Exceedances of Secondary Aerosol Formation from In-Use Natural Gas Heavy-Duty Vehicles Compared to Diesel Heavy-Duty Vehicles.

This work, for the first time, assessed the secondary aerosol formation from both in-use diesel and natural gas heavy-duty vehicles of different vocations when they were operated on a chassis dynamometer while the vehicles were exercised on different driving cycles. Testing was performed on natural gas vehicles equipped with three-way catalysts (TWCs) and diesel trucks equipped with diesel oxidation catalysts, diesel particulate filters, and selective catalytic reduction systems. Secondary aerosol was measured after introducing dilute exhaust into a 30 m3 environmental chamber. Particulate matter ranged from 0.18 to 0.53 mg/mile for the diesel vehicles vs 1.4-85 mg/mile for the natural gas vehicles, total particle number ranged from 4.01 × 1012 to 3.61 × 1013 for the diesel vehicles vs 5.68 × 1012-2.75 × 1015 for the natural gas vehicles, and nonmethane organic gas emissions ranged from 0.032 to 0.05 mg/mile for the diesel vehicles vs 0.012-1.35 mg/mile for the natural gas vehicles. Ammonia formation was favored in the TWC and was found in higher concentrations for the natural gas vehicles (ranged from ∼0 to 1.75 g/mile) than diesel vehicles (ranged from ∼0 to 0.4 g/mile), leading to substantial secondary ammonium nitrate formation (ranging from 8.5 to 98.8 mg/mile for the natural gas vehicles). For the diesel vehicles, one had a secondary ammonium nitrate of 18.5 mg/mile, while the other showed essentially no secondary ammonium nitrate formation. The advanced aftertreatment controls in diesel vehicles resulted in almost negligible secondary organic aerosol (SOA) formation (ranging from 0.046 to 2.04 mg/mile), while the natural gas vehicles led to elevated SOA formation that was likely sourced from the engine lubricating oil (ranging from 3.11 to 39.7 mg/mile). For two natural gas vehicles, the contribution of lightly oxidized lubricating oil in the primary organic aerosol was dominant (as shown in the mass spectra analysis), leading to enhanced SOA mass. Heavily oxidized lubricating oil was also observed to contribute to the SOA formation for other natural gas vehicles.

Study protocol: Phase I/II trial of induced HLA-G+ regulatory T cells in patients undergoing allogeneic hematopoietic cell transplantation from an HLA-matched sibling donor.

Regulatory T-cell (Treg) immunotherapy has emerged as a promising and highly effective strategy to combat graft-versus-host disease (GvHD) after allogeneic hematopoietic cell transplantation (allo-HCT). Both naturally occurring Treg and induced Treg populations have been successfully evaluated in trials illustrating the feasibility, safety, and efficacy required for clinical translation. Using a non-mobilized leukapheresis, we have developed a good manufacturing practice (GMP)-compatible induced Treg product, termed iG-Tregs, that is enriched in cells expