A note on versions:The version presented here may differ from the published version or from the version of record. If you wish to cite this item you are advised to consult the publisher's version. Please see the repository url above for details on accessing the published version and note that access may require a subscription. AbstractThe first attempt at activation of air-carbonized carbon reveals unusual resistance to activation and unprecedentedly high yields (32 -80 wt%) of high packing density (0.7 -1.14 g cm -3 ) microporous carbon dominated by 5.5 -7 Å pores, which are just right for CO2 uptake (up to 5.0 mmol g -1 ) at 1 bar and 25 o C. The high gravimetric uptake and packing density offer exceptional volumetric storage, and unprecedented performance for low pressure swing adsorption (PSA)with working capacity of 6 -9 mmol g -1 for a pure CO2 stream (6 to 1 bar) and 3 -4 mmol g g l -1 (PSA) and 179 -233 g l -1 (VSA). For flue gas conditions, the working capacity is 120 to 160 g l -1 (PSA). The performance of the activated air-carbonized carbons is higher than the best carbons and benchmark zeolites or MOFs.2

a b s t r a c tTwo gasoline turbocharged direct injection (GTDI) and two diesel soot-in-oil samples were compared with one flame-generated soot sample. High resolution transmission electron microscopy imaging was employed for the initial qualitative assessment of the soot morphology. Carbon black and diesel soot both exhibit core-shell structures, comprising an amorphous core surrounded by graphene layers; only diesel soot has particles with multiple cores. In addition to such particles, GTDI soot also exhibits entirely amorphous structures, of which some contain crystalline particles only a few nanometers in diameter. Subsequent quantification of the nanostructure by fringe analysis indicates differences between the samples in terms of length, tortuosity, and separation of the graphitic fringes. The shortest fringes are exhibited by the GTDI samples, whilst the diesel soot and carbon black fringes are 9.7% and 15.1% longer, respectively. Fringe tortuosity is similar across the internal combustion engine samples, but lower for the carbon black sample. In contrast, fringe separation varies continuously among the samples. Raman spectroscopy further confirms the observed differences. The GTDI soot samples contain the highest fraction of amorphous carbon and defective graphitic structures, followed by diesel soot and carbon black respectively. The A D1 :A G ratios correlate linearly with both the fringe length and fringe separation.

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The aim of this work is to make progress towards the development of 3D reconstruction as a legitimate alternative to traditional 2D characterization of soot. Time constraints are the greatest opposition to its implementation, as currently reconstruction of a single soot particle takes around 5-6 h to complete. As such, the accuracy and detail gains are currently insufficient to challenge 2D characterization of a representative sample (e.g. 200 particles). This work is a consideration of the optimization of the steps included within the computational reconstruction and manual segmentation of soot particles. Our optimal process reduced the time required by over 70% in comparison to a typical procedure, whilst producing models with no appreciable decrease in quality.

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