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China started to implement comprehensive measures to mitigate traffic pollution at the end of 1990s, but the comprehensive effects, especially on ambient air quality and public health, have not yet been systematically evaluated. In this study, we analyze the effects of vehicle emission control measures on ambient air pollution and associated deaths attributable to long-term exposures of fine particulate matter (PM2.5) and O₃ based on an integrated research framework that combines scenario analysis, air quality modeling, and population health risk assessment. We find that the total impact of these control measures was substantial. Vehicular emissions during 1998–2015 would have been 2–3 times as large as they actually were, had those measures not been implemented. The national population-weighted annual average concentrations of PM2.5 and O₃ in 2015 would have been higher by 11.7 μg/m³ and 8.3 parts per billion, respectively, and the number of deaths attributable to 2015 air pollution would have been higher by 510 thousand (95% confidence interval: 360 thousand to 730 thousand) without these controls. Our analysis shows a concentration of mortality impacts in densely populated urban areas, motivating local policymakers to design stringent vehicle emission control policies. The results imply that vehicle emission control will require policy designs that are more multifaceted than traditional controls, primarily represented by the strict emission standards, with careful consideration of the challenges in coordinated mitigation of both PM2.5 and O₃ in different regions, to sustain improvement in air quality and public health given continuing swift growth in China’s vehicle population.

Traffic-related sources have been recognized as a significant contributor of particulate matter particularly within major cities. Exhaust and non-exhaust traffic-related sources are estimated to contribute almost equally to traffic-related PM₁₀emissions. Non-exhaust particles can be generated either from non-exhaust sources such as brake, tyre, clutch and road surface wear or already exist in the form of deposited material at the roadside and become resuspended due to traffic-induced turbulence. Among non-exhaust sources, brake wear can be a significant particulate matter (PM) contributor, particularly within areas with high traffic density and braking frequency. Studies mention that in urban environments, brake wear can contribute up to 55 % by mass to total non-exhaust traffic-related PM₁₀emissions and up to 21 % by mass to total traffic-related PM₁₀emissions, while in freeways, this contribution is lower due to lower braking frequency. As exhaust emissions control become stricter, relative contributions of non-exhaust sources—and therefore brake wear—to traffic-related emissions will become more significant and will raise discussions on possible regulatory needs. The aim of the present literature review study is to present the state-of-the-art of the different aspects regarding PM resulting from brake wear and provide all the necessary information in terms of importance, physicochemical characteristics, emission factors and possible health effects.

The absence of electricity is among the gravest problems preventing a nation’s development. Hybrid renewable energy systems (HRES) play a vital role to reducing this issue. The major goal of this study is to use the non-dominated sorting genetic algorithm (NSGA)-II and hybrid optimization of multiple energy resources (HOMER) Pro Software to reduce the net present cost (NPC), cost of energy (COE), and CO2 emissions of proposed power system. Five cases have been considered to understand the optimal HRES system for Kutubdia Island in Bangladesh and analyzed the technical viability and economic potential of this system. To demonstrate the efficacy of the suggested strategy, the best case outcomes from the two approaches are compared. The study’s optimal solution is also subjected to a sensitivity analysis to take into account fluctuations in the annual wind speed, solar radiation, and fuel costs. According to the data, the optimized PV/Wind/Battery/DG system (USD 711,943) has a lower NPC than the other cases. The NPC obtained by the NSGA-II technique is 2.69% lower than that of the HOMER-based system.

