Differences in compositions and effects of VOCs from vehicle emission detected using various methods

Vehicle exhaust and oil fuel evaporation emit volatile organic compounds (VOCs). The differences in VOC compositions and their effects determined using different methods have not been addressed sufficiently. In this study, VOC samples are obtained from single gasoline and diesel vehicle exhausts using a portable emission measurement system, from a tunnel in Yichang City, and from gasoline and diesel evaporation at gas stations. A total of 107 VOCs are analysed. The calculated VOC source profiles (based on VOC source profiles of single-vehicle type and vehicle fleet composition in the tunnel) and the tested source profiles (from a tunnel test) are compared. The results show that gasoline burning can reduce alkenes from a mass fraction of 53.1% (for evaporation) to 3.6% (for burning), as well as increase the mass fraction of alkenes from 1.3% (for diesel evaporation) to 34.0% (for diesel burning). The calculated VOC source profiles differed from the tested VOC source profiles, with a coefficient of divergence of 0.6. Ethane, ethylene, n-undecane, and n-dodecane are used to distinguish VOCs in gasoline and diesel exhausts. Cis-2-butene, 2-methylpentane, m/p-xylene, o-xylene, and n-decane can be used to separate gasoline from diesel. The xylene/ethylbenzene ratios accurately reveal the photochemical age. Gasoline burning increases health risks associated with VOCs compared with gasoline evaporation. Furthermore, it modifies the main contributor to ozone formation potential. This study is expected to facilitate refined VOC source apportionment and studies pertaining to speciated emission inventories.

The contributions of non-methane hydrocarbon emissions by different fuel type on-road vehicles based on tests in a heavily trafficked urban tunnel

Automobile exhaust is a major source of volatile organic compounds (VOCs) in metropolitan areas, yet it is difficult to accurately determine the contributions of different types of on-road vehicles. Tunnel tests are an effective way to measure real-world vehicle emissions, and the data collected are also suitable for receptor modeling to analyze the contributions of non-methane hydrocarbons (NMHCs) from different types of vehicles, as the closed environment ensures good mixing and minimal aging. In this study, tunnel tests were conducted inside a heavily trafficked city tunnel in Guangzhou in south China, and the positive matrix factorization (PMF) model was applied to the inlet-outlet incremental NMHC data. The results revealed that gasoline vehicles (GVs), Liquefied Petroleum Gas vehicles (LPGVs), and diesel vehicles (DVs) were responsible for 39 %, 45 % and 16 % of NMHCs, and 52 %, 23 %, and 24 % of the ozone formation potentials, respectively. LPGVs were the largest contributor of (56 %) alkanes, and GVs were the largest contributor of aromatics (61 %) and C₂-C₄ alkenes (55 %). With the video-recorded traffic counts the emissions of different fuel types are further compared on a per-vehicle-per-kilometer basis, and the results reveal that LPGVs and GVs were comparable in the OFPs of NMHCs emitted per kilometer, while on average a DV emitted 2.0 times more NMHCs than a GV with 2.4 times more OFPs. This study highlights substantial contribution of reactive alkenes and aromatics by DVs and the benefits of strengthening diesel exhaust control in terms of preventing ozone pollution.

Emission characteristics and light absorption apportionment of carbonaceous aerosols: A tunnel test conducted in an urban with fully enclosed use of E10 petrol

To reduce the heavy dependence on petroleum, bioethanol has been increasingly employed as an alternative and sustainable transportation fuel. However, the characteristics of black carbon (BC) emissions from E10 petrol vehicles (i.e., ethanol-gasoline containing 10% ethanol) are still unclear, especially under real driving conditions. Here, a tunnel test was conducted during a cold winter. This tunnel was characterized by heavy traffic comprising more than 98% E10-fueled gasoline vehicles (GVs). Real-time BC concentrations, traffic parameters and meteorological conditions were recorded during the sampling campaign. The average BC concentration inside the tunnel (10.94 ± 5.02 μg m^-3) was almost twice the background concentration. Based on aethalometer AE33 in situ measurements and the minimum R-squared (MRS) method, real-time aerosol light absorption was apportioned. The light absorption proportions of BC, primary brown carbon (BrC₁) and secondary brown carbon (BrC₂) were 79.86%, 2.78% and 17.36%, respectively, at 370 nm. The BC emission factor (EF_BC) of the E10-fueled vehicles was 1.09 ± 0.49 mg km^-1·veh^-1 and 15.24 ± 6.85 mg·(kg fuel)^-1, lower than those of traditional gasoline fueled vehicles in previous studies. This study can support the compilation of vehicular BC emission inventories, provide recommendations for biofuel policies and contribute to comprehensively understanding the climatic impact of E10 petrol.

