($/km) by life cycle cost analysis (LCCA)
indicator. The GWP was used to calculate the GHG
emissions in units of CO2-equivalents for all GHG
emissions, CED was used to calculate the ratio of energy
out to energy input while LCCA refers to overall cost in
dollar amount of EV use throughout the life cycle. The
results will show the total GHG reduction, energy saving
and cost saving for EV manufacturing and operation
when compared with conventional vehicle. The MLP
model features an analytical distinction among threelevels. [Fig.1] The non-linear transition of EV ecosystemdevelopment could be reviewed base on the interplay ofmultiple developments at three analytical levels.
(exogenous landscape, regimes and niches)

Multi-level perspective on transitions (adapted from [1])EXPECTED RESULTS
The EV ecosystem of London and Hong Kong can beviewed as two different socio-technical scenarios toaddress the core analytical puzzle of transitions to EV
ecosystem in urban area. Data collected from semistructured interview, LCA of EV use, technologicaltrajectories and policy measures will be analyzed under
MLP framework. The link between user, environment
and the technology will be well conceptualized in theframework and an integrated strategy will be proposed toelectric automobility development in urban areas.
REFERENCES[1]

Geels, F.W., Technological transitions as evolutionary
reconfiguration processes: a multi-level perspective and a casestudy. Research Policy 31 (8-9), 1257-1274, 2002.

5th August UK-Japan Workshop and 8th August MISW 2016

Pyrolysis of Municipal Plastic Waste for Fuels
and Chemicals
L.S. Diaz Silvarrey*, A.N. Phan* and Kui Zhang**School of Chemical Engineering and Advanced Materials, Newcastle University, Newcastle upon Tyne

e-mail: l.diaz-silvarrey@ncl.ac.uk
I. INTRODUCTION
Plastics are a very convenient materials due to theirversatility, low weight, high resistance, durability and low cost.
Since their first used back in the 19th century, plastic products
have gained popularity every year. During 2014, it wasestimated that global plastics demand was 311 million tonnesof which about 40% corresponded to packaging products, 20%
to building and construction and the remaining 40% to otheruses such as agriculture, electric devices, automotive, etc [1].
The main fraction (48.5%) is comprised of thermoplastics (highand low density polyethylene - HDPE = 12.1% and LDPE =17.2%- and polypropylene – PP = 19.2%-). The remaining
fraction is comprise of polyvinyl chloride (PVC = 10.3%),
polystyrene (PS = 7%) and other polymers (27.2%) such as
polyurethane, ABS or Teflon.
II. WASTE MANAGEMENT
The increasing demand of plastic products implies a rise inplastic waste. Since 2004, plastic waste in Europe have beensteadily rising about 2% p.a. [2]. Despite the promotion of reuse and recycling treatments in legislation, still half of the
global plastic waste generated every year end up in landfills.
The latter constitutes several serious environmental problems:
1) Plastics do not biodegrade and they accumulate for
hundreds of years
2) None of the resources used during manufacture arerecovered when plastics are disposed3) Space for landfill sites is limited and even when they
are well-managed, there is risk for soil and groundwatercontamination.
From a sustainable point of view, recovery treatments are
preferred. They comprise of recycling but also incineration
when the energy value of plastic is recovered. However, these
two alternatives also present disadvantages. The global
warming potential of incineration is between 6-7 tonnes CO2eq/kg plastic waste which is equivalent to the CO2 emission of
1.5 cars driving for a year per kilogram of plastic waste andhigher than landfill global warming potential (5-6 tonnes CO2eq/kg plastic waste) [3, 4]. Recycling of plastic waste isconstrained by waste contamination, separation challenges andpoor quality of some of the products.
Hence, in recent years research was focused on othertreatments such as gasification and pyrolysis which not only
present low carbon emission (<1 tonne CO2-eq/kg plastic
waste) but also transform a waste into a resource again.
III.

CONVENTIONAL PYROLYSIS OF PLASTIC WASTE

Plastic waste pyrolysis is a thermo-chemical decompositionin the absence of oxygen which yields an oil/wax product,pyrolysis gas and solid residue. Composition of each fraction
largely depends on the composition of the feedstock, pyrolysis
temperature, heating rate and residence time.
In general, thermoplastics (HDPE, LDPE and PP) yield
mostly wax (80w/w%), formed by a mixture of aliphatichydrocarbons; low pyrolysis gas (20w/w%), comprised ofhydrogen and light hydrocarbons; and very low solid residue(<1w/w%). When PS is introduced, the wax transforms into aliquid product with relatively high aromatic content similar tofossil fuels (i.e. gasoline, diesel, kerosene, lubricants, etc.).
Despite all the applications of conventional plastic pyrolysis
products, this process is associated with high operating costs,
and relatively poor quantity and quatity of some of the
products.
IV.

ADVANCED PYROLYSIS OF PLASTIC WASTE

Advanced pyrolysis such as the use of a catalyst,
microwave or plasma could enhance cracking of plastic waste
polymer chains improving the quality of the products. They
can also be used to promote the amount of monomer recoveredfrom thermoplastics pyrolysis in the gas fraction. The latter
increases the sustainability of the process since it closes theloop of platic products life (monomer – plastic product use –pyrolysis – monomer) and decrease the amount of
petrochemical resources used to manufacture plastic productsin the first place.
Research has been mainly focused on the use of catalyst(specially zeolites) and thermal plasma. Although promising
results have been reported, zeolites and thermal plasma
increase operating cost and environmental impact. However,
non-thermal plasma could be used to assist pyrolysis due tothe high energy of electrons which enhanced cracking. So far,monomer yields of up to 25wt% of the initial plastic weight
were recovered with non-thermal plasma assisted fastpyrolysis of high density polyethylene at temperatures
between 600-700oC.
REFERENCES
[1]

[2]

[3]
[4]

Plastics
Europe,Onlinepublication
availableat:
http://www.plasticseurope.org/Document/plastics---the-facts-2015.aspx.
Accessed: 22/06/2016.
Eurostat,
Onlinepublication
availableat:
http://ec.europa.eu/eurostat/web/waste/waste-generation-andmanagement. Accessed: 22/06/2016.
H. Wang, L. Wang and A. Shahbazi, Journal of Cleaner Production, 87,
511, 2015.
D. Özeler, U. Yetis and G.N. Demirer, Environ. Int. 32, 405, 2006.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Thermofluid Optimisation of Turboexpanders for
Mobile Organic Rankine Cycle Applications
M.C.Robertson*, A.W. Costall, P.J. Newton and R.F. Martinez-Botas*Department of Mechanical Enginering, Imperial College London, UK

e-mail: mr3209@imperial.ac.uk

I.
BACKGROUNDInternal combustion engine and vehicle manufacturers
are investigating new technologies for improving vehicle
efficiency, driven by a worldwide concern for loweringtransport-related CO2 emissions. For a typical vehicle, 2235% of the energy contained within its fuel is rejected, via
the exhaust, into the atmosphere. This source of loss
therefore offers an excellent opportunity to implement
waste heat recovery systems, increasing vehicle efficiency
to reduce emissions and fuel consumption.
II. ORGANIC RANKINE CYCLESThe organic Rankine cycle (ORC) is based upon the
traditional Rankine cycle, a thermodynamic process usedwithin the vast majority of electricity generation plants
worldwide. The principle is strikingly simple – a heatsource (typically the burning fossil fuels, or a nuclear
fission reaction) boils water at high-pressure, to produce
vapour. This high-energy gas is then expanded through aturbine, which provides electrical power via the attachedgenerator. The water is subsequently condensed back intoa liquid and pumped around in a closed loop, sealed fromthe environment. Such a process can be adapted for lower
temperature applications (such as vehicle waste heatrecovery) by simply exchanging the working fluid fromwater to one with a lower boiling point. A range oforganic fluids are available for this purpose, allowing thecycle to be tailored to a specific application.
Whilst ORCs have been used primarily for stationary
power generation since the 1960s (solar, biomass), its use
for vehicle energy recovery has been largely unexplored,historically due to emissions regulations being met via
more conventional means. In the wake of more stringent
regulations there has been a resurgence in mobile ORC
research, with a number of test demonstrators
commissioned. The technology is extremely promisingand has shown to deliver up to 13% improvement in fueleconomy for heavy-duty vehicles [1].
III. RESEARCH FOCUS
A significant issue holding back the proliferation ofmobile ORC is the poor efficiency achieved by turbines
when used within such systems, leading to reduced overall
performance. This is primarily due to the majority ofturbomachinery design methods having emerged from thepost-WW2 era, where ideal gas turbines (using air as aworking fluid, as seen in civil and combat aircraft) were of
key importance.