Exposure to traffic-related air pollution (TRAP) has been associated with increased risks of respiratory diseases, but the biological mechanisms are not yet fully elucidated. Our aim was to evaluate the respiratory responses and explore potential biological mechanisms of TRAP exposure in a randomized crossover trial. We conducted a randomized crossover trial in 56 healthy adults. Each participant was exposed to high- and low-TRAP exposure sessions by walking in a park and down a road with high traffic volume for 4 h in random order. Respiratory symptoms and lung function, including forced expiratory volume in the first second ( ), forced vital capacity (FVC), the ratio of to FVC, and maximal mid-expiratory flow (MMEF), were measured before and after each exposure session. Markers of 8-isoprostane, tumor necrosis ( ), and ezrin in exhaled breath condensate (EBC), and surfactant proteins D (SP-D) in serum were also measured. We used linear mixed-effects models to estimate the associations, adjusted for age, sex, body mass index, meteorological condition, and batch (only for biomarkers). Liquid chromatography-mass spectrometry was used to profile the EBC metabolome. Untargeted metabolome-wide association study (MWAS) analysis and pathway enrichment analysis using mummichog were performed to identify critical metabolomic features and pathways associated with TRAP exposure. Participants had two to three times higher exposure to traffic-related air pollutants except for fine particulate matter while walking along the road compared with in the park. Compared with the low-TRAP exposure at the park, high-TRAP exposure at the road was associated with a higher score of respiratory symptoms [2.615 (95% CI: 0.605, 4.626), ] and relatively lower lung function indicators [ (95% CI: , ), ] for and (95% CI: , ; ) for MMEF]. Exposure to TRAP was significantly associated with changes in some, but not all, biomarkers, particularly with a (95% CI: 0.297, 0.691; ) increase for serum SP-D and a (95% CI: , ; ) decrease for EBC ezrin. Untargeted MWAS analysis revealed that elevated TRAP exposure was significantly associated with perturbations in 23 and 32 metabolic pathways under positive- and negative-ion modes, respectively. These pathways were most related to inflammatory response, oxidative stress, and energy use metabolism. This study suggests that TRAP exposure might lead to lung function impairment and respiratory symptoms. Possible underlying mechanisms include lung epithelial injury, inflammation, oxidative stress, and energy metabolism disorders. https://doi.org/10.1289/EHP11139.

Long-term exposure to pollution can lead to an increase in the rate of decline of lung function, especially in older individuals and in those with chronic obstructive pulmonary disease (COPD), whereas shorter-term exposure at higher pollution levels has been implicated in causing excess deaths from ischaemic heart disease and exacerbations of COPD. We aimed to assess the effects on respiratory and cardiovascular responses of walking down a busy street with high levels of pollution compared with walking in a traffic-free area with lower pollution levels in older adults. In this randomised, crossover study, we recruited men and women aged 60 years and older with angiographically proven stable ischaemic heart disease or stage 2 Global initiative for Obstructive Lung Disease (GOLD) COPD who had been clinically stable for 6 months, and age-matched healthy volunteers. Individuals with ischaemic heart disease or COPD were recruited from existing databases or outpatient respiratory and cardiology clinics at the Royal Brompton & Harefield NHS Foundation Trust and age-matched healthy volunteers using advertising and existing databases. All participants had abstained from smoking for at least 12 months and medications were taken as recommended by participants' doctors during the study. Participants were randomly assigned by drawing numbered disks at random from a bag to do a 2 h walk either along a commercial street in London (Oxford Street) or in an urban park (Hyde Park). Baseline measurements of participants were taken before the walk in the hospital laboratory. During each walk session, black carbon, particulate matter (PM) concentrations, ultrafine particles, and nitrogen dioxide (NO2) concentrations were measured. Between October, 2012, and June, 2014, we screened 135 participants, of whom 40 healthy volunteers, 40 individuals with COPD, and 39 with ischaemic heart disease were recruited. Concentrations of black carbon, NO2, PM10, PM2.5, and ultrafine particles were higher on Oxford Street than in Hyde Park. Participants with COPD reported more cough (odds ratio [OR] 1·95, 95% CI 0·96–3·95; p<0·1), sputum (3·15, 1·39–7·13; p<0·05), shortness of breath (1·86, 0·97–3·57; p<0·1), and wheeze (4·00, 1·52–10·50; p<0·05) after walking down Oxford Street compared with Hyde Park. In all participants, irrespective of their disease status, walking in Hyde Park led to an increase in lung function (forced expiratory volume in the first second [FEV1] and forced vital capacity [FVC]) and a decrease in pulse wave velocity (PWV) and augmentation index up to 26 h after the walk. By contrast, these beneficial responses were attenuated after walking on Oxford Street. In participants with COPD, a reduction in FEV1 and FVC, and an increase in R5–20 were associated with an increase in during-walk exposure to NO2, ultrafine particles and PM2.5, and an increase in PWV and augmentation index with NO2 and ultrafine particles. In healthy volunteers, PWV and augmentation index were associated both with black carbon and ultrafine particles. Short-term exposure to traffic pollution prevents the beneficial cardiopulmonary effects of walking in people with COPD, ischaemic heart disease, and those free from chronic cardiopulmonary diseases. Medication use might reduce the adverse effects of air pollution in individuals with ischaemic heart disease. Policies should aim to control ambient levels of air pollution along busy streets in view of these negative health effects. British Heart Foundation.