Emissions and light absorption of PM2.5-bound nitrated aromatic compounds from on-road vehicle fleets

Vehicle emissions are an important source of nitrated aromatic compounds (NACs) in particulate size smaller 2.5 μm (PM_2.5), which adversely affect human health and biodiversity, especially in urban areas. In this study, filter-based PM_2.5 samples were collected during October 14-19, 2019, in a busy urban tunnel (approximately 35,000 vehicles per day) in south China to identify PM_2.5-bound NACs. Among them, 2,8-dinitrodibenzothiophene, 3-nitrodibenzofuran and 2-nitrodibenzothiophene were the most abundant nitrated polycyclic aromatic hydrocarbons (NPAHs), while 2-methyl-4-nitrophenol, 2,4-dinitrophenol, 3-methyl-4-nitrophenol and 4-nitrophenol were the most abundant nitrophenols (NPs). The observed mean fleet emission factors (EFs) of NPAHs and NPs were 2.2 ± 2.1 and 7.7 ± 4.1 μg km^-1, and were 2.9 ± 2.7 and 10.2 ± 5.4 μg km^-1 if excluding electric and liquefied petroleum gas vehicles, respectively. Regression analysis revealed that diesel vehicles (DVs) had NPAH-EFs (55.3 ± 5.3 μg km^-1) approximately 180 times higher than gasoline vehicles (GVs) (0.3 ± 0.2 μg km^-1), and NP-EFs (120.6 ± 25.8 μg km^-1) approximately 30 times higher than GVs (4.1 ± 0.2 μg km^-1), and thus 89% NPAH emissions and 56% NP emissions from the onroad fleets were contributed by DVs although DVs only accounted for 3.3% in the fleets. Methanol solution-based light absorption measurements demonstrated that the mean incremental light absorption for methanol-soluble brown carbon at 365 nm was 6.8 ± 2.2 Mm^-1, of which the 44 detected NACs only contributed about 1%. The mean EF of the 7 toxic NACs was approximately 3% that of the 16 priority PAHs; However, their benzo(a)pyrene toxic equivalence quotients (TEQ_BaP) could reach over 25% that of the PAHs. Moreover, 6-nitrochrysene mainly from DVs contributed 93% of the total TEQ_BaP of the NACs. This study demonstrated that enhancing DV emission control in urban areas could benefit the reduction of exposure to air toxins such as 6-nitrochrysene.

Comparison of cone bioassay estimates at two laboratories with different Anopheles mosquitoes for quality assurance of pyrethroid insecticide-treated nets

Background

Quality assurance (QA) of insecticide-treated nets (ITNs) delivered to malaria-endemic countries is conducted by measuring physiochemical parameters, but not bioefficacy against malaria mosquitoes. This study explored utility of cone bioassays for pre-delivery QA of pyrethroid ITNs to test the assumption that cone bioassays are consistent across locations, mosquito strains, and laboratories.

Methods

Double-blinded bioassays were conducted on twenty unused pyrethroid ITNs of 4 brands (100 nets, 5 subsamples per net) that had been delivered for mass distribution in Papua New Guinea (PNG) having passed predelivery inspections. Cone bioassays were performed on the same net pieces following World Health Organization (WHO) guidelines at the PNG Institute of Medical Research (PNGIMR) using pyrethroid susceptible Anopheles farauti sensu stricto (s.s.) and at Ifakara Health Institute (IHI), Tanzania using pyrethroid susceptible Anopheles gambiae s.s. Additionally, WHO tunnel tests were conducted at IHI on ITNs that did not meet cone bioefficacy thresholds. Results from IHI and PNGIMR were compared using Spearman’s Rank correlation, Bland–Altman (BA) analysis and analysis of agreement. Literature review on the use of cone bioassays for unused pyrethroid ITNs testing was conducted.

Results

In cone bioassays, 13/20 nets (65%) at IHI and 8/20 (40%) at PNGIMR met WHO bioefficacy criteria. All nets met WHO bioefficacy criteria on combined cone/tunnel tests at IHI. Results from IHI and PNGIMR correlated on 60-min knockdown (KD60) (r_s = 0.6,p = 0.002,n = 20) and 24-h mortality (M24) (r_s = 0.9,p < 0.0001,n = 20) but BA showed systematic bias between the results. Of the 5 nets with discrepant result between IHI and PNGIMR, three had confidence intervals overlapping the 80% mortality threshold, with averages within 1–3% of the threshold. Including these as a pass, the agreement between the results to predict ITN failure was good with kappa = 0.79 (0.53–1.00) and 90% accuracy.

Conclusions

Based on these study findings, the WHO cone bioassay is a reproducible bioassay for ITNs with > 80% M24, and for all ITNs provided inherent stochastic variation and systematic bias are accounted for. The literature review confirms that WHO cone bioassay bioefficacy criteria have been previously achieved by all pyrethroid ITNs (unwashed), without the need for additional tunnel tests. The 80% M24 threshold remains the most reliable indicator of pyrethroid ITN quality using pyrethroid susceptible mosquitoes. In the absence of alternative tests, cone bioassays could be used as part of pre-delivery QA.

Supplementary Information

The online version contains supplementary material available at 10.1186/s12936-022-04217-3.