Unfortunately, the properties of organic fluids deviatesignificantly from those of ideal gases, meaning that using
existing turbine design methodologies are no longer
appropriate. Additionally, there is a significant shortage ofexperimental data to validate ORC turbine designs,
meaning that performance predictions are made with little
confidence. The focus of this research is therefore todeliver a rigorous design methodology for ORC turbines,
to be applied across a range of vehicles and applications.
IV. PHD OUTLINE
The first stage of this PhD project is simulation based,creating the tools required to accurately predict andenhance ORC performance. Initial work focuses upon thegeneration of a simulation of a complete mobile ORC
system. A novel aspect of the simulation was accounting
for heat storage within the system and the application ofthis across entire vehicle operating cycles, allowing acomparison of ORC performance across different modesof vehicle operation. This fed into a process to optimise
turbine geometry to give optimal performance acrosswhole vehicle cycles. This process utilised a genetic
algorithm, simulating the selection processes occurring
within biological evolution, allowing a turbine design tobe created that would give optimal efficiency across anentire vehicle operating cycles.
The second stage of the PhD is experimental
validation. A novel test rig is therefore being constructed
to test turbine designs using ORC working fluids, and takedetailed experimental measurements, providing validationof simulation work, and insight into the fluid dynamics ofdense fluids.
V. IMPACT
This research will ensure that robust turbine designs
can be delivered with high confidence, developing thetools required to create high-efficiency, environmentallyfriendly energy recovery systems.
Such work will reduce the energy demands placed
upon internal combustion engines, facilitating significant
reductions to fuel consumption and CO2 emissions, andpaving the way towards the next generation of advanced
vehicle powertrains.
REFERENCES[1]

L.R. DiNanno, F.A. DiBella, M.D. Koplow, An RC-1 Organic
Rankine Cycle for an Adiabatic Diesel Engine, National
Aeronautics and Space Administration – Lewis Research Center,1983.

5th August UK-Japan Workshop and 8th August MISW 2016

Abstract

Diesel Spray under High Gas Pressure Conditions
D. Shinabuth* , S. Sato and H. Kosaka*Department of Mechanical and Aerospace Engineering, Tokyo Institute of Technology, Japane-mail: shinabuth.d.aa@m.titech.ac.jp

II. EXPERIMENTAL SETUP
Simultaneous shadowgraph and scattering imaging
technique was employed focusing at near-nozzle fieldregion for vapor and liquid phase visualization
respectively. In Figure 1, a 640-nm pulsed-diode laser wasused as a light source. With this system, the collimatedincident laser light was directed through the quartz
window placed in front of the compression chamber andilluminated the spray that penetrates along the verticalaxis. The ambient gas condition relevant to that used indiesel engine currently exceeds 4 MPa and 800 K forpressure and temperature respectively. Therefore, theexperimental gas condition were prepared based on theactual operation and the critical point of liquid fuel which① Gas compressed by
RCEM piston② Quartz window③ Injector④ Prism③⑤ Pulsed-diode laser⑥ ND filter⑦ Laser beam
⑧ Micro lens
⑨ CMOS camera

Shadowgraph①④

Scattering

⑦

④

⑤
④

14

⑨

Scattering image

6

Shadow - Scattering

40

pN2 MPa
0.6-1.55
1.69-7.7

0.2

0.4

0.6

0.8 x105

We

Figure 2. Effect of Weber number on cone angles

is 1.6 MPa and 677 K for pressure and temperature
respectively. A wide range of cone angles were observed
ranging from the gas conditions of 0.6 MPa and 506 K
through 7.7 MPa and 940 K for pressure and temperature
respectively.
III. RESULTS
The cone angles of all gas conditions measured fromshadowgraph, scattering images and calculated cone
differences are displayed in Figure 2. The Weber numberof fuel at the inlet was used for describing the early stagesof jet breakup. It can generally be seen that cone angles
considerably increase with increasing Weber number. Thisis because the increased of gas density amplify
aerodynamic interaction force between liquid fuel and gas
phase flows that can be responsible for enhancement ofliquid atomization. For gas pressure ranging between 0.6 –1.55 MPa, significant change in scattering cone angles
obviously exhibited. It can be said that scattering coneangle was very sensitive at low Weber number associatedwith subcritical gas pressure and likely became
insignificant at high Weber number.
IV. CONCLUSIONS
Cone angles obtained from shadowgraph and scattering
imaging technique can describe behavior of fuel-gas
mixture. The scattering cone angle was found to besensititive at low Weber number. Additionally, it was
believed that the light can be scattered even by
supercritical mixing region due to continuously increasingof scattering cone angles with respect to gas pressure andtemperature.
REFERENCES[1][2]

Figure 1. Optical arrangement for simultaneously microscopic
scattering and shadowgraph imaging

80

4 x 12 mm
⑧

10

2

②
⑥

Shadowgraph

12

Cone angle deg.

I.
INTRODUCTION
Injection condition of diesel fuel strongly affects thefuel-air mixture preparation and thus the fuel consumption
and emissions of internal combustion engines. The need ofhigher engine power with lower emissions has to besatisfied in current diesel engine development. From that
purpose, mechanical air boosting device such as
turbocharger is an essential equipment installed into thediesel engine of passenger car and commercial vehicle. It
uses to increase volumetric efficiency by forcing more air
into the cylinder which can be mixed with more fuel tocreate more engine power. In that case, liquid fuel isinjected into working fluid which exceeds thermodynamic
critical temperature and pressure of the liquid phase. At
supercritical state during mixing, liquid structure affectedby surface tension diminished [1] is possible to promote a
diffusive mixture preparation process rather than
atomization process [2]. The present study is a preliminary
observation of liquid vaporization near the nozzle tip
expected particularly subject to high gas pressure and hightemperature.

T. Clifford, Fundamentals of Supercritical Fluids, Oxford Science
Publications, 1999.
R.N. Dahms, J. Manin, L.M. Pickett and J.C. Oefelein, Understanding-High Pressure Gas-Liquid Interface Phenomena inDiesel Engines, Proceedings of the Combustion Institute, 34, 2013.

5th August UK-Japan Workshop and 8th August MISW 2016

Abstract

Innovative Vehicle Load Sensing System for
Orthotropic Steel Deck Bridges
C.V. Dung* and E. Sasaki**Department of Civil Engineering, Tokyo Institute of Technology, Japane-mail: cao.v.ac@m.titech.ac.jp

I.
INTRODUCTION
Rib-to-deck (RD) welded joints in orthotropic steel
deck (OSD) bridges are subjected to very localized out-ofplane bending moment from vehicle wheel loads. Fatigue
damage has been observed in RD joints, resulting fromhigh cyclic stresses in combination with inadequate
welding details. Therefore, efficient vehicle load sensing
is critical for fatigue evaluation enhancement. Althoughreasonable prediction of vehicle load has been achieved
using foil strain gages, the conventional strain gage based
approach may be an expensive process and not
appropriate for bridge spans with short influence line suchas OSDs. Therefore, an innovative sensing system is
proposed for vehicle load sensing in OSDs (Fig. 1).
Piezofilm (PVDF) sensor (Fig. 2) with its excellent signalto-noise ratio, dynamic sensing and power generating
ability can be an alternative for strain gage. Since PVDF
sensor typically covers a large area of the hosting
structural member, the mechanism of converting strain tosensor’s output voltage would be investigated. Also a
study on PVDF sensor’s low-frequency performance
would be conducted since bridge structural responses
usually contain the low-frequency components.

performance of PVDF sensor at low strain level. PVDF
sensor exhibits consistent performance regardless ofstrain amplitude and frequency.

