VOC and IVOC emission features and inventory of motorcycles in China

How did the motorcycle emissions evolve during the economic development in China? To address data gaps, this study firstly measured the volatile organic compound (VOC) and intermediate-volatility organic compound (IVOC) emissions from motorcycles. The results confirmed that the emission control of motorcycles, especially small-displacement motorcycles, significantly lagged behind other gasoline-powered vehicles. For the China IV motorcycles, the average VOC and IVOC emission factors (EFs) were 2.74 and 7.78 times higher than the China V-VI light-duty gasoline vehicles, respectively. The notable high IVOC emissions were attributed to a dual influence from gasoline and lubricating oil. Furthermore, based on the complete EF dataset and economy-related activity data, a county-level emission inventory was developed in China. Motorcycle VOC and IVOC emissions changed from 2536.48 Gg and 197.19 Gg in 2006 to 594.21 Gg and 12.66 Gg in 2020, respectively. The absence of motorcycle IVOC emissions in the existed vehicular inventories led to an underestimation of up to 20%. Across the 15 years, the motorcycle VOC and IVOC emission hotspots were concentrated in the undeveloped regions, with the rural emissions reaching 5.81-10.14 times those of the urban emissions. This study provides the first-hand and close-to-realistic data to support motorcycle emission management and accurate air quality simulations.

Influencing factors on ammonia emissions from gasoline vehicles: A systematic review and meta-analysis

Ammonia, a significant precursor for secondary inorganic aerosols, plays a pivotal role in new particle formation. Inventories and source apportionment studies have identified vehicular exhaust as a primary source of atmospheric ammonia in urban regions. Existing research on the factors influencing ammonia emissions from gasoline vehicles exhibits substantial inconsistencies in both test results and analyses. The lack of a uniform pattern in ammonia emissions across different standard vehicles and the significant overlap in test results across diverse operational conditions highlight the complexities in this field of study. While individual results can be interpreted through a mechanistic lens, disparate studies often lack a common explanatory framework. To address this gap, our study leverages the robust and comprehensive approach of meta-analysis to reconcile these inconsistencies and provide a more precise understanding of the factors influencing ammonia emissions from gasoline vehicles. A large number (N = 537) of ammonia emission factors were extracted after screening >1628 publications. The combined ammonia emission factor was 23.57 ± 24.94 mg/km. Emission standards, engine type, ambient temperatures, mileage, vehicle speed, and engine displacement have a significant impact on ammonia emission factors, explaining the ammonia emission factor by up to 50.63 %, with speed being the most significant factor. All these factors are attributed to the interplay of catalyst properties, lambda, and residence time (space velocity). In the current fleet, ammonia emission control is relatively insufficient under low-speed and ultra-high speed, low temperature, and ultra-high mileage conditions. Since ammonia emission factors do not monotonically decrease with the upgrading of motor vehicle emission standards, it is called for the addition of ammonia emission factors indicators in motor vehicle emission standards, and stipulation of targeted testing procedures and testing instruments.

[Jisuikang formula promotes spinal cord injury repair in rats by activating the YAP/PKM2 signaling axis in astrocytes]

OBJECTIVE

To investigate the effect of Jisuikang formula-medicated serum for promoting spinal cord injury (SCI) repair in rats and explore the possible mechanism.

METHODS

Thirty adult SD rats were randomized into sham-operated group, SCI (induced using a modified Allen method) model group, and Jisuikang formula-medicated serum treatment group. After the operations, the rats were treated with normal saline or Jisuikang by gavage on a daily basis for 14 days, and the changes in hindlimb motor function of the rats was assessed with Basso-Beattie-Bresnahan (BBB) scores and inclined-plate test. The injured spinal cord tissues were sampled from the SCI rat models for single-cell RNA sequencing, and bioinformatics analysis was performed to identify the target genes of Jisuikang, spinal cord injury and glycolysis. In the cell experiment, cultured astrocytes from neonatal SD rat cortex were treated with SOX2 alone or in combination with Jisuikang-medicated serum for 21 days, and the protein expressions of PKM2, p-PKM2 and YAP and colocalization of PKM2 and YAP in the cells were analyzed with Western blotting and immunofluorescence staining, respectively.

RESULTS

The SCI rats with Jisuikang treatment showed significantly improved BBB scores and performance in inclined-plate test. At the injury site, high PKM2 expression was detected in various cell types. Bioinformatic analysis identified the HIPPO-YAP signaling pathway as the target pathway of Jisuikang. In cultured astrocytes, SOX2 combined with the mediated serum, as compared with SOX2 alone, significantly increased PKM2, p-PKM2 and YAP expressions and entry of phosphorylated PKM2 into the nucleus, and promoted PKM2 and YAP co-localization in the cells.

CONCLUSION

Jisuikang formula accelerates SCI repair in rats possibly by promoting aerobic glycolysis of the astrocytes via activating the PKM2/YAP axis to induce reprogramming of the astrocytes into neurons.

Evaluating city road dust emission characteristics with a dynamic method: A case study in Luoyang, China

Road dust, a significant contributor to non-exhaust particulate matter emissions in urban transport, poses considerable health risks, necessitating accurate and high-resolution data for effective control. The traditional AP-42 method offers data on point-specific dust emissions, while vehicle-based testing ascertains the relative emission intensity in the road network. However, a clear mathematical relationship between these measurements has been elusive, limiting efficiency in emission control. By integrating the On-board Conventional Pollutant Monitoring System with the AP-42 method, we devised a dynamic link between the concentration of particles in vehicle plumes and actual road dust emissions. This relationship is substantiated by a notable correlation (R2 = 0.91) between our emission factors and those calculated using the AP-42 method. Significant variations emerged in dust emission factors across road types, with changes between -30.1 % to +57.79 % from the average (0.05 g·vehicle-1·km-1), in tandem with traffic flow fluctuations of approximately ±90 %. Meteorological factors, except for continuous rainfall, showed minimal impact on dust emissions. However, our findings revealed a significant underestimation (58.87 %) of road dust PM10 emissions by the AP-42 method. Intriguingly, we found that short-range emission hotspots substantially contribute to total emissions, suggesting a potential 50 % reduction by controlling merely 8.8 % ± 2.5 % of the total road length. Our research elucidates the interplay between road dust emissions, road types, and human activities. The application of a dynamic, high-resolution assessment method enhances our understanding of the impacts of road dust on urban particulate pollution, allows accurate hotspot identification, and aids in developing efficacious strategies for air quality enhancement.

Updating emission inventories for vehicular organic gases: Indications from cold-start and temperature effects on advanced technology cars

How would the organic gas emission inventories of future urban vehicles change with new features of advanced technology cars? Here, volatile organic compounds (VOCs) and intermediate volatile organic compounds (IVOCs) from a fleet of Chinese light-duty gasoline vehicles (LDGVs) were characterized by chassis dynamometer experiments to grasp the key factors affecting future inventory accuracy. Subsequently, the VOC and IVOC emissions of LDGVs in Beijing, China, from 2020 to 2035, were calculated and the spatial-temporal variations were recognized under a scenario of fleet renewal. With the tightening of emission standards (ESs), cold start contributed a larger fraction of the total unified cycle VOC emissions due to the imbalanced emission reductions between operating conditions. It took 757.47 ± 337.75 km of hot running to equal one cold-start VOC emission for the latest certified vehicles. Therefore, the future tailpipe VOC emissions would be highly dependent on discrete cold start events rather than traffic flows. By contrast, the equivalent distance was shorter and more stable for IVOCs, with an average of 8.69 ± 4.59 km across the ESs, suggesting insufficient controls. Furthermore, there were log-linear relationships between temperatures and cold-start emissions, and the gasoline direct-injection vehicles performed better adaptability under low temperatures. In the updated emission inventories, the VOC emissions were more effectively reduced than the IVOC emissions. The start emissions of VOCs were estimated to be increasingly dominant, especially in wintertime. By winter 2035, the contribution of VOC start emissions could reach 98.98 % in Beijing, while the fraction of IVOC start emissions would decrease to 59.23 %. Spatially allocation showed that the high emission regions of tailpipe organic gases from LDGVs have transferred from road networks to regions of intense human activities. Our results provide new insights into tailpipe organic gas emissions of gasoline vehicles, and can support future emission inventories and refined assessment of air quality and human health risk.

