Effects of heat waves and cold spells on blood parameters: a cohort study of blood donors in Tianjin, China.

BACKGROUND: With the increasing occurrence of extreme temperature events due to climate change, the attention has been predominantly focused on the effects of heat waves and cold spells on morbidity and mortality. However, the influence of these temperature extremes on blood parameters has been overlooked. METHODS: We conducted a cohort study involving 2,752 adult blood donors in Tianjin, China, between January 18, 2013, and June 25, 2021. The generalized additive mixed model was used to investigate the effects and lagged effects of heat waves and cold spells on six blood parameters of blood donors, including alanine aminotransferase (ALT), white blood cell count (WBC), red blood cell count (RBC), hemoglobin (HB), hematocrit (HCT), and platelet count (PLT). Subgroup analyses were stratified by sex, age, and BMI. RESULTS: Heat waves and cold spells are associated with changes in blood parameters, particularly HB and PLT. Heat waves increased HB and PLT, while cold spells increased HB and decreased PLT. The effect of heat waves is greater than that of cold spells. The largest effect of heat waves on HB and PLT occurred at lag1 with 2.6 g/L (95% CI: 1.76 to 3.45) and lag7 with 9.71 × 10^9/L (95% CI: 6.26 to 13.17), respectively, while the largest effect of cold spells on HB and PLT occurred at lag0 with 1.02 g/L (95% CI: 0.71 to 1.33) and lag2 with -3.85 × 10^9/L (95% CI: -5.00 to -2.70), respectively. In subgroup analysis, the effect of cold spells on ALT was greater in the 40-49 age group. CONCLUSION: We indicated that heat waves and cold spells can impact hemoglobin and platelet counts in the human body. These findings provide evidence linking heat waves or cold spells to diseases and may reduce health risks caused by extreme temperature events.

Effect of an acetylene bond on hydrogen adsorption in diamond-like carbon allotropes: from first principles to atomic simulation.

By inserting an acetylene bond into the organic linkers of porous materials, hydrogen storage can be significantly enhanced; however, the mechanism of this enhancement remains elusive. Herein, we developed a new diamond-like carbon allotrope (referred as diamond-like diacetylene a.k.a. DDA) with medium pores constructed by inserting -C[triple bond, length as m-dash]C-C[triple bond, length as m-dash]C- ligands into the -C-C- bonds of diamond. The structural, mechanical, and electrical properties, as well as hydrogen storage capacities were investigated for this novel material using density functional theory and Monte Carlo simulations. The optimized geometry of DDA shows a high surface area and free pore volume of ca. 5498.76 m2 g-1 and 2.0486 m3 g-1, respectively. DDA also exhibits structural stability and special electronic properties. Interestingly, DDA exhibits exceptional gravimetric hydrogen storage capacity as well as volumetric one. The excess gravimetric and volumetric H2 uptakes at 77 K and 2.0 MPa hit a maximum of 14.12 wt% and 603.35 cm3 (STP) cm-3, respectively, which substantially exceeds those previously reported for MOF or PAF materials. Even at 243 K and 12 MPa, the total gravimetric H2 uptake of DDA reaches 5.38 wt%. To the best of our knowledge, DDA is one of porous materials with the maximum physical hydrogen uptake. It is also one of the few materials that can be close to meeting hydrogen storage target of the US department of energy at room temperature. Significantly, DDA shows the deliverable hydrogen storage capacity up to 5.28 wt% at room temperature. Through analyzing the effect of the acetylene position in the DLCAs on their hydrogen storage capacities, we found that the high hydrogen adsorption performance of DDA is mainly attributed to its high surface area, large number of adsorption sites, and appropriate binding energy. In summary, the newly developed DDA is a promising candidate for hydrogen storage and provides a new possibility for synthesizing high-performance adsorbents.

Emission characteristic, spatial distribution, and health risk of polycyclic aromatic compounds (PAHs, NPAHs, and OPAHs) from light-duty gasoline and diesel vehicles based on on-road measurements.