Emissions and light absorption of carbonaceous aerosols from on-road vehicles in an urban tunnel in south China

With changing numbers, compositions, emission standards and fuel quality of on-road vehicles, it is imperative to accordingly characterize and update vehicular emissions of carbonaceous aerosols for better understanding their health and climatic effects. In this study, a 7-day field campaign was conducted in 2019 in a busy urban tunnel (>30,000 vehicles day^-1) in south China with filter-based aerosol samples collected every 2 h at both the inlet and the outlet for measuring carbonaceous aerosols and their light absorbing properties. Observed fleet average emission factor (EF) of total carbon (TC) was 13.4 ± 8.3 mg veh^-1 km^-1, and 17.4 ± 11.3 mg veh^-1 km^-1 if electric and LPG-driven vehicles were excluded; and fleet average EF of organic carbon (OC) and elemental carbon (EC) was 8.5 ± 6.6 and 4.9 ± 2.6 mg veh^-1 km^-1 (11.0 ± 8.8 and 6.3 ± 3.6 mg veh^-1 km^-1 if excluding electric and LPG vehicles), respectively. Regression analysis revealed an average TC-EF of 319.8 mg veh^-1 km^-1 for diesel vehicles and 2.1 mg veh^-1 km^-1 for gasoline vehicles, and although diesel vehicles only shared ~4% in the fleet compositions, they still dominate on-road vehicular carbonaceous aerosol emissions due to their over 150 times higher average TC-EF than gasoline vehicles. Filter-based light absorption measurement demonstrated that on average brown carbon (BrC) could account for 19.1% of the total carbonaceous light absorption at 405 nm, and the average mass absorption efficiency of EC at 635 nm and that of OC at 405 nm were 5.2 m² g^-1 C and 1.0 m² g^-1 C, respectively.

Emission factors of ammonia for on-road vehicles in urban areas from a tunnel study in south China with laser-absorption based measurements

Vehicle emission is an important source of ammonia (NH₃) in urban areas. To better address the role of vehicle emission in urban NH₃ sources, the emission factor of NH₃ (NH₃-EF) from vehicles running on roads under real-world conditions (on-road vehicles) needs to update accordingly with the increasingly tightened vehicle emission standards. In this study, laser-absorption based measurements of NH₃ were conducted during a six-day campaign in 2019 at a busy urban tunnel with a daily traffic flow of nearly 40,000 vehicles in south China's Pearl River Delta (PRD) region. The NH₃-EF was measured to be 16.6 ± 6.3 mg km^-1 for the on-road vehicle fleets and 19.0 ± 7.2 mg km^-1 for non-electric vehicles, with an NH₃ to CO₂ ratio of 0.27 ± 0.09 ppbv ppmv^-1. Multiple linear regression revealed that the average NH₃-EFs for gasoline vehicles (GVs), liquefied petroleum gas vehicles, and heavy-duty diesel vehicles (HDVs) were 18.8, 15.6, and 44.2 mg km^-1, respectively. While NH₃ emissions from GVs were greatly reduced with enhanced performance of engines and catalytic devices to meet stricter emission standards, the application of urea selective catalytic reduction (SCR) in HDVs makes their NH₃ emission an emerging concern. Based on results from this study, HDVs may contribute over 11% of the vehicular NH₃ emissions, although they only share ∼4% by vehicle numbers in China. With the updated NH₃-EFs, NH₃ emission from on-road vehicles was estimated to be 9 Gg yr^-1 in the PRD region in 2019, contributing only 5% of total NH₃ emissions in the region, but still might be a dominant NH₃ source in the urban centers with little agricultural activity.

Wash Resistance and Bioefficacy of Alpha-cypermethrin Long Lasting Impregnated Nets (LLIN-Interceptor(®)) against Anopheles stephensi using Tunnel Test

BACKGROUND

The Long-lasing insecticide impregnated nets (LLINs) is considered as an effective tools for malaria vector control. The aim of this study was to evaluate the residual efficacy of alpha-cypermethrin long lasting impregnated nets (LLIN-Interceptor(®)) against Anopheles stephensi using tunnel test.

METHODS

The wash-resistance of Interceptor(®) nets were assessed under laboratory conditions using tunnel test. Females of An. stephensi were released into the tunnel and then they were provided blood meals from guinea pigs. Bed nets were washed according to the standard procedure up to 20 times. The bioefficacy indicators such as inhibition of bloodmeal from experimental animal, knockdown, irritancy rate, survival rate, entry index and mortality were calculated.

RESULTS

It induced 90-100% mortalities in the population of An. stephensi up to 15 washes. The KT50 values reduced from 73.47 to 26.30 minutes in unwashed in comparison to one washed, respectively. The mean of mortality rate of blood-feeding inhibition and entry indexes was reached to 91.6%±2.8, 87.0±3.4 and 24.9±2.8 respectively after 20 washing.

CONCLUSION

This net could provide a good personal protection against malaria vectors and could induce relatively high mortality, inhibit the blood-feeding as well as reduce the entry rates of female mosquitoes even after several washes.