Primary organic gas emissions in vehicle cold start events: Rates, compositions and temperature effects

Identification of air toxics emitted from light-duty gasoline vehicles (LDGVs) is expected to better protect human health. Here, the volatile organic compound (VOC) and intermediate VOC (IVOC) emissions in the high-emitted start stages were measured on a chassis dynamometer under normal and extreme temperatures for China 6 LDGVs. Low temperature enhanced the emission rates (ERs) of both VOCs and IVOCs. The VOC ERs were averaged 5.19 ± 2.74 times higher when the temperature dropped from 23 °C to 0 °C, and IVOCs were less sensitive to temperature change with an enlargement of 2.27 ± 0.19 times. Aromatics (46.75 ± 2.83%) and alkanes (18.46 ± 1.21%) dominated the cold start VOC emissions under normal temperature, which was quite different from hot running emission profiles. From the perspective of emission inventories, changes in the speciated composition of VOCs and IVOCs were less important than that in the actual magnitude of ERs under cold conditions. However, changes in the ERs and emission profiles were equally important at high temperatures. Furthermore, high time-resolved measurements revealed that low temperature enhanced both the emission peak and peak duration of fuel components and incomplete combustion products during cold start, while high temperature only increased the peak concentration of fuel components.

Measurement and minutely-resolved source apportionment of ambient VOCs in a corridor city during 2019 China International Import Expo episode

In this study, real-time measurement of Volatile Organic Compounds (VOCs) was conducted at an urban site in Changzhou, a typical corridor city in the Yangtze River Delta (YRD) region in China, by Proton-Transfer-Reaction Time-of-Flight Mass Spectrometry (PTR-ToF-MS) during 2019 China International Import Expo (CIIE) episode. An improved method based on Air Quality Index (AQI) value is applied to identify polluted and clean periods. Diurnal pattern of VOC levels revealed elevated photochemical reactivity during polluted periods. Five VOC sources were identified by Positive Matrix Factorization (PMF) model, including secondary formation (22.71 ± 12.33%), biogenic (21.50% ± 11.76%), solvent usage (20.50 ± 10.07%), vehicle exhaust (18.32 ± 8.32%), and industrial process and fuel usage (16.96 ± 13.21%). The mean contribution of vehicular exhaust was 10.84% higher during the nighttime than the daytime under polluted days. The biogenic source contributed more during clean periods, while the secondary formation presented the opposite. Spatial analysis displayed that the VOC concentration was higher in the S and SSE. In terms of the regional transport, short-distance air masses from the northeast and the south within the YRD region led to high VOC levels and biogenic VOC derived from the ocean might affect the entire region. Stringent emission control policies enforced over the YRD for 2019 CIIE provided an excellent opportunity to determine the source-receptor response. As joint control area, the VOC level of Changzhou exhibited a substantial reduction and the VOC amounts emitted by solvent usage showed the biggest decrease (-58%). The findings of this study highlight the superiority of high time-resolved data in identifying the dynamic variation pattern (with the change of time and wind) of VOC levels and emission intensities.

