The effects of emission control strategies on light-absorbing carbon emissions from a modern heavy-duty diesel engine

Towards zero pollution vehicles by advanced fuels and exhaust aftertreatment technologies

Vehicular emissions deteriorate air quality in urban areas notably. The aim of this study was to conduct an in-depth characterization of gaseous and particle emissions, and their potential to form secondary aerosol emissions, of the cars meeting the most recent emission Euro 6d standards, and to investigate the impact of fuel as well as engine and aftertreatment technologies on pollutants at warm and cold ambient temperatures. Studied vehicles were a diesel car with a diesel particulate filter (DPF), two gasoline cars (with and without a gasoline particulate filter (GPF)), and a car using compressed natural gas (CNG). The impact of fuel aromatic content was examined for the diesel car and the gasoline car without the GPF. The results showed that the utilization of exhaust particulate filter was important both in diesel and gasoline cars. The gasoline car without the GPF emitted relatively high concentrations of particles compared to the other technologies but the implementation of the GPF decreased particle emissions, and the potential to form secondary aerosols in atmospheric processes. The diesel car equipped with the DPF emitted low particle number concentrations except during the DPF regeneration events. Aromatic-free gasoline and diesel fuel efficiently reduced exhaust particles. Since the renewal of vehicle fleet is a relatively slow process, changing the fuel composition can be seen as a faster way to affect traffic emissions.

On-board measurements of OC/EC ratio, mixing state, and light absorption of ship-emitted particles

Carbonaceous aerosols play important roles in environmental impacts and climate effects. The characteristics of ship-emitted carbonaceous aerosols keep unclear under the latest global low sulfur fuel oil policy. This study selected four ocean-going vessels burning low sulfur fuel oils for on-board exhaust testing. The emission factors of ship carbonaceous aerosols were obtained under different engine types (main and auxiliary engines), fuel types, and engine loads. Our results showed that fuel and engine types were both important factors affecting carbonaceous aerosol emissions for ship engines. The emission factors of OC and EC from main engines were 1.18 ± 0.62 and 0.06 ± 0.04 g/kg burning heavy fuel oil (HFO), while 0.52 ± 0.35 and 0.04 ± 0.03 g/kg burning marine gas oil (MGO), respectively. The OC/EC ratios of ship-emitted particles were within a large range of 2 to 23. The OC/EC ratios from the main engines were significantly higher than those from the auxiliary engines by a factor of 6.3. The result of chemical mixing states of ship-emitted particles observed by a single particle mass spectrometer (SPAMS) showed that OC and EC were internally mixed and existed as the ECOC-bonded forms in single particles. The measured light absorption of ship-emitted particles with higher OC/EC ratios showed an evident short-wave absorption enhancement based on the aethalometer AE-33. Our results implied that ship-emitted carbonaceous aerosols (especially with high OC/EC ratios) could not be uniformly treated regarding the optical properties to more precisely estimate their potential environmental impacts and climate effects in model systems in the future.

A scoping review to identify strategies that work to prevent four important occupational diseases

BACKGROUND

Despite being largely preventable, many occupational diseases continue to be highly prevalent and extremely costly. Effective strategies are required to reduce their human, economic, and social impacts.

METHODS

To better understand which approaches are most likely to lead to progress in preventing noise-related hearing loss, occupational contact dermatitis, occupational cancers, and occupational asthma, we undertook a scoping review and consulted with a number of key informants.

RESULTS

We examined a total of 404 articles and found that various types of interventions are reported to contribute to occupational disease prevention but each has its limitations and each is often insufficient on its own. Our principal findings included: legislation and regulations can be an effective means of primary prevention, but their impact depends on both the nature of the regulations and the degree of enforcement; measures across the hierarchy of controls can reduce the risk of some of these diseases and reduce exposures; monitoring, surveillance, and screening are effective prevention tools and for evaluating the impact of legislative/policy change; the effect of education and training is context-dependent and influenced by the manner of delivery; and, multifaceted interventions are often more effective than ones consisting of a single activity.

CONCLUSIONS

This scoping review identifies occupational disease prevention strategies worthy of further exploration by decisionmakers and stakeholders and of future systematic evaluation by researchers. It also identified important gaps, including a lack of studies of precarious workers and the need for more studies that rigorously evaluate the effectiveness of interventions.

Light absorption of biomass burning and vehicle emission-sourced carbonaceous aerosols of the Tibetan Plateau

Carbonaceous aerosols over the Tibetan Plateau originate primarily from biomass burning and vehicle emissions (BB and VEs, respectively). The light absorption characteristics of these carbonaceous aerosols are closely correlated with the burning conditions and represent key factors that influence climate forcing. In this study, the light absorption characteristics of elemental carbon (EC) and water-soluble organic carbon (WSOC) in PM_2.5 (fine particulate matter smaller than 2.5 μm) generated from BB and VEs were investigated over the Tibetan Plateau (TP). The results showed that the organic carbon (OC)/EC ratios from BB- and VE-sourced PM_2.5 were 17.62 ± 10.19 and 1.19 ± 0.36, respectively. These values were higher than the ratios in other regions, which was primarily because of the diminished amount of oxygen over the TP. The mass absorption cross section of EC (MAC_EC) at 632 nm for the BB-sourced PM_2.5 (6.10 ± 1.21 m².g^-1) was lower than that of the VE-sourced PM_2.5 (8.10 ± 0.98 m².g^-1), indicating that the EC content of the BB-sourced PM_2.5 was overestimated because of the high OC/EC ratio. The respective absorption per mass (α/ρ) values at 365 nm for the VE- and BB-sourced PM_2.5 were 0.71 ± 0.17 m².g^-1 and 0.91 ± 0.18 m².g^-1. The α/ρ value of the VEs was loaded between that of gasoline and diesel emissions, indicating that the VE-sourced PM_2.5 originated from both types of emissions. Because OC and WSOC accounts for most of the carbonaceous aerosols at remote area of the TP, the radiative forcing contributed by the WSOC should be high, and requires further investigation.

Temporal variations of black carbon during haze and non-haze days in Beijing

Black carbon (BC) aerosol has been identified as one of key factors responsible for air quality in Beijing. BC emissions abatement could help slow regional climate change while providing benefits for public health. In order to quantify its variations and contribution to air pollution, we systematically studied real-time measurements of equivalent black carbon (eBC) in PM_2.5 aerosols at an urban site in Beijing from 2010 to 2014. Equivalent black carbon (eBC) is used instead of black carbon (BC) for data derived from Aethalometer-31 measurement. Equivalent BC concentrations showed significant temporal variations with seasonal mean concentration varying between 2.13 and 5.97 μg m⁻³. The highest concentrations of eBC were found during autumn and winter, and the lowest concentrations occurred in spring. We assessed the temporal variations of eBC concentration during haze days versus non-haze days and found significantly lower eBC fractions in PM_2.5 on haze days compared to those on non-haze days. Finally, we observed a clear inverse relationship between eBC and wind speed. Our results show that wind disperses PM_2.5 more efficiently than eBC; so, secondary aerosols are not formed to the same degree as primary aerosols over the same transport distance during windy conditions.