Vehicle exhaust is the primary source of polycyclic aromatic compounds (PACs). Real road tests using a portable vehicle measurement system on light-duty gasoline vehicles and light-duty diesel trucks were conducted to investigate gas- and particle-phase polycyclic aromatic hydrocarbons (PAHs), nitro-PAHs (NPAHs), and oxy-PAHs (OPAHs) in vehicle exhaust with different emission standards, fuel types, and altitudes. The results showed that with the tightening of emission standards, the overall emission factors (EFs) of PACs decreased. Compared with China V diesel vehicles, the emissions of PAHs, OPAHs, and NPAHs from China VI diesel vehicles were 75.1 %, 84.4 %, and 61.2 % lower, respectively. With a ∼100 m increase in altitude, the EFs of PAHs, OPAHs, and NPAHs of diesel vehicles increased 1.88, 1.92, and 1.59 times due to incomplete combustion. In addition, the EFs of PAHs and OPAHs in gasoline vehicles were lower than those in diesel vehicles. In contrast, the proportion of PAHs with highly toxic components, such as dibenzo[a,h]anthracene (DahA) and benzo[a]pyrene (BaP), and the EFs of gas-phase NPAHs in gasoline vehicles were higher than those in diesel vehicles. Furthermore, the emissions of 1,8-DNP from diesel vehicles cannot be disregarded. 1,8-DNP was the main gas-phase NPAHs emitted by China VI and China V diesel vehicles, accounting for 49.3 % and 26.0 %, respectively. Moreover, gas-phase PACs contributed more to the EFs than particle-phase PACs, whereas particle-phase PACs have greater toxic effects. Although the EFs of PAHs are more than 100 times those of NPAHs, the toxic equivalent concentrations (TEQBaP) of PAHs in diesel and gasoline vehicles were approximately 6.5 times and 35 times those of NPAHs. The spatial distribution characteristics revealed that PACs emissions were mainly concentrated in urban areas and highways, and the differences in the toxicity of PACs emissions between different cities depended on the proportion of diesel vehicles. The average TEQBaP of PAHs and NPAHs in Haidong, Haibei, Huangnan, Hainan, Guoluo, and Yushu was 8.42 µg/m3 and 0.36 µg/m3, respectively, while those of Xining and Haixi were 0.24-0.29 µg/m3 and 0.09-0.108 µg/m3 higher, respectively. This study provides a comprehensive understanding of the emission characteristics, health risks, and spatial distribution of PACs from diesel and gasoline vehicle PACs in urban areas.

Regenerative braking system effectively reduces the formation of brake wear particles.

Brake wear particles (BWPs) are considered one of the most significant non-exhaust particle emission sources from motor vehicles. Previous studies have primarily focused on BWPs from conventional fuel vehicles (CFVs), with limited research available on BWPs from new energy vehicles (NEVs). We developed an independent BWP emission testing system applicable to NEVs and conducted BWP emission tests on representative NEVs and CFVs under various testing cycles via a chassis dynamometer. The BWP emission characteristics of the NEVs equipped with regenerative braking system significantly differed from those of gasoline vehicles. For transient emission characteristics, gasoline vehicles exhibited higher peak concentrations during brake events than brake drag events, while those with regenerative braking exhibited the opposite feature. Under continuous braking, the concentration of ultrafine particles emitted by NEVs was reduced by more than 3 orders of magnitude compared to gasoline vehicles. In terms of single-particle morphology, BWPs could be mainly divided into three categories: carbonaceous particles, iron-rich particles, and mixed metal particles. We obtained realistic emission characteristics of BWPs from NEVs, which could provide data support and a scientific basis for the formulation of relevant emission standards and control measures in the future.

Transforming waste brake pads from automobiles into Nano-Catalyst: Synergistic Fe-C-Cu triple sites for efficient fenton-like oxidation of organic pollutants.

The arbitrary disposal of used brake pads from motor vehicles has resulted in severe heavy metal pollution and resource wastage, highlighting the urgent need to explore the significant untapped potential of these discarded materials. In this study, The in-situ growth of highly dispersed Fe2O3 nanocrystals was achieved by simple oxidation annealing of brake pad debris(BPD). Interestingly, Cu remained unoxidized and acted as a "valence state transformation bridge of Fe2O3" to construct the "triple Fe-C-Cu sites". The Fenton degradation experiment of pollutants was conducted under constant temperature conditions at 40 °C, a stirring rate of 1300 rpm, a pH value of 3, a catalyst dosage of 0.5 g/L, pollutant dosage ranging from 50 to 400 mg/L, and H2O2 dosage of 0.25 g/L. Experimental results showed that BPD treated at 300 °C for 2 h exhibited optimal Fenton-like oxidation activity, achieving rapid degradation of over 90 % of refractory antibiotics, such as tetracycline and ciprofloxacin, in organic wastewater within 10 min. This remarkable performance was mainly attributed to the synergistic effect of "Fe-C-Cu triple sites", where the electron-donating role of C in the Fe-C and Cu-C interfaces facilitated the conversion of the Fe(III) to Fe(II) and Cu(II) to Cu(I). In addition, the ability of Cu2+ to accept electrons at the Fe-Cu interface promoted the transition from Fe (II) to Fe (III). This "balance of electron gain and loss" accelerated the interfacial electron transfer and the recycle of dual Fenton sites, Fe(II)/Fe(III) and Cu(I)/Cu(II), to generate more ·OH from H2O2. Therefore, this strategy of functionalizing BPD as Fenton-like catalysts without the addition of external Fe provides intriguing prospects for understanding the construction of Fe-based Fenton catalysts and resource utilization of Fe-containing solid waste materials.