Primary organic gas emissions from gasoline vehicles in China: Factors, composition and trends

Continuous tightening emission standards (ESs) facilitate the reduction of organic gas emissions from gasoline vehicles. Correspondingly, it is essential to update the emissions and chemical speciation of total organic gases (TOGs), including volatile organic compounds (VOCs), intermediate volatility organic compounds (IVOCs), CH₄, and unidentified non-methane hydrocarbons (NMHCs) for assessing the formation of ozone and secondary organic aerosol (SOA). In this study, TOG and speciation emissions from 12 in-use light-duty gasoline vehicle (LDGV) exhausts, covering the ESs from China II to China V, were investigated on a chassis dynamometer under the Worldwide Harmonized Light-duty Test Cycle (WLTC) in China. The results showed that the most effectively controlled subgroup in TOG emissions from LDGVs was VOCs, followed by the unidentified NMHCs and IVOCs. The mass fraction of VOCs in TOGs also reduced from 61 ± 9% to 46 ± 18% while the IVOCs gently increased from 2 ± 0.4% to 8 ± 4% along with the more stringent ESs. For the VOC subsets, the removal efficiency of oxygenated VOCs (OVOCs) was lower than those of other VOC subsets in the ESs from China IV to V, suggesting the importance of OVOC emission controls for relatively new LDGVs. The IVOC emissions were mainly subject to the ESs, then driving cycles and fuel use. The formation potentials of ozone and SOA from LDGVs decreased separately 96% and 90% along with the restricted ESs from China II-III to China IV. The major contributor of SOA formation transformed from aromatics in the VOC subsets for China II-III vehicles to IVOCs for China IV/V vehicles, highlighting that IVOC emissions from LDGVs are also needed more attentions to control in future.

Source-Receptor Relationship Revealed by the Halted Traffic and Aggravated Haze in Beijing during the COVID-19 Lockdown

The COVID-19 outbreak greatly limited human activities and reduced primary emissions particularly from urban on-road vehicles but coincided with Beijing experiencing "pandemic haze," raising the public concerns about the effectiveness of imposed traffic policies to improve the air quality. This paper explores the relationship between local vehicle emissions and the winter haze in Beijing before and during the COVID-19 lockdown based on an integrated analysis framework, which combines a real-time on-road emission inventory, in situ air quality observations, and a localized numerical modeling system. We found that traffic emissions decreased substantially during the COVID-19 pandemic, but its imbalanced emission abatement of NOx (76%, 125.3 Mg/day) and volatile organic compounds (VOCs, 53%, 52.9 Mg/day) led to a significant rise of atmospheric oxidants in urban areas, resulting in a modest increase in secondary aerosols due to inadequate precursors, which still offset reduced primary emissions. Moreover, the enhanced oxidizing capacity in the surrounding regions greatly increased the secondary particles with relatively abundant precursors, which was transported into Beijing and mainly responsible for the aggravated haze pollution. We recommend that mitigation policies should focus on accelerating VOC emission reduction and synchronously controlling regional sources to release the benefits of local traffic emission control.

VOCs evaporative emissions from vehicles in China: Species characteristics of different emission processes

Vehicle evaporation is an essential source of VOCs in cities but is not well understood in China. Reported emission factors from previous studies are not enough for understanding the atmospheric chemical process of vehicular evaporative VOCs. In this work, a serious of detailed VOCs speciation profiles are developed based on test processes and emission processes. A mass balance method was used to divide different emission processes during diurnal tests. The results show that headspace vapor of gasoline cannot represent the real-world vehicle evaporation because of the significant differences in VOCs speciation profiles, especially for aromatics. To further distinguish emissions from evaporation and exhaust, only the ratios of MTBE/benzene and MTBE/toluene can serve as indicators when considering species from all evaporative processes. Besides, emissions from different sources change significantly with the seasons. To solve these problems, we developed a monthly comprehensive evaporation speciation profile. The individual profiles at the emission processes are weighted by the emission of the in-use vehicle fleet in Beijing to derive the comprehensive speciation profile of evaporative VOCs. Ozone formation potential (OFP) and secondary organic aerosol potential (SOAP) were used to evaluate the environmental impact. For SOAP, 100 ​g evaporative emissions are equal to 6.05–12.71 ​g toluene in different months, much higher than that given using headspace vapors, especially in winter (7.2 times higher in December). These findings would improve our understanding of the evaporative VOCs emissions in China and their environmental impacts (e.g., O₃ and SOA formation).