Figure 3. Tensile specimens subjected to cyclic tensile loading

III.

MECHANISM OF STRAIN CONVERSION TO VOLTAGE

A numerical simulation based on knowledge of
piezoelectricity, Bernoulli beam vibration, and equivalent
electrical circuit was proposed to predict the output
voltage of PVDF sensor attached to a steel cantilever
beam subjected to input impact forces. To verify
simulation results, impact tests were conducted using
impact hammers at three locations, i.e. 1, 2, and 3 (Fig.
4). PVDF sensor DT4-028K/L w/rivets was employed.

Figure 1. Vehicle Load Sensing for OSD

Figure 4. Cantilever beam subjected to impact forces

Figure 2. Configuration of PVDF sensor

II.

SENSOR PERFORMANCE AT LOW-FREQUENCY

Tensile tests using standard tensile specimens (Fig. 3)
subjected to cyclic loading were conducted. Eightfrequencies ranging from 0.1 to 20 Hz and six strain
amplitudes ranging from 1 to 139.8 µ. Correlation
between load and sensor output indicates the superior

Simulation results show that the sensor’s output voltage
can be reasonably predicted by the numerical simulation
for all three impact locations. A larger sensor tends togenerate a higher output voltage. The effect of sensor
position seems to be more significant for larger sensors.
However, when a large number of modes are excited,
increasing sensor size may not always result in an
increased output voltage beyond a certain sensor length
due to mode shape slope cancellation problem.
IV.

CONCLUSIONS

Overall, PVDF is proposed to be an alternative toconventional foil strain gages for the innovative vehicle
load sensing system in OSD bridges.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Sterilisation Challenges of Bioresorbable Medical
Devices
L. Davison1, E. Themistou2, F. Buchanan1 and E. Cunningham1
1School of Mechanical and Aerospace Engineering, 2School of Chemistry and chemical Engineering, Queen’s

University Belfast, U.K.
e-mail: ldavison10@qub.ac.uk

I.

INTRODUCTION

The next generation of orthopaedic implants willconsist mainly of bioresorbable materials, these have theadvantage of not needing a second, removal surgery.
Like all devices, these need to be sterilised prior to
implantation in the body. The most frequently usedindustrial sterilisation methods are ethylene oxide (EtO),
gamma irradiation (GI) and electron beam. EtO requires ahumid atmosphere which can degrade bioresorbablepolymers, electron beam has a low penetration powercompared to GI and GI can cause changes to material
properties. Poly(lactide co-glycolide) (PLGA) is abioresorbable polymer which is used in commercial
products such as the Regenesorb Healicoil [1]. GI
sterilisation has been found to degrade and reduce thetensile strength of PLGA [2].
In order to reduce the negative effects, GI at low
temperature or in an inert atmosphere has been explored.
This has been effective at limiting material changes,
however it may compromise sterility assurance levels(SALs) [3,4]. A method of irradiating devices without
affecting the properties whilst achieving SALs is highly
desirable. The aim of this study, was to combine lowtemperature and inert atmosphere to minimise thenegative effects of GI on PLGA.
II.

MATERIALS AND METHODSPLGA was compression moulded into sheets at 200°C
which were irradiated using a cobalt-60 source at
Nordion Inc., Canada. Samples were irradiated innitrogen at 40 kGy at 25 and -80°C and characterisedusing tensile testing, differential scanning calorimetry(DSC), gel permeation chromatography (GPC), nuclear
magnetic resonance (NMR) and Fourier transform
infrared spectroscopy (FTIR).
The project will also include a study of Poly(d,lactide
co-glycolide) (PDLGA) which will be similar to the one
on PLGA. It will look in more detail at the effects oftemperature and atmosphere on a bioresorbable polymer.
A third irradiation study has also been planned on a nonpolymeric material which has been found to be radiation
sensitive.
III.

RESULTS AND DISCUSSIONPLGA was found to be affected by the GI, mainly
through chain scission. This was observed in the DSC
results by a reduction in the glass transition temperature(Tg) from 59.8 to 56.8°C and the GPC showed a decreasein the molecular weight from 397 000 to 134 000 g/mol
as seen in Figure 1. The radicals created in this process
have been identified from the literature [5].
The mechanical properties were found to besignificantly similar where p > 0.999 for percentage
strain. FTIR and NMR showed subtle changes in theirspectra after irradiation but they were not large enough to
be considered significant.
The only variable that a significant difference wasfound between the -80°C and the 25°C irradiated samples
was Tg, all other variables were similar. This difference
between the Tg values, however, was less than 1°C.
IV.

CONCLUSION

In conlusion, when PLGA was irradiated at 25 and-80°C in nitrogen, chain scission occurred which formed
radicals. These radicals have been identified from theliterature. The sterilisation temperature did not havesignificant effect on the material properties in practice.
REFERENCES
[1]
[2]
[3]
[4]
[5]

Figure 1 – Glass transition temperature and molecularweight of PLGA after different irradiation treatments.

Smith and Nephew, Regenesorb Healicoil Brochure, 2014
SY. Jo, JS. Park, HJ. Gwon, YM. Shin, MS. Khil, YC. Nho, YM.
Lim, Radiation Physics and Chemistry, 81, 846-850, 2012
E. Craven, F. Hasanain, M. Winters, Radiation Physics andChemistry, 81, 1254-1258, 2012
QQ. Qiu, J. Connor, Biomedical Materials Research Part A, 87A
373-379, 2008
L. Montanari, F. Cilurzo, L. Valvo, A. Faucitano, A. Buttafava, A.
Groppo, I. Genta, B. Conti, Journal of Controlled Release, 75,
317-330, 2001

5th August UK-Japan Workshop and 8th August MISW 2016

Abstract

Upgrading Pyrolysis Vapors using Supported
Ionic Liquid [bmim][BF4] Catalyst
Michael A. Behrens*, Hiroki Akasaka*, Naoto Ohtake* and Jeffrey S. Cross***Department of Mechanical Engineering, Tokyo Institute of Technology, Japane-mail: Behrens.m.aa@m.titech.ac.jp** Department of Transdisciplinary Science and Engineering, Tokyo Institute of Technology, Japan

II. METHODS
Wood (Hinoki) chips and synthesized catalyst were
loaded in the fixed bed pyrolysis chamber and catalyst
reactor respectively. Nitrogen gas stream was used toeliminate the oxygen in the chambers. The catalyst reactor
was increased to 225°C. Finally the pyrolysis was started
by increasing the temperature of the pyrolysis chamber to
500°C. The vapors flowed over the catalyst and thencondensed in a round bottom flask submerged in an ice
bath. The bio-oil was analyzed with H-NMR.
III. RESULTS
The bio-oil quality was calculated by adding the percent
area of the alkane and aliphatic region of the H-NMR. The
bio-oil quality for the coated silica beads and ZTO are
shown below in Figure 1 and Figure 2.