Emissions from international airport and its impact on air quality: A case study of beijing daxing international airport (PKX), China.

The Beijing Daxing International Airport is a newly opened airport, and a comprehensive emission inventory of air pollution sources has not yet been established. The lack of basic inventory data will cause difficulties in controlling the air quality (AQ) in and around the airport. Based on actual flight data, we established a comprehensive emission inventory (carbon monoxide (CO), nitrogen oxides (NOX), hydrocarbons (HC), sulfur dioxide (SO2), particulate matter (PM), and carbon dioxide (CO2)) at Beijing Daxing International Airport. Furthermore, we evaluated the impact of airport emissions on the AQ of the surrounding areas using the ADMS-Airport model. The results showed that Beijing Daxing International Airport emitted 1.15 E+03, 1.76 E+03, 1.38 E+02, 1.16 E+02, 3.53 E+01, and 3.75 E+05 t of CO, NOX, HC, SO2, PM, and CO2, respectively, from July 1, 2020, to June 30, 2021. Engine exhaust emissions (landing and takeoff [LTO] cycles) dominated all airport pollutant emissions except for PM from the power plant. Among all aircraft types, B738 emitted the most CO2, as it accounted for almost half of all the flights. The AQ simulations showed that the air pollutant diffusion range was concentrated within 15 km of the airport and the surrounding areas. The contribution of airport emissions to NOX concentrations was most apparent under the most unfavorable meteorological conditions. Based on the average pollutant concentration during the study period, the Gu'an Li Hu Primary School station was the most affected. In particular, NOX concentrations at this station were approximately 50% higher in winter than in summer. Currently, the airport's contribution to pollution in the surrounding areas is insignificant. However, with the continuous increase in the number of flights at the airport, its impact on the AQ in the surrounding areas must be addressed in the future.

Chemical characteristics of fine tire wear particles generated on a tire simulator.

Tire wear is one of the major sources of traffic-related particle emissions, however, laboratory data on the components of tire wear particles (TWPs) is scarce. In this study, ten brands of tires, including two types and four-speed grades, were chosen for wear tests using a tire simulator in a closed chamber. The chemical components of PM2.5 were characterized in detail, including inorganic elements, water-soluble ions (WSIs), organic carbon (OC), elemental carbon (EC), and polycyclic aromatic hydrocarbons (PAHs). Inorganic elements, WSIs, OC, and EC accounted for 8.7 ± 2.1%, 3.1 ± 0.7%, 44.0 ± 0.9%, and 9.6 ± 2.3% of the mass of PM2.5, respectively. The OC/EC ratio ranged from 2.8 to 7.6. The inorganic elements were dominated by Si and Zn. The primary ions were SO42- and NO3-, and TWPs were proven to be acidic by applying an ionic balance. The total PAHs content was 113 ± 45.0 µg g-1, with pyrene being dominant. In addition, the relationship between the chemical components and tire parameters was analyzed. Inorganic elements and WSIs in TWPs were more abundant in all-season tires than those in winter tires, whereas the content of PAHs was the opposite. The mass fractions of OC, Si, and Al in the TWPs all showed increasing trends with increasing tire speed grade, but the PAHs levels showed a decreasing trend. Ultimately, to provide more data for further research, a TWPs source profile was constructed considering the tire weighting factor.

Brake wear-derived particles: Single-particle mass spectral signatures and real-world emissions.