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VOCs from refueling, hot soak, diurnal, and permeation tests were analyzed.

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Species profiles of the different emission processes were divided from the test process.

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A monthly comprehensive profile of evaporative emission in Beijing was estimated.

Intermediate-Volatility Organic Compound Emissions from Nonroad Construction Machinery under Different Operation Modes

Intermediate-volatility organic compounds (IVOCs) have been found as important sources for secondary organic aerosol (SOA) formation. IVOC emissions from nonroad construction machineries (NRCMs), including two road rollers and three motor graders, were characterized under three operation modes using an improved portable emission measurement system. The fuel-based IVOC emission factors (EFs) of NRCMs varied from 245.85 to 1802.19 mg/kg·fuel, which were comparable at magnitudes to the reported results of an ocean-going ship and on-road diesel vehicles without filters. The discrepancy of IVOC EFs is significant within different operation modes. IVOC EFs under the idling mode were 1.24-3.28 times higher than those under moving/working modes. Unspeciated b-alkanes and cyclic compounds, which were the unresolved components in IVOCs at the molecular level, accounted for approximately 91% of total IVOCs from NRCMs. The SOA production potential analysis shows that IVOCs dominated SOA formation of NRCMs. Our results demonstrate that IVOC emissions from NRCMs are non-negligible. Thus, an accurate estimation of their IVOC emissions would benefit the understanding of SOA formation in the urban atmosphere.

Development of PM2.5 and NO2 models in a LUR framework incorporating satellite remote sensing and air quality model data in Pearl River Delta region, China

High resolution pollution maps are critical to understand the exposure and health effect of local residents to air pollution. Currently, none of the single technologies used to measure or estimate concentrations of pollutants can provide sufficient resolved exposure data. Land use regression (LUR) models were developed to combine ground-based measurements, satellite remote sensing (SRS) and air quality model (AQM), together with geographic and local source related spatial inputs, to generate high resolution pollution maps for both PM_2.5 and NO₂ in Pearl River Delta (PRD), China. Four sets of LUR models (LUR without SRS or AQM, with SRS only, with AQM only, and with both SRS and AQM), all including local traffic emissions and land use variables, were compared to evaluate the contribution of SRS and AQM data to the performance of LUR models in PRD region. For NO₂, the annual model with SRS estimate performed best, explaining 60.5% of the spatial variation. For PM_2.5, the annual model with traditional predictor variables without SRS or AQM estimates showed the best performance, explaining 88.4% of the spatial variation. Pollution surfaces at 200 m*200 m resolution were generated according to the best performed models.

VOC from Vehicular Evaporation Emissions: Status and Control Strategy

Vehicular evaporative emissions is an important source of volatile organic carbon (VOC), however, accurate estimation of emission amounts and scientific evaluation of control strategy for these emissions have been neglected outside of the United States. This study provides four kinds of basic emission factors: diurnal, hot soak, permeation, and refueling. Evaporative emissions from the Euro 4 vehicles (1.6 kg/year/car) are about four times those of U.S. vehicles (0.4 kg/year/car). Closing this emissions gap would have a larger impact than the progression from Euro 3 to Euro 6 tailpipe HC emission controls. Even in the first 24 h of parking, China's current reliance upon the European 24 h diurnal standard results in 508 g/vehicle/year emissions, higher than 32 g/vehicle/year from Tier 2 vehicles. The U.S. driving cycle matches Beijing real-world conditions much better on both typical trip length and average speed than current European driving cycles. At least two requirements should be added to the Chinese emissions standards: an onboard refueling vapor recovery to force the canister to be sized sufficiently large, and a 48-h evaporation test requirement to ensure that adequate purging occurs over a shorter drive sequence.

