Augmented photocatalytic NO removal by the S-scheme Bi7O9I3/Bi2S3 heterojunctions with surface oxygen vacancies: Experimental analyses and theoretical calculations.

The establishment of S-scheme heterojunctions represents an effective strategy for enhancing the transfer and separation of charge carriers, thereby bolstering redox capacities and consequently benefiting subsequent photocatalytic reactions. In this study, the pristine Bi7O9I3 underwent a facile vulcanization process to in-situ produce various composites. Systematical characterizations confirmed the simultaneous generation of Bi7O9I3/Bi2S3 (BI-BS) heterojunctions with surface oxygen vacancies (OVs). Under visible light, these BI-BS composites exhibited improved NO removal efficiencies with reduced NO2 generation compared to bare Bi7O9I3. Particularly, the best candidate BI-BS2 possesses the highest NO removal (43.02%) and lowest NO2 generation (5.44%) among all tested samples. The improvement was primarily attributed to synergetic effects of heterojunction and surface OVs, including enhanced charge separation, heightened light responsiveness, and improved generation of reactive oxygen-containing species through an S-scheme mode. Furthermore, the Density Functional Theory (DFT) calculations had demonstrated that the establishment of BI-BS heterojunctions with surface OVs not only optimized the electronic structure to facilitate the transfer and separation of charge carriers, but also significantly enhanced the adsorption of NO, H2O, and O2 molecules, ultimately favoring the generation of NO3- species. These as-synthesized composites indicated sufficient structural stability and hold potential for the photocatalytic removal of NO at ppb levels.

Quantification of temperature dependence of vehicle evaporative volatile organic compound emissions from different fuel types in China.

The evaporative emissions of volatile organic compounds (VOCs) from motor vehicles are dependent upon the ambient temperature. However, the quantitative relationship between evaporative VOC emissions and ambient temperature has rarely been reported, and it is not reflected in the Chinese VOCs emission inventory (EI). In this study, a series of evaporative tests were conducted on a parked gasoline-fueled vehicle in a Variable Temperature Sealed Housing Evaporative Determination chamber under seven temperatures from 298 K to 313 K at intervals of 2.5 K. Results showed that total hydrocarbon emissions at 313 K were 25.7, 12.3, and 26.7 times those at 298 K for China V, China VI, and ethanol-blended E10 fuels, respectively. China V consistently exhibited the lowest evaporative VOC emissions at all temperatures, while those of E10 surpassed even those of China VI and became the highest at 308 K and higher. Along with increasing temperature, the proportions of alkanes and alkenes gradually increased whereas those of aromatics and oxygenated VOCs decreased. Alkenes accounted for less than 20% of the evaporative VOC emissions but contributed to approximately 60% of the total OH loss (LOH) at 298 K and to over 70% at 313 K. cis-2-Butene and trans-2-butene were responsible for the greatest increase in LOH from China V, due to their higher OH reactivity. Our results clearly demonstrated the exponential increases of evaporative VOC emissions and the associated atmospheric reactivity with temperature, and also highlighted that upgrading the emission standard from China V to China IV and promoting the E10 fuel would not contribute to the reduction of evaporative VOC emissions. The strong temperature dependence of evaporative VOC emissions underscores the importance of developing a temperature-driven dynamic EI in China, and the functional relationships retrieved from this study form an essential step in developing such a dynamic EI.

A high-resolution typical pollution source emission inventory and pollution source changes during the COVID-19 lockdown in a megacity, China.

To control the spread of COVID-19, China has imposed national lockdown policies to restrict the movement of its population since the Chinese New Year of January 2020. In this study, we quantitatively analyzed the changes of pollution sources in Shanghai during the COVID-19 lockdown; a high-resolution emission inventory of typical pollution sources including stationary source, mobile source, and oil and gas storage and transportation source was established based on pollution source data from January to February 2020. The results show that the total emissions of sulfur dioxide (SO2), nitrogen oxides (NOx), particulate matter (PM), and volatile organic compounds (VOCs) were 9520.2, 37,978.6, 2796.7, and 7236.9 tons, respectively, during the study period. Affected by the COVID-19 lockdown, the mobile source experienced the largest decline. The car mileage and oil sales decreased by about 80% during the COVID-19 lockdown (P3) when compared with those during the pre-Spring Festival (P1). The number of aircraft activity decreased by approximately 50%. The impact of the COVID-19 epidemic on industries such as iron and steel and petrochemicals was less significant, while the greater impact was on coatings, chemicals, rubber, and plastic. The emissions of SO2, NOx, PM2.5, and VOCs decreased by 11%, 39%, 37%, and 47%, respectively, during P3 when compared with those during P1. The results show that the measures to control the spread of the COVID-19 epidemic made a significant contribution to emission reductions. This study may provide a reference for other countries to assess the impact of the COVID-19 epidemic on emissions and help establish regulatory actions to improve air quality.

