The next great transformation in aviation may begin on the ground. Battery-electric aircraft are moving from concept to early commercial reality. The first markets will likely be short regional routes, island connections, training aircraft, air taxis, and small commuter planes. These aircraft will not need jet fuel. They will need large amounts of electricity, delivered reliably and quickly at airports. That creates a new question: what kind of energy system should power the charging infrastructure for electric aviation? The obvious answer is renewable electricity from the grid. But there is an even more powerful possibility: airports can combine renewable electricity with local biogas-based oxyfuel combined heat and power systems with carbon capture and storage. This creates a remarkable vision. Airports could become energy hubs that charge electric aircraft, supply heat to airport buildings, support the local grid, and remove carbon dioxide from the atmosphere. In this model, the air

Biogas has long been promoted as a climate-friendly transport fuel. That made sense in an earlier phase of the energy transition, when battery-electric vehicles were expensive, charging infrastructure was limited, and many heavy vehicles still had no practical zero-emission alternative. That period is ending. The strongest use case for biogas is no longer as a substitute for diesel or natural gas in internal combustion engines. The better use is as a fuel for stationary oxyfuel combined heat and power plants, where it can produce dispatchable electricity, useful heat, and highly concentrated CO₂ that can be captured at exceptionally low cost. In other words: biogas should move out of vehicle tanks and into carbon-removing combined heat and power (CHP) systems. Battery-electric drive is winning on life-cycle cost The central reason is economics. Battery-electric drivetrains are now cheaper, simpler, and more efficient than internal combustion engine systems. This applies first to passen

Mismanaged plastic waste is a growing problem that pollutes and contaminates vast parts of the natural environment and threatens the health of the entire global ecosystem[1] [2]. After nearly 50 years of different campaigns, regulations, incentives and compliance regimes, the rate of recycling of plastic waste is still less than 10% globally. We propose adapting electrified gasification to use pelletized plastic waste, and use the syngas in an oxyfuel CHP system to achieve ultra-low emissions plastic waste elimination with energy recovery. But first, we provide more background, context and motivation. Look to Scandinavia Some regions and nations are making progress by building specialized facilities to automatically sort plastic waste into the main types of polymers in the plastic items. In Sweden, Denmark and Norway, such facilities can sort up to 400000 tons of plastic waste yearly into 7-11 different types by polymer. This allows effective mechanical recycling which aims to create s

The Opportunity: Two of the world's most intractable decarbonization challenges — the fossil gas dependence of the global fertilizer industry and the prohibitive cost of carbon capture from energy generation — share a common solution. A single green hydrogen infrastructure, built around water electrolysis, can address both simultaneously, creating a rare convergence of positive climate impact and commercial advantage. Water electrolysis splits water into hydrogen and oxygen in a fixed ratio. Today, the hydrogen from electrolysis is used as a petrochemical feedstock (but which can easily be used in ammonia synthesis for fertilizer). The oxygen — eight kilograms for every kilogram of hydrogen produced — is simply vented as waste. We at CO2 Norway argue that the hydrogen should be used in production of green ammonia for fertilizer to displace use of fossil gas. And that this should be integrated with use of the biproduct pure oxygen in oxyfuel combustion of biogas and fossil gas. This can