Vehicular volatile organic compounds losses due to refueling and diurnal process in China: 2010-2050

Volatile organic compounds (VOCs) are crucial to control air pollution in major Chinese cities since VOCs are the dominant factor influencing ambient ozone level, and also an important precursor of secondary organic aerosols. Vehicular evaporative emissions have become a major and growing source of VOC emissions in China. This study consists of lab tests, technology evaluation, emissions modeling, policy projections and cost-benefit analysis to draw a roadmap for China for controlling vehicular evaporative emissions. The analysis suggests that evaporative VOC emissions from China's light-duty gasoline vehicles were approximately 185,000 ton in 2010 and would peak at 1,200,000 ton in 2040 without control. The current control strategy implemented in China, as shown in business as usual (BAU) scenario, will barely reduce the long-term growth in emissions. Even if Stage II gasoline station vapor control policies were extended national wide (BAU+extended Stage II), there would still be over 400,000 ton fuel loss in 2050. In contrast, the implementation of on-board refueling vapor recovery (ORVR) on new cars could reduce 97.5% of evaporative VOCs by 2050 (BAU+ORVR/BAU+delayed ORVR). According to the results, a combined Stage II and ORVR program is a comprehensive solution that provides both short-term and long-term benefits. The net cost to achieve the optimal total evaporative VOC control is approximately 62 billion CNY in 2025 and 149 billion CNY in 2050.

Comparison of daytime and nighttime new particle growth at the HKUST supersite in Hong Kong

Particles larger than 50-100 nm in diameter have been considered to be effective cloud condensation nuclei (CCN) under typical atmospheric conditions. We studied the growth of newly formed particles (NPs) in the atmosphere and the conditions for these particles to grow beyond 50 nm at a suburban coastal site in Hong Kong. Altogether, 17 new particle formation events each lasting over 1 h were observed in 17 days during 8 Mar-28 Apr and 1 Nov-30 Dec 2011. In 12 events, single-stage growth of NPs was observed in daytime when the median mobility diameter of NPs (Dp) increased up to ∼40 nm but did not increase further. In three events, two-stage particle growth to 61-97 nm was observed at nighttime. The second stage growth was preceded by a first-stage growth in daytime when the Dp reached 43 ± 4 nm. In all these 15 events, organics and sulfuric acid were major contributors to the first-stage growth in daytime. Ammonium nitrate unlikely contributed to the growth in daytime, but it was correlated with the second-stage growth of ∼40 nm NPs to CCN sizes at nighttime. The remaining two events apparently showed second-stage growth in late afternoon but were confirmed to be due to mixing of NPs with pre-existing particles. We conclude that daytime NP growth cannot reach CCN sizes at our site, but nighttime NP growth driven by organics and NH4NO3 can.

Activation of synaptic NMDA receptors induces membrane insertion of new AMPA receptors and LTP in cultured hippocampal neurons

Long-term potentiation (LTP) of excitatory transmission in the hippocampus likely contributes to learning and memory. The mechanisms underlying LTP at these synapses are not well understood, although phosphorylation and redistribution of AMPA receptors may be responsible for this form of synaptic plasticity. We show here that miniature excitatory postsynaptic currents (mEPSCs) in cultured hippocampal neurons reliably demonstrate LTP when postsynaptic NMDA receptors are briefly stimulated with glycine. LTP of these synapses is accompanied by a rapid insertion of native AMPA receptors and by increased clustering of AMPA receptors at the surface of dendritic membranes. Both LTP and glycine-facilitated AMPA receptor insertion are blocked by intracellular tetanus toxin (TeTx), providing evidence that AMPA receptors are inserted into excitatory synapses via a SNARE-dependent exocytosis during LTP.