Bio-oil Quality

0.65

As can be seen from Figure 1, when the percent of ionicliquid coating increases from 0% to 30%, the bio-oil
quality improves from 0.56 to 0.63. The Brønsted acidsites from the ionic liquid help improve the quality of the
bio-oil by increasing the amount of alkanes and aliphatics
through deoxygenation reactions.
From Figure 2, the opposite trend is seen. The uncoated
ZTO support promotes catalytic deoxygenation due to theactive metallic sites on the catalyst support. Coating the
support with [bmim][BF4] decreases access to the active
sites and decreases bio-oil quality.
0.66
0.62
Bio-oil Quality

I.
INTRODUCTION
Recently, countries around the world require moreenergy due to increased industrialization. Oil and gas arelimited resources, however, biomass is clean, reliable, andthe only renewable carbon containing feed stock that canbe used for the synthesis of hydrocarbon transportation
fuels [1]. Pyrolysis of biomass is highly efficient process
to produce bio-oil with yields up to 70% and low capital
investment [2].
Pyrolysis oil is low quality and needs to be upgraded.
Recently, acidic ionic liquids have been used to upgrade
the bio-oil in the liquid phase. The energy content
increased from 17.3 MJ/kg to 24.6 MJ/kg [3]. Also,
supported ionic liquid phase (SILPs) catalysts have beenused recently in gas streams as a desulfurization agent [4].
However, as far as we know, SILPs have not been used to
upgrade pyrolysis vapors in the gas stream. Therefore,
SILPs were synthesized on ZrO2&TiO2 (ZTO) and silica
beads and tested for upgrading pyrolysis vapors.

0.58
0.54
0.5
0.46
ZTO

ZTO 10% ZTO 20% ZTO 30%

Figure 2. NMR results of bio-oil quality for ZTO with [bmim][BF4]
coatings

IV.

CONCLUSION

H-NMR was conducted on bio-oil catalyzed withcoated silica bead and ZTO. The [bmim][BF4] increased
the deoxygenation reactions on the silica beads but
decreased the deoxygenation reactions on the ZTO
catalyst support. Further research is needed to optimize
the ionic liquid type and determine the bio-oil chemicalcomposition.
REFERENCES
[1]

0.6
0.55
0.5
SilicaSilica 10% Silica 20% Silica 30%

Figure 1. NMR results of bio-oil quality for coated silica with[bmim][BF4]

Lynd, L. C. (1991). Fuel Ethanol from Cellulosic Biomass.
Science , 251, 1318-1323.
[2] Yuxin Wang, T. H. (2012). From Biomass to Advanced Bio-fuelby Catalytic Pyrolysis/Hydro-processing: Hydrodeoxygenation of
Bio-oil Derived from Biomass Catalytic Pyrolysis. Bioresource
Technology , 108, 280-284.
[3] W.M. Xiong, M. Z. (2009). Esterification of Organic Acid in Biooil using Acidic Ionic Liquid Catalysts. Energy Fuels , 23, 22782283[4] Florian Kohler, D. R. (2010). Continuous Gas-phase
Desulfurisation using Supported Ionic Liquid Phase (SILP)
Materials. Green Chemistry , 12, 979-984

5th August UK-Japan Workshop and 8th August MISW 2016

Abstract

Insights into Hydrogen Oxidation Process at
Ni/YSZ anode in Solid Oxide Fuel Cells based onSpecies Territory Adsorption Model
T. Nagasawa*,*** and K. Hanamura***Department of Mechanical and Control Engineering, Tokyo Institute of Technology, Japan**School of Engineering, Department of Mechanical Engineering, Tokyo Institute of Technology, Japan***Reserach Fellow of Japan Society for the Promotion of Science, Japane-mail: nagasawa.t.ab@m.titech.ac.jp

II.

Exp. (,) (atm)(0.97, 0.03)(0.07, 0.03)

0.3(0.02, 0.03)

3.00E-01(0.015, 0.01)

0.2

2.00E-01

0.1

1.00E-01

0.00E+00

0 0

0.2

0.4

0.6

0.8

1

Current density [A cm-2]

Figure 1. Analytical and experimental results of anodeoverpotential for Ni/YSZ anode at 800 oC under various
atmosphere compositions. Analytical expression of anodeoverpotential is also shown.

functions as partial pressure of hydrogen and water vapor,equilibrium constants, and surface reaction rate constants.
Equilibrium constants and surface reaction rate constants
are determined from van’t Hoff equation and Arrhenius
equation, respectively. Some of thermodynamic andkinetic parameters substituted into those equations werereferred from DFT calculations [2, 3], resulting in a
reduction of the number of fitting parameters to half or
less.
Fig. 1 shows a comparison between analytical andexperimental results of anode overpotential for Ni/YSZ
anode at 800 oC under various atmosphere compositions.
As shown in Fig. 1, the model agrees well with theexperimental results under wide range of hydrogen partialpressure conditions. Here, only three fitting parameters are
required for the calculation of analytical results, that is,enthalpy and entropy for oxygen adsorption on YSZ, andfrequency factor for surface reaction.

SPECIES TERRITORY ADSORPTION MODEL AND
COMPARISON TO EXPERIMENTAL RESULTS

The details of the reaction model were shown in ourprevious work [1]. The analytical expression of anodeoverpotential as a function of current density derived fromthe model is shown in Figure 1. Here, C1 and C2 are

Ana.

0.4

4.00E-01

Anode overpotential [V]I.
INTRODUCTION
Solid oxide fuel cells (SOFCs) has been identified as
one of the next-generation energy conversion devices,which can convert chemical energy of various fuels suchas hydrogen, carbon monoxide, and hydrocarbon toelectrical energy directly. The oxidation reaction of thesefuels on anode is one of the key processes in SOFC
operation, and it is important to understand reaction
mechanism of these fuel oxidation reactions for further
development of anode material design. As an anodematerial for SOFCs, cermet electrode of Ni and yttriastabilized zirconia (YSZ) is widely used because of its
high catalytic activity for hydrogen oxidation reaction andhigh chemical stability at elevated temperature. Hydrogenoxidation reaction is considered to occur at the Ni-YSZgas triple phase boundary (TPB) because this reaction
involves hydrogen gases, oxide ions, and electrons.
Recently, we have developed analytical model ofhydrogen oxidation reaction at the TPB on SOFC anode(species territory adsorption model) [1]. Based on themodel, analytical expression of anode overpotential withcurrent density was derived explicitly. This expression
could combine the anode overpotentials at low and highcurrent density regions, which were conventionallyexpressed independently, to unique expression The
analytical results agreed well with experiments while all
reaction parameter, such as equilibrium constant andreaction rate constant was determined by fitting toexperimental results, and there was no thermodynamic
consideration in the previous work [1]. In this study,
reliability of the model was improved through theintroduction ofthermodynamic consideration andreaction rate constants. Some of thermodynamic andkinetic parameters were referred from density function
theory (DFT) calculations [2, 3], resulting in a reductionof fitting parameters.

REFERENCES
[1]
[2]
[3]

T. Nagasawa, K. Hanamura, J. Power Sources, 290, pp. 168-182(2015).
D.W. Blaylock et al., J. Phys. Chem. C, 113, pp. 4898-4908(2009).
S. Liu et al., Appl. Surf. Sci., 333, pp. 86-91 (2015).