Protocol development for real-time ship fuel sulfur content determination using drone based plume sniffing microsensor system.

Pollutants from navigation sector are key contributors to emission inventories of most coastal cities with heavy port activities. The use of high fuel sulfur content (FSC) bunker oil by ocean going vessels (OGVs) has been identified as a major source of sulfur dioxide (SO2). Government authorities all over the world, including Hong Kong government, have implemented air pollution control regulations to cap FSC of fuel used by OGVs to 0.5%, from the existing 3.5%, to reduce SO2 emissions. However, the lack of efficient screening tools to identify non-compliant OGVs has prevented effective enforcement. This study developed and evaluated an unmanned aerial vehicle (UAV)-borne lightweight (750 g) microsensor system (MSS), which is capable of measuring ship plume SO2, NO2, NO, CO2, CO, and particulate matter in real-time. Extensive experiments were conducted on the sensor system to evaluate its performance during laboratory and field operations. The effects of cross-sensitivity and meteorological conditions were studied and incorporated to account for the measurement conditions in dispersed ship plumes. The SO2 to CO2 concentration ratio-based FSC expression was formulated as per the 2016 European Union Directive and Regulations. Furthermore, the impact of plume dilution on the accuracy of FSC measurement was investigated at different stages using the MSS, with and without the UAV in both simulated conditions and real-world scenarios, maintaining a safe distance from the OGV exhaust stacks. The study demonstrates the robustness of using UAV-borne sensor system for ship emission sniffing and FSC determination. The results will assist in development of a technological framework for effective enforcement of ship emission control regulations.

An Actuarial Pricing Method for Air Quality Index Options.

Poor air quality has a negative impact on social life and economic production activities. Using financial derivatives to hedge risks is one of the important methods. Air quality index (AQI) options are designed to help enterprises cope with the operational risk caused by air pollution. First, the expanded Ornstein-Uhlenbeck model is established using an autoregressive-generalized autoregressive conditional heteroscedasticity (AR-GARCH) method to predict AQI for a city. Next, the average AQI is constructed to be as the underlying index for the AQI options. We then priced AQI options using an actuarial method with an Esscher transform. Meanwhile payoff functions for the options are established to let enterprises hedge against the operational risk caused by air pollution. Finally, we determined the price of AQI options using data from Xi'an, China, and the example of a tourism enterprise as a case study of how AQI options can be applied to hedge against operational risk for enterprises. With AQI options trading, enterprises can hedge against operational risks caused by air pollution. The applicability of AQI options is wide, it can also be applied in other cities or regions.

[Dynamic road vehicle emission inventory simulation study based on real time traffic information].

The vehicle activity survey, including traffic flow distribution, driving condition, and vehicle technologies, were conducted in Shanghai. The databases of vehicle flow, VSP distribution and vehicle categories were established according to the surveyed data. Based on this, a dynamic vehicle emission inventory simulation method was designed by using the real time traffic information data, such as traffic flow and average speed. Some roads in Shanghai city were selected to conduct the hourly vehicle emission simulation as a case study. The survey results show that light duty passenger car and taxi are major vehicles on the roads of Shanghai city, accounting for 48% - 72% and 15% - 43% of the total flow in each hour, respectively. VSP distribution has a good relationship with the average speed. The peak of VSP distribution tends to move to high load section and become lower with the increase of average speed. Vehicles achieved Euro 2 and Euro 3 standards are majorities of current vehicle population in Shanghai. Based on the calibration of vehicle travel mileage data, the proportions of Euro 2 and Euro 3 standard vehicles take up 11% - 70% and 17% - 51% in the real-world situation, respectively. The emission simulation results indicate that the ratios of emission peak and valley for the pollutants of CO, VOC, NO(x) and PM are 3.7, 4.6, 9.6 and 19.8, respectively. CO and VOC emissions mainly come from light-duty passenger car and taxi, which has a good relationship with the traffic flow. NO(x) and PM emissions are mainly from heavy-duty bus and public buses and mainly concentrate in the morning and evening peak hours. The established dynamic vehicle emission simulation method can reflect the change of actual road emission and output high emission road sectors and hours in real time. The method can provide an important technical means and decision-making basis for transportation environment management.