Nocardia infection of a joint prosthesis complicating systemic lupus erythematosus

The authors report the case of a 43-year-old woman suffering from severe systemic lupus erythematosus treated with long-term prednisone, who developed Nocardia nova infection on a hip prosthesis. Sepsis occurred about two years after an episode of pulmonary nocardiosis with the same Nocardia species, that was successfully treated by 12 months of antibiotics. A good outcome of the joint infection was observed in response to antibiotics and removal of the prosthesis. Nocardiosis is a rare infection, acting as an opportunistic infection, facilitated in the present case by systemic lupus erythematosus and chronic corticosteroid therapy. Nocardia infections mainly affect the lungs, skin and central nervous system; these last two sites are mostly due to haematogenous spread, a frequent event. Treatment is based on antibiotics, usually continued for 3-12 months, especially because of the risk of relapse. The imipenem-amikacin combination appears to be more effective than trimethoprim sulfamethoxazole. To our knowledge, this is the first case report of Nocardia nova joint prosthesis infection also presenting as late septic spread of pulmonary nocardiosis, complicating corticosteroid-treated systemic lupus erythematosus.

[The analysis of fatty acid composition in syncytiotrophoblast plasma membranes of human placenta]

The fatty acids were determined in syncytiotrophoblast plasma membranes of the eighteen human placenta from the normal pregnant women. With the method of Landon, the fat was purified in syncytiotrophoblast plasma membranes, which was extracted from the placenta by using the procedure of Whitsett. The methylated fatty acids were separated with gas chromatography in which a glass column packed with DEGS was used. In comparing the retention time of the sample with the standards and referring to the results of GC/MS, thirteen peaks were identified and quantified. The area normalization method was used to determine the distribution, the compositions and contents of fatty acids in syncytiotrophoblast plasma membranes. It is shown that the amount of identified fatty acids attains 74.1% of total peak area, in which the amount of saturated fatty acids was 30.64%, and the unsaturated was 43.46%.

[The analysis of fatty acid composition in eyes of mouse]

Fatty acids are one class of the chemical components of eyeballs, especially in the histological structure of retina. They are also the energy source for the maintenance of the normal physiology function. This paper describes the gas chromatographic analysis of fatty acid composition of mouse eyeballs for the first time. The fatty acids in mouse eyeballs were extracted by a mixture of chloroform-methanol-hydrochloric acid followed by esterification with methanol-potassium hydroxide method. The separation was performed on a 25 m x 0.25 mm PEG-20M fused silica capillary column. The qualitative and quantitative analysis of 12 main fatty acids has been accomplished. The results indicate that the normal eyeballs of mouse contain high level of saturated fatty acids which were 52.8% of the whole fatty acids. The content of the mono-unsaturated fatty acids is limited, but the poly-unsaturated fatty acids are the major constituents and account for 18.2% of the whole fatty acids. The ratio of saturated to unsaturated fatty acids is 0.6.

Milk composition in women from five different regions of China: the great diversity of milk fatty acids

Human milk samples were obtained from 146 lactating women living in five distinct geographic regions of the People's Republic of China. The regions were characterized as follows: pastoral, rural, urban 1, urban 2, and marine. Dietary information obtained on a subsample of women providing milk suggested distinct differences in the food availability in the five regions and the habitual diets of the lactating women studied. The milk concentration of docosahexaenoic acid (DHA) varied greatly (g/100 g total fatty acids): 0.44 +/- 0.29 (pastoral), 0.68 +/- 0.29 (rural), 0.88 +/- 0.34 (urban 1), 0.82 +/- 0.35 (urban 2), and 2.78 +/- 1.20 (marine region). Docosahexaenoic acid is critical for brain and retina development in the infant. Milk arachidonic acid (AA) ranged from 0.80 +/- 0.14 (rural) to 1.17 +/- 0.33 and 1.22 +/- 0.32 g/100 g fatty acids from the marine and pastoral regions. Arachidonic acid is associated with infant growth. The AA to DHA ratio (g/g) was highly variable also: 2.77 (pastoral), 1.18 (rural), 1.01 (urban 1), 1.23 (urban 2), and 0.42 (marine). The DHA concentration found in the milk of women from the marine region was twice as high as any reported previously, but was in a range similar to the amounts found in the milk of women fed fish oil. Seafood consumption by the women residing in the marine region is a likely contributor to the DHA concentration in their milk. These data illustrate the heterogeneity of the fatty acid composition of human milk and suggest a great influence of geography and the maternal diet on concentrations of DHA and AA in human milk.