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

A systems approach to developing a new metro
for the future of megalopoleis
M.Blumenfeld*, C. Roberts* and F. Schmid**Birmingham Centre for Railway Research and Education, University of Birmingham, UKe-mail: mxb455@bham.ac.uk

INTRODUCTION

With the dominance of the automobile in the urban
landscape of many megalopoleis, cities have outgrown
the ability of public transport systems to offer door-todoor speeds that are appropriate for the area to be served.
Research shows that, throughout history, cities have been
one hour wide [1]. However, differently than how therailways shaped the metropoleis in the 19th century, cardriven cities stretch beyond this linearity and challenge
the sustainability of transport systems [1, 2].
A study by Gyimesi et al [3], with 8,000 drivers in 20of the world´s largest cities, found that the average
distance commuted by drivers is 19.7 km, covered in 33
minutes. In these cases, the average door-to-door speed
offered by the car is 35.8 km/h. When the same trip issimulated on a metro system, the minimum door-to-doorjourney time achievable over the same distance isapproximately 44 minutes, resulting in a door-to-door
speed of 26.9 km/h. In this paper, we have used thedesign parameters used by Siemens [4].
Even though metro systems can achieve higher
maximum line speeds than those permitted on roads, theirmain disadvantage lies in the coverage paradox. The
journey by car involves mainly a motorised component
while the same journey by metro involves at least twocomponents, one of individual access to stations where
distance is the critical factor, and in-vehicle time where
speed is the critical factor. Hence, if stations are far apart,a metro will have a higher average in-vehicle speed, butaccess time increases as well. Conversely, when stations
are close together, access is fast but the average invehicle speed on the metro is reduced. In both cases, theirdoor-to-door journey times are significantly higher thanthose of private modes.
Therefore, in order to restore the competitiveness ofmetro systems in individual transport oriented environments, it is necessary to overcome the coverage paradox
and increase the average door-to-door speeds. Yet, simply
increasing the maximum line speed does not appear tosolve the problem. A 40% increase in maximum line
speed to 126 km/h would only result in an increase of
3.3% in door-to-door speeds. This is because most metro
systems stop at all stations along the line, which inevitably
reduces the average speed to approximately one third of
the top speed.
II.

OPERATIONAL CONCEPT

Based on that, we propose an operational concept thatsolves the coverage paradox and is able to offer door-todoor speeds greater than those achievable with

automobiles. This is made possible using an operational
strategy that assigns different stopping patterns toservices, with station platforms located off the main line.
The pattern system reduces the number of stops between
origin and destination and consequently increases theaverage in-vehicle speed of passengers. Moreover, when
stations are off the main line, the headway time can be
reduced to a minimum, which significantly increases thecapacity of the system. These concepts create further
functional requirements that will direct the technical andtechnological development of components so as to meetthe future objectives. For example, services shall be
provided by platoons of autonomous vehicles instead of
regular trains in order to offer every pattern to every user
at every station at the minimum headway. Simulations of
the concept show an increase in the average in-vehicle
speeds of 100% and a reduction in door-to-door journey
times by approximately 35%. Because headway times arealso reduced, a 10-vehicle platoon model can increase thetheoretical capacity of the system by 30% whencompared to the busiest conventional line in operation.
60.0

Door-to-door journey time(in minutes)

I.

50.0
40.0
30.0
20.0
10.0
0.0

65

79

94 108 122 137 151 166 180 194 209
P1
P5

Maximum speed (in km/h)
P2
P7

P3

Figure 1. Door-to-door journey times of different patterns for a
19.7 km journey

III.

REFERENCES[1] C. Marchetti, "Anthropological invariants in travel

behaviour," Technological Forecasting and Social Change,
vol. 47, pp. 75-88, 1994.
[2] D. Banister, "The trilogy of ditance, speed and time,"
Journal of Transport Geography, vol. 19, pp. 950-959,
2011.

[3] K. Gyimesi, C. Vincent and N. Lamba, "Frustration rising:
IBM commuter pain survey," IBM, 2011.

[4] Siemens, "Siemens to supply new metro for Munich," inInnoTrans, Berlin, 2012.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Encouraging Knowledge Sharing
J.A. Laitinen
Industrial Engineering and Management, Tokyo Institute of Technology, Japane-mail: laitinen.j.aa@m.titech.ac.jp

I.

INTRODUCTION

Incentives are a crucial part in encouraging knowledge
sharing between organization members[1]. However, there
is no clear understanding of the factors that influence
incentive effectiveness as various studies have shown thatsimilar incentives have varying outcomes[2,3].I argue that
this is due to failure to understand contextual factors of the
incentive. To improve the design a new theory has been
proposed and corroborative evidence has been gathered.
This abstract will detail the new contributions.
II.

NEW FRAMEWORKIn order to better understand the contextual factors thatincentives have, a new frame work has been proposed.
The framework is based on the previous work by Bowles& Polania-Reyes[4], signaling information of incentives,and Fiske’s [5], relational models. These two theories
cover how the incentives incluence the individuals
engaged in sharing activities as well as its influence on
the organization’s sharing culture.
The incentive’s influence on short-term behavior can beanalyzed through state-dependent preferences of theinteracting individuals and through the governing rules of
the relation. Long-term effects of the incentive can thenseen in the udpdated exogenous preferences of the actors.
A more detailed analysis of the proposed framework can
be found in [6].
For the incentive creator, e.g. management or consultants,
this framework offers a more detailed insight into what
influences knowledge sharing practices in organizations.
In previous studies, such as [1], [2] and [3], the influenceof organizational and relational context to sharing has notbeen fully considered. The new framework is designed tocapture the contextual factors and therefore it has moreaccurate prediction power than previous frameworks.
III.

IMPLICATIONSThe new framework carries with it numerous implications
on how incentives should be configured. First, it implies
that incentives are fundamentally context-dependent. Thismeans that in order to create effective incentives forcollaboration, the contextual factors of the organizationneed to be understood. One way to do this would be forthe incentive creator to sped time observing andanalyzing the interaction inside the organization. Throughanalyzing the interaction incetives can created in such a

way that they aligned with the interests of theorganization and the indivual.
Second big implication of the framework is that incorrect
configuration of incentives can break the culture of
sharing. This will lead to decreased collaboration levels
and ultimately hinder the organization’s innovativeness.
It also predicts that rectifying the damage done by themisaligned incetives will be very difficult as the updating
the collaboration preferences of individuals will bechallenging due to exogenous preferences.
IV.

FUTURE RESEARCH DIRECTIONS

Future research on the framework will concentrate on
testing the extreme cases predicted. For example, basedon the framework it can be predicted that more tighterknight organizations would use less incentives targeted atcollaboration. It also predicts that organization’s industry
affects the incentive that can be used. Finally, theframework also predicts that conflicts in signaling causedby the introduction incentives will result in decreased
sharing levels and harm the culture of sharing in theorganization.
REFERENCES[1] Bock, G.-W., Zmud, R.W., Kim, Y.-G., and Lee, J.-N.
2005. Behavioral Intention Formation in Knowledge
Sharing - Examining the Roles of Extrinsic Motivators,
Social-Psychological Forces, and Organizational Climate.
MIS quarterly 29, 1, 87–111.
[2] Kubo, I. and Saka, A. 2002. An Inquiry into the
Motivations of Knowledge Workers in the Japanese
Financial Industry. Journal of Knowledge Management 6,3, 262–271.
[3] Bock, G.-W., Zmud, R.W., Kim, Y.-G., and Lee, J.-N.
2005. Behavioral Intention Formation in Knowledge
Sharing - Examining the Roles of Extrinsic Motivators,
Social-Psychological Forces, and Organizational Climate.
MIS quarterly 29, 1, 87–111.
[4] Bowles, S. and Polania-Reyes, S. 2012. Economic
Incentives and Social Preferences : Substitutes orComplements? Journal of economic Literature 50, 2, 368–425[5] Fiske, A. 1992. The four elementary forms of sociality:
Framework for a unified theory of social relations.
Psychological review 99, 689–723[6] Laitinen, J.A. & Senoo, D. 2016. Creating Incentives forKnowledge Sharing: combining context and singlaling.
Proceedings of KMO2016: Conference on Knowledge
Management in Organizations. Hagen, Germany.