Expressways in mountainous plateau areas exhibit complex driving conditions and harsh climatic characteristics that continuously impact vehicle carbon emissions throughout their entire lifecycle and determine the carbon emission levels of expressways during the operational period. To study the carbon emission characteristics of expressways in the western Sichuan Plateau mountainous area, a coupling simulation analysis method combining CarSim/TruckSim simulation software and the Motor Vehicle Emissions Simulator (MOVES) was employed to analyze the spatial distribution characteristics of vehicle-specific power (VSP). This analysis was based on the alignment data and operational environment of the Wenchuan‒Barkam Expressway in the mountainous area of the western Sichuan Plateau. A conversion formula was established to calculate the cumulative VSP per second and total carbon emissions of each unit. Statistical analysis was conducted on the distribution of carbon emissions equivalent per kilometer across the different alignment units. Distribution ranges of carbon emissions equivalent per kilometer for light-duty vehicles (LDVs) and heavy-duty vehicles (HDVs) at each alignment unit were 60‒240 g and 100‒1600 g, respectively. The grey relational analysis method was used to quantify the relationship between the carbon emissions equivalent per kilometer of alignment units, circular curves radius, and average grade. Based on the vertical variations in climatic changes with altitude in the mountainous plateau area, a comparative analysis was performed on the trends in the effects of altitude, season, and vehicle starting frequency on carbon emissions. Frequent vehicle starts significantly impacted carbon emissions, and this impact was significantly higher in winter than in summer. Carbon emissions equivalent of the LDV and HDV starting twice on average in summer were approximately 1.09- and 1.04-times higher, respectively, than that when vehicles were started 0.5 times; whereas, in winter, they were 1.17- and 1.07-times higher, respectively.

Low Emission Zones (LEZs) are areas where the most polluting vehicles are restricted from entering. The effectiveness of LEZs to lower ambient exposures is under debate. This study focused on LEZs that restricted cars of Euro 1 standard without appropriate retrofitting systems from entering and estimated LEZ effects on NO2, NO, and NOx ( = NO2+NO). Continuous half-hour and diffuse sampler 4-week average NO2, NO, and NOx concentrations measured inside and outside LEZs in 17 German cities of 6 federal states (2005-2009) were analysed as matched quadruplets (two pairs of simultaneously measured index values inside LEZ and reference values outside LEZ, one pair measured before and one after introducing LEZs with time differences that equal multiples of 364 days) by multiple linear and log-linear fixed-effects regression modelling (covariables: e.g., wind velocity, amount of precipitation, height of inversion base, school holidays, truck-free periods). Additionally, the continuous half-hour data was collapsed into 4-week averages and pooled with the diffuse sampler data to perform joint analysis. More than 3,000,000 quadruplets of continuous measurements (half-hour averages) were identified at 38 index and 45 reference stations. Pooling with diffuse sampler data from 15 index and 10 reference stations lead to more than 4,000 quadruplets for joint analyses of 4-week averages. Mean LEZ effects on NO2, NO, and NOx concentrations (reductions) were estimated to be at most -2 µg/m(3) (or -4%). The 4-week averages of NO2 concentrations at index stations after LEZ introduction were 55 µg/m(3) (median and mean values) or 82 µg/m(3) (95th percentile). This is the first study investigating comprehensively the effectiveness of LEZs to reduce NO2, NO, and NOx concentrations controlling for most relevant potential confounders. Our analyses indicate that there is a statistically significant, but rather small reduction of NO2, NO, and NOx concentrations associated with LEZs.