Brake wear is an important but unregulated vehicle-related source of atmospheric particulate matter (PM). The single-particle spectral fingerprints of brake wear particles (BWPs) provide essential information for understanding their formation mechanism and atmospheric contributions. Herein, we obtained the single-particle mass spectra of BWPs by combining a brake dynamometer with an online single particle aerosol mass spectrometer and quantified real-world BWP emissions through a tunnel observation in Tianjin, China. The pure BWPs mainly include three distinct types of particles, namely, Ba-containing particles, mineral particles, and carbon-containing particles, accounting for 44.2%, 43.4%, and 10.3% of the total BWP number concentration, respectively. The diversified mass spectra indicate complex BWP formation pathways, such as mechanical, phase transition, and chemical processes. Notably, the mass spectra of Ba-containing particles are unique, which allows them to serve as an excellent indicator for estimating ambient BWP concentrations. By evaluating this indicator, we find that approximately 4.0% of the PM in the tunnel could be attributable to brake wear; the real-world fleet-average emission factor of 0.28 mg km-1 veh-1 is consistent with the estimation obtained using the receptor model. The results presented herein can be used to inform assessments of the environmental and health impacts of BWPs to formulate effective emissions control policies.

Heavy vehicles' non-exhaust exhibits competitive contribution to PM2.5 compared with exhaust in port and nearby areas.

Heavy port transportation networks are increasingly considered as significant contributors of PM2.5 pollution compared to vessels in recent decades. In addition, evidence points to the non-exhaust emission of port traffic as the real driver. This study linked PM2.5 concentrations to varied locations and traffic fleet characteristics in port area through filter sampling. The coupled emission ratio-positive matrix factorisation (ER-PMF) method resolves source factors by avoiding direct overlap from collinear sources. In the port central and entrance areas, freight delivery activity emissions including vehicle exhaust and non-exhaust particles, as well as induced road dust resuspension, accounted for nearly half of the total contribution (42.5%-49.9%). In particular, the contribution of non-exhaust from denser traffic with high proportion of trucks was competitive and equivalent to 52.3% of that from exhaust. Backward trajectory statistical models further interpreted the notably larger-scale coverage of non-exhaust emissions in the port's central area. The distribution of PM2.5 were interpolated within the scope of the port and nearby urban areas, displaying the potential contribution of non-exhaust within 1.15 µg/m3-4.68 µg/m3, slightly higher than the urban detections reported nearby. This study may provide useful insights into the increasing percentage of non-exhaust from trucks in ports and nearby urban areas and facilitate supplementary data collection on Euro-VII type-approval limit settings.

Determining factors and parameterization of brake wear particle emission.

Brake wear emission contributes to an increasingly significant proportion of vehicle-related particulate matter, but knowledge of its emission features and determining factors is still highly insufficient. Here, brake dynamometer experiments were conducted under controlled variables tests and real-world driving conditions to systematically investigate brake wear particle (BWP) emission. Compared to the decelerating process, the separating of pads and disc releases more BWPs, accounting for 47-76% of the total PM2.5 mass. Particle number and mass distributions exhibit bimodal (< 0.01 µm and 0.8-1.2 µm) and unimodal (2-5 µm) patterns, respectively. Larger speed reduction exponentially amplifies BWP emission, and the significant enhancement of nanoparticles is proved to be related to the evaporation of organic constituents in the pads with threshold ranging from 170 °C to 270 °C. Emissions from front and rear brake assemblies don't agree with braking torque distribution, mainly attributive to the different braking pressures. A parameterization scheme for BWP emission based on kinetic energy loss is further established and proved to sufficiently predict the variation of BWP under real-world driving conditions. Being corrected by 1.8th power of the initial speed, the scheme improves the prediction.

[Analysis of Pollution Characteristics and Primary, Secondary Contributions of Firework Burnings in Qingdao During the Spring Festival].

Atmospheric pollution frequently occurs in northern China during winter heating period, wherein nitrate became the dominant driver for PM2.5 accumulations. However, sulfate accumulation was found to be significantly higher than that of nitrate during firework burning events and exhibited different pollution characteristics. Online data available from February 2, 2019 to February 10, 2019, including observation data measured from AIM-IC in suburban Qingdao and meteorological data from national automatic monitoring station, were analyzed. The results showed that particulate accumulation, dust and firework burning events were observed. The primary contribution rates of the most intensive firework burning to PM2.5 and PM10 were 69.8% and 63.8%, respectively. In contrast to a severe accumulation of nitrate during the particulate accumulation event, the sulfate formed prior and exhibited more severe accumulation than nitrate during the firework burning events. The primary contribution factors n(SO42-)/n(K+) and n(NO3-)/n(K+) of firework burnings was 1.2 and 1.3 (molar ratios), respectively. The secondary contribution factors were 2.1 and 1.6 times, under relatively stable meteorological conditions. However, during the transit of dry and cold air, the value of secondary contribution factors decreased substantially and exhibited nearly the same values as the primary ones.