5th August UK-Japan Workshop and 8th August MISW 2016

Abstract

A 56Gb/s W-Band CMOS Wireless Transceiver
Korkut Kaan Tokgoz*, Shotaro Maki*, Seitaro Kawai*, Noriaki Nagashima*, Yoichi Kawano#,Toshihide Suzuki#, Taisuke Iwai#, Kenichi Okada*, Akira Matsuzawa**Dept. of Electrical and Electronic Eng., Tokyo Institute of Technology, Japan, #Fujitsu Laboratories, Atsugi, Japane-mail: korkut@ssc.pe.titech.ac.jp
34GHz

TX LB In

II. PROPOSED W-BAND TRANCEIVER
Fig. 1 illustrates the frequency-interleave W-band
transceiver block diagram. There are two IF data inputs
for the transmitter (TX). One is for low-band (LB) which
is up-converted with 68GHz LO signal generated from afrequency doubler from 34GHz LO. The doubler andtripler are common for TX and receiver (RX). The otherone is for high-band (HB) which is up-converted with
102GHz LO signal generated from a frequency tripler
from 34GHz LO. The PA and LNA works from 68 to
102GHz. The millimeter-wave amplifiers are based on
feedback common-source topology to boost the gain at Wband. Following the LNA, one-stage RF buffers areincluded to divide the bandwidth into two. Wideband IF
amplifiers are connected before the RX outputs.
III. MEASUREMENT RESULTS AND CONCLUSION
W-band transceiver is manufactured on 65nm bulk
CMOS technology. The chip photo is illustrated in Fig. 2.
Total die area including pads is 2x3mm2. The TX-to-RX
measurements are done and for the max data-rate of
56Gb/s. 6.5GHz bandwidth from the low-band and7.5GHz bandwidth from high-band is used to achieve a
total of 14GHz data bandwidth. Fig. 3 shows thetransmitter output spectrum for 56Gb/s data
communications. Fig. 4 shows the performance resultswith literature CMOS based high-data-rate transceivers.
To conclude a world-record of 56Gb/s wirelesscommunication is achieved at W-band using CMOS
circuitry.

Single-IF
Balanced Mixer

RX LB Out

Doubler

TX res.
feedback
RF amps.

68-102GHzPA

TX HB In

1-20GHzIF amp.

Additional LO
buffer for
102GHz on RX

68-102GHz
LNA

Tripler

1-20GHzIF amp.

34GHz

RX HB Out

Figure 1. W-band frequency interleaved transceiver block diagram.

Figure 2. W-band transceiver chip photo. Total area is 2x3mm2.
0Magnitude [dB]I.
INTRODUCTION
One of the most important requirement of tomorrow’s
wireless technology is to achieve Gb/s order data-rates. It
can be observed from [1] that the most effective
modulation scheme under certain conditions is 16QAM.
For example, to achieve 100Gb/s wireless data-rate with
16QAM modulation, one need 25GHz of bandwidth. For asingle stream data, the baseband processing andconversion required high-power consumption and large
die area. To achieve high data-rate wirelesscommunication while considering all system requirements,in here, a W-band frequency-interleave transceiver is
proposed [2].

Low-Band-10

High-Band

-20
-30
-40
-50
-60
69

80
91
Frequency [GHz]102

Figure 3. Transmitter output spectrum for LB and HB.

REFERENCES
[1]
[2]
[3]
[4]

K. Okada, “Challenges Toward Millimeter-Wave CMOS Circuits
Enhanced by Design Techniques,” IEEE IEDM, Dec. 2013.
K. K. Tokgoz et al., “A 56Gb/s W-Band CMOS WirelessTransceiver,” ISSCC Dig. Tech. Papers, pp.242-243, Feb. 2016.
K. Okada et al., “A 64 QAM 60 GHz CMOS transceiver with 4channel bonding,” ISSCC, pp. 346-347, Feb. 2014.
K. Katayama, et al., “CMOS 300-GHz 64-QAM Transmitter,” IMS
2016, May 2016.

Figure 4. Performance comparison of high data rate transceivers.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

A New Unsteady Flow Optimization Method forEnhanced Exhaust Emission Reduction
A Cao, R F Martinez-Botas
Mechanical Engineering, Imperial College Lodon, UK
e-mail: k.cao12@imperial.ac.uk
I.

INTRODUCTION

Increasingly strict legislation is being produced worldwide
towards exhaust emission (Figure 1). The turbocharging is aproven tech-nology that recovers energy from the exhaustemission to boost an engine. With a turbocharger, the engine
can be downsized to re-duce the exhaust emissions without
decrease in power output. However, a big challenge for aturbocharger is the unsteady ex-haust flows. The exhaust
flows produced by the engine is highly pulsating, which isdifficult for the turbine to fully adopt. This leads to thedeterioration of the turbocharger performance, and further
leads to that less than 40% of the energy in the exhaustemission can be recovered at best.

Figure 2 The new rotating nozzle ring

In order to further exploit the potential energy in theunsteady exhaust flow, a new ‘unsteady flow optimization
method’ was proposed. This new method has been validated
by experimental testing to be able to notably increase theturbine efficiency (7%~20%), and this indicates the new
method can effectively improve the performance of aturbocharger, leading to better en-gine performance.

Figure 3 Experimental results showing the reduction of thefluctuation of the air mass flow rate

Figure 1 Increasingly stringent legislation towards exhaustemission in the last 2 decades

Figure 4 Experimental results showing the reduction of thefluctuation of the turbine power

II. THE CONCEPT OF THE UNSTEADY FLOW OPTIMIZATIONMETHOD AND SOME EXPERIMENTAL RESULTS
The new method is to improve the turbocharger
performance by means of a specially designed ‘rotating
nozzle ring’ shown in Figure 2. Different from traditional
turbocharger configuration in which the nozzle ring isstationary, the rotating nozzle ring rotates as a unit in thesame direction as the turbine. The operating prin-ciple isthat with the rotating nozzle ring, the fluctuation of theexhaust flows at the turbine inlet can be mitigated, which iseasier for the turbine to receive.

As shown in Figure 3 and 4, with the rotating nozzle ring,both the air mass flow rate and the turbine power become
flatter through an exhaust cycle, and this leads to an
efficiency increase of 7% in this case.
III.

CONCLUSION

A new ‘unsteady flow optimization method’ is introduced inthis research, aiming to improve the turbocharger
performance. Experimental testing has validated this methodwith promising result being obtained. This indicates thatwith this technology, the vehicle exhaust emission can befurther reduced to a new level that the current air-charging
technology cannot achieve.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Evaluation of sediment dynamics in mountainous
watershed with GIS and XRF
Nakanishi.R1, Zhao.B1, Yoshida.M1, Mitani.Y1 and Ikemi.H1
1Graduate School of Engineering, Kyushu University, Japane-mail: nakanishi@doc.kyushu-u.ac.jp

I.
INTRODUCTION
Recently, heavy rainfall often causes a large amount of
sediment flow into a river in mountainous area, Japan. Thisphenomenon adversely affects safety and functions of adam for water resources. In order to solve the problem
about river sediment, it is important to understand thesediment dynamics in mountainous streams. However,sediment volume and flow rate are measured just inside adam reservoir in most cases. It is still unclear how muchsediment is transported from tributaries.
Numerical simulation for riverbed deformation is one of
the methods to evaluate sediment dynamics in a river. The
dynamics of coarse sediment (> 2mm) were calculatedwith the one-dimensional riverbed deformation model [1],however it can only estimate gravel sediment. Because
sediment dynamics clearly depend on sizes and forms of
sediment particles, multiple methods should be applied toevaluate their movements. It is quite difficult to understandsediment transport situation with one method.
II.