Biodiesels have gained much popularity because they are cleaner alternative fuels and they can be used directly in diesel engines without modifications. In this paper, a brief review of the key studies pertaining to the engine performance and exhaust emission characteristics of diesel engines fueled with biodiesel blends, exhaust aftertreatment systems, and low-temperature combustion technology is presented. In general, most biodiesel blends result in a significant decrease in carbon monoxide and total unburned hydrocarbon emissions. There is also a decrease in carbon monoxide, nitrogen oxide, and total unburned hydrocarbon emissions while the engine performance increases for diesel engines fueled with biodiesels blended with nano-additives. The development of automotive technologies, such as exhaust gas recirculation systems and low-temperature combustion technology, also improves the thermal efficiency of diesel engines and reduces nitrogen oxide and particulate matter emissions.

One of the main causes of air pollution, particularly in large cities, is vehicles due to it continued use of hydrocarbon fuels. The understanding of nonlinear interactions of vehicle parameters uncovers more realistic relationships for enhancing formulation of strategies to address vehicle-related pollution. Thus, the study aims to evaluate the interaction and quadratic effect of vehicle parameters on Hydrocarbon (HC), Carbon dioxide (CO 2 ), Carbon monoxide (CO), and Nitrogen oxide (NO x ) emissions. The SV-5Q Vehicle Exhaust Gas Analyzer was used to collect emission concentrations data from one thousand and two (1002) light-duty petrol vehicles at three (3) government-accredited vehicle inspection sites in Accra, Ghana. Pollution control devices, maintenance frequency, and vehicle age were also collected. The linear regression analysis revealed that vehicle age showed a positive linear relationship with CO emissions. Maintenance frequency, on the other hand, demonstrated a negative linear relationship with both CO and HC emissions. The interaction between vehicle age and maintenance frequency positively impacted CO and HC emissions, while the interaction between vehicle age and emission technology had a negative effect on CO. Additionally, the combined effect of frequency of maintenance and emission technology significantly reduced CO emissions but increased HC emissions. Notably, the quadratic effect of vehicle age positively influenced CO emissions. Similarly, CO, HC, and NO x emissions were positively correlated with the squared effect of emission technology. Stricter emissions standards, encouraging frequent maintenance and testing of vehicular exhaust emissions, and doing away with over-aged vehicles are recommended to control and reduce vehicular exhaust emissions.

Carbon emissions from land use change have become one of the main sources of regional carbon emissions. In order to explore the changes, 87 districts and counties in Gansu Province are taken as research objects. Based on the remote sensing data and statistical data of land use, the carbon emission coefficient method was used to investigate the spatial characteristics of land use carbon emission of each district and county in Gansu Province in recent 20 years from the perspective of carbon ecological support coefficient and per capita carbon footprint. The main results are as follows: (1) the growth of land use carbon emissions in Gansu Province from 2000 to 2020 was significant, but the growth of carbon emissions after 2010 was fast, and the growth of carbon sinks was relatively slow. (2) The ecological support coefficient of carbon emissions at county level in Gansu Province showed a trend of high in the south and low in the north, high in the east and low in the west, and this trend became more and more obvious with the passage of time. (3) Based on carbon emission, county population, and carbon ecological support capacity, the per capita carbon footprint of each county in Gansu Province was analyzed. The results showed that the per capita carbon footprint in Gansu Province was increasing, indicating that the gap between carbon emission and carbon absorption in each county was widening. By the above result, the author divides the counties of Gansu Province into three regions, low-carbon maintenance area, green development area, and ecological optimization area, and puts forward development suggestions for different regions, respectively. Therefore, this paper can also provide a theoretical reference for the formulation of carbon neutral planning measures in inland northwest China.