WP008

Chichibu Belt

Sandstone

WP001

Welded tuff

Mudstonedam
Figure 1. Geological map and sampling sites for XRF

angle, bare land area, and annual rainfall are playing amajor role in sediment transport, moreover, forest area
helps to suppress the sediment transport on hill-slopes. (2)The chemical analysis of sediments has revealed that mudstone contributes more to sediment transport thansandstone of Shimanto Super Group. (3) Sediment flow
ratio of tributaries was estimated from geologicalcomposition, this esitimation was related to relief ratio andslope angle and etc.
These results are integrated from former researches.
REFERENCES

CONCLUSION

As a result, the followings have been summarized. (1)The GIS and statistical analysis have shown that slope

WP003
WP002

[1]
[2]

III.

Shimanto
Super Group

WP004

METHODIn this study, sediment dynamics has been evaluatedwith topographical analysis, chemical analysis,hydrological modelling in the Nanatsuyamakawa river
basin, Miyazaki, Japan. The geology of the study area iscomposed of Chichibu Belt (Paleozoic chart andlimestone) and Shimanto Super Group (Mesozoic andCenozoic sandstone and mudstone). The topographicalanalysis was carried out by geographic information system(GIS) to clarify topographical characteristics ofcatchments and to select sampling sites of river sediments.
Chemical compositions of river sediments were analysed
by XRF to reveal contributing ratios of each geology tofine sediments (< 2mm). Hydrological properties of thewatershed were modelled with TOPMODEL [2] andtopographical data and flow-rates in 2015. The properties
and topographical data were used as basic parameters forsatatistical analysis to reveal factors associated withsediment dynamics. The result of chemical analysis wascompared with satatistical analysis results and previous
studies [3], conformity of these results was estimated.

WP006

WP009

[3]

Sakurai et al. (2006) Dam Engineering, 16(1):30-40 (in Japanese).
Beven et al. (1995) Computer Models of Watershed Hydrology,
Water Resources Publications, 627-668.
Matsubara et al. (2013) A basic study on sediment flow factors inriver tributaries, Japan Society of Civil Engineers, 327-328.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Design and Development of Bridge Vibration
Energy Harvester using Tuned-Mass Systems
K. Takeya* and E. Sasaki **Department of Civil Engineering, Tokyo Institute of Technology, Japane-mail: takeya.k.aa@m.titech.ac.jp

I.
INTRODUCTION
Energy harvesting from structural vibrations has beenstudied in various fields and one area of growing interest is
the potential for this harvested vibration energy to supply
electric power to wireless sensors, or other intelligent
systems, for the health monitoring of bridges [1, 2]. Thereis also the prospect for energy harvesting from bridge
vibration to charge batteries, and apply this electric energy
to various other systems.
So far, tuned mass damper have been studied to control
bridge vibration. Tuned mass damper systems can control
bridge vibration when an ideal dynamic balance is achieved
between its masses, springs and dampers. If a transducer
replaced the damper in tuned mass damper systems andcould successfully absorb vibration energy, it would havethe capacity to harvest energy or control bridge vibration.
However, one problem concerning energy harvesting frombridge vibration is that the natural frequency of bridges is
uncertain due to many factors including traffic conditions
and temperature. Nonetheless, the performance of tuned
mass damper systems is highly sensitive, and can drop withthe slightest change.
In this study, an energy harvester using a tuned dualmass damper system and electromagnetic transducer,
named hereafter Tuned Mass Generator (TMG), has been
proposed. In addition, the proposed design method for thisTMG considers the purpose of energy harvesting to achieve
greater power generation from bridge vibration.
II.

X =

k2

X
RI 2
, W =
2
F0 / K
F0 / KM

III.

CONCLUSIONS

The required TMG characteristics have beenformularized which makes use of the unused reserve ofenergy in damper systems to harvest energy. In addition,
the design method has been developed to tune this TMG.
Finally, there is also the potential for the proposed TMG
to be further developed so that if parameters of theelectromagnetic transducer can be controlled, applicability
and performance of power generation could improve.
REFERENCES
[1]

[2]

Takeya, K. and Sasaki, E., “Development of tuned dual-masselectric power generator for energy harvesting of bridge vibration”,
IABSE Conference Nara 2015, Japan, May 13-15, 2015.
Shen, W., Zhu, S. and Xu, Y., “An experimental study on selfpowered vibration control and monitoring system using
electromagnetic TMD and wireless sensors”, Sensors andActuators A, Vol. 180, pp. 166-176, 2012.

ObjectivefunctionFe

Constraintfunctionsx1 (t)

m1

r

k1

F=F0 sin(ωt)

L
R

E(t)
I(t)

M

X(t)
CM

Transducer

Figure 1. Analysis model of the TMG system.

(2)

B. Multi-domain parameter design method
The purpose of parameter design is to maximize power
generation and ensure robustness against changes invibration frequency. In this study, it has been proposed thatto ensure robustness against changes in vibration frequency,
the amplitude of harvesting power response W in theequation (2) must satisfy the minimum amplitude of
harvesting power Wc in the range between the normalized
excitation frequencies, using a constraint function.

x2 (t)

m2(1)

Where kemf is an electromotive force coefficient [Vs/m].
Normalized vibration amplitude and electric power
response X and W are introduced as follows

PARAMETER DESIGN OF TMG SYSTEMS

A. Theoretical explanation of TMG systems
Figure 1 shows a Tuned Mass Generator (TMG) withdual-mass systems, where two masses are connected inseries with springs. An electromagnetic transducer isinstalled between the two masses. Based on Faraday’s law,the damping force by the transducer is formularized asK

Fe (t ) = k emf I (t )

V(t)

𝑊𝑐
Figure 2. Power spectrum of power generation (dimensionless)..

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Synthesis of AlN from sapphire by using
reduction-nitridation method in molten salt
K. Katagiri*, O. Takeda, M. Hoshi and H. Zhu*Deartment of Metallurgy, Tohoku University, Japane-mail: kiwamu.katagiri.r5@dc.tohoku.ac.jp

I.
INTRODUCTION
Aluminum nitrde (AlN) is an expected material fordeep UV light emitted device because of excellent
properties; wide bandgap (6.2 eV) and immiscibility withgallium nitride (GaN) in entire composition region. The
representative production method of AlN single crystal issublimation method[1][2]. However the process needs
very high operation temperature (~2273 K). As a results,
cost of AlN production is very high. Many impurities
contained in the crystal from seed and atmosphere are also
big problems.
A new method to make AlN from a sapphire (Al2O3) atlower temperature by reduction – nitridation in molten
chloride was developed in this study. The principle isshown in Fig. 1. The reaction can be described as Eq. (1).
Al2O3 + 3Ca + 2NH3 → 2AlN + 3Ca2+ + 3O2- + 3H2 (1)( 16) by using diamond saw and polished with diamondfile. NH3 was used as a nitriding agent. Ca was used as
reducing agent. For comparison Al plate was used as
reducing agent. The sample was heated up to 1123K andheld for 3 hrs under Ar flow.
Ⅲ. RESULTS AND DISSCUSION
Thermodynamically not only calcium but aluminum areable to decrease reduction potential and reduce sapphire.
Whereas AlN was obtained in the case of calcium as a
reducing agent, while no reaction was observed withaluminum as a reducing agent in molten chloride. This
results indicated that the solubility of reducing agent insolvent is necessary for this reaction. In addition, CaO
also has solubility into CaCl2, which makes reductionsmooth in the reaction. As shown in Fig.2, there are peaks
like polycristal. It is speculated that AlN was made on thesurface of sapphire substrate and made out of polycristal.

The mark of this process is that calucium ishomogeneously supplied from molten chloride due to highsolubility of Ca in CaCl2. The smooth removal of byproduct (CaO) because of high solubility of CaO in CaCl2
is also characteristic.
II. EXPERIMENTAL
In a glove box under Ar, CaCl2 (~50 g) was put into amild steel (or graphite) cruclble and the crucible was puton the bottom of stainless steel reactor. Al2O3
singlecrystal plate was cut out of Al2O3 single crystal rod

Fig. 2 XRD pattern of the sample obtained throughreduction-nitridation method of sapphire

REFERENCES[1]
Fig,1 The principle of reduction-nitridation method forsynthesis of AlN from sapphire[2]

Cengiz M. Balkas, et al, J. Cryst. Growth, vol. 179, pp.363-370,
1997
J. H. Edger, et al, J. Cryst. Growth, vol.246, pp.187-193, 2002

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Development of Clustering Method forGeometry-based Stochastic Channel Modeling
P. Hanpinitsak*, K. Saito*, J. Takada*, M. Kim**, L. Materum**** Department of Transdisciplinary Science and Engineering, Tokyo Institute of Technology, Japane-mail: hanpinitsak.p@ap.ide.titech.ac.jp** Department of Electrical and Electronic Engineering Communication Systems, Niigata University, Japan*** Department of Electronics and Communications Engineering, De La Salle University, Manila, PhilippinesI.
INTRODUCTION
Since the prior knowledge of the wireless channel isrequired for the wireless communication system design,channel model is necessary. The transmitted signal is sent
through the channel and interacts with many different
interacting objects (IO) in the environment, and thisresults in several copies of the same signal called
multipaths to arrive at the receiver. In the conventional
path-based modeling, the channel model is expressed as
the summation of several paths, and each path ischaracterized by the angle-of-arrival (AoA), angle-ofdeparture (AoD), delay time (DT) and power (P).
Recently, geometry-based stochastic channel model(GSCM) has been widely used in which paths with similarroutes are grouped into clusters. This greatly reduces themodel complexity compared with the path-based modeldue to less number of parameters. Since the GSCM
accuracy strongly depends on cluster estimation accuracy,
an accurate clustering method is required. Thus, this paper
proposes the geometry-based clustering method for thispurpose.
II.

Figure 1. Proposed clustering method illustration

Figure 2. Proposed clustering result

PROPOSED CLUSTERING METHOD

The proposed clustering algorithm comprises of two
steps as shown in Figure 1. Firstly, the measurementbased ray tracer (MBRT) [1] was used to estimate thescattering point of each path from the AoA, AoD and DTof the path. After that, the KPowerMeans (KPM)
clustering algorithm [2] was used to group the paths into
clusters. This algorithm optimizes the cluster estimation
by minimizing the power-weighted physical distance
between paths and their cluster centroid (cluster center),which is expressed by.
min ∑𝐿𝑖=1 𝑃𝑖 ⋅ 𝑑𝑖

REFERENCES(1)

where 𝐿 is the number of paths, 𝑃𝑖 and 𝑑𝑖 are the ith
path power and physical distance from its cluster centroid
respectively.
III.

can be seen that the paths were grouped based on thelocation of the IOs accurately. Figure 3 shows the medianof Eigen values comparison between the cluster-based
reconstructed channel and path-based reconstructedchannel. Eigen value is a parameter which is related tothe channel gain of the system. This figure implies thatclusters can be used to represent the channel instead ofpaths since the Eigen value medians are almost perfectly
matched.

[1][2]

RESULTS AND DISCUSSION

The proposed clustering algorithm was evaluatedusing measured data obtained using an 11 GHz
measurement system in indoor environment [3]. Figure 2
shows the clustering results of the proposed method. It[3]

J. Poutanen, K. Haneda, J. Salmi, V. M. Kolmonen, A. Richter, P.
Almers, P. Vainikainen, “Development of measurement based ray
tracer for multi-link double directional propagation parameters, ”
in Proc. of the 3rd European Conf. on Antennas and Propagation(EUCAP), Berlin, pp. 2622-2626, 2009.
N. Czink, P. Cera, J. Salo, E. Bonek, J. P. Nuutinen and J. Ylitalo,“A framework for automatic clustering of parametric MIMO
channel data including path powers, ” in IEEE 64th VehicularTechnology Conf., Montreal, pp. 1-5, 2006.
Y. Konishi, Y. Chang, M. Kim and J. Takada, “Versatile radio
channel sounder for double directional and multi-link MIMO
channel measurements at 11 GHz, ” IEICE Trans. Electron., vol.
E97-C, no. 10, pp. 994-1004, 2014.

Abstract

5th August UK-Japan Workshop and 8th August MISW 2016

Development of an online ship performancemonitoring system dedicated for biofouling andanti-fouling coating analysis
A. Carchen* and M. Atlar***School of Marine Science and Technology, Newcastle University, UK**Department of Naval Architecture Ocean and Marine Engineering, Strathclyde University, UKe-mail: a.carchen@newcastle.ac.uk
I.

INTRODUCTION

The growing concern for the Green House Gases(GHG) fostered the action of many regulatory organs tofurther reduce the carbon emissions of seagoing vessels.
To compensate for these changes, the pursuit of efficiency
optimization became the driver behind all new designs
and in-service upgrades of existing ships.
Adverse working conditions throughout the life of aship increase the powering requirements. Particularly, theabatement of the frictional resistance is critical for a
substantial range of big commercial vessels and theimpact of bio-fouling on the wetted hull surface is its mostarduous cause to prevent and measure.
In this framework, Ship Performance Monitoring
Systems are confirming to be a mostly valuable tool tomonitor energy flow.
TABLE I.
MEASURED PARAMETERS
Variable

DeviceMethodSpeed through water

Furuno and Agilog
logs

A

Shaft variables

Design Unit system

A

Position, course andspeed over ground

Furuno DGPS and
Gyrocompass

A

Wind characteristics

Weatherpak

A

Wave spectrum

Radac Wave Guide

A

Water quality

SeaBird profiling

A

Draught

Visual evaluationM

B. Methodology
The Ship Performance Monitoring System is being
designed and installed on-board the UNEW’s R/V The
Princess Royal [1] as an automated logging platform.
Measured parameters include propulsion-related variables
and environmental variables and they are presented inTable 1. During the development of the analysis method,
dedicated sea trials are conducted in a partially controlledenvironment according to [2] and [3].
A reference database of performance data is being built
by means of Experimental Fluid Dynamics (EFD) andComputational Fluid Dynamics (CFD) to pattern the
behavior of the R/V in design and off-design operation.
] 0.8
W
M
[ 0.6
re
w
o 0.4
P
d
er
ev 0.2
il
e
D 0
0

5

10
15
Ship Speed [kn]20

25

Figure 1. Delivered Power as function of Ship Speed represented asraw (markers) and normalized (line) data.

In-service measured data are thus normalised throughappropriate mathematical models by calculating thecontribution of every significant external disturbance andthence correcting the measured performance (Fig. 1). The
contribution of the pure fouling is derived as a percentageof the total ship power requirement of the reference sea
trials (i.e. with smooth and clean hull in ideal calm
weather conditions).
REFERENCESII.

RESEARCH STRATEGY

A. Aims and objectives
The aim of this research is to implement the prototype ofthe first on-board ship performance monitoring system
dedicated to hull micro-fouling and coating analysis. The
system aims to derive the impact of hull biofouling with aknown and reasonable level of uncertainty.

[1] Atlar, M., Aktas, B., Sampson, R., Seo, K.-C., Viola, I.M.,
Fitzsimmons, P., and Fetherstonhaugh, C., Proceedings of AMT’13– The 3rd International Conference on Advanced Model
Measurement Technology for the Maritime Industry, 18-19
September 2013.
[2] International Towing Tank Conference, Recommended procedure
7.5-04-01-01: Speed and power trials, 2012.
[3] International Standardization Organization, ISO 15016:2002:
Guidelines for the assessment of speed and power performance byanalysis of speed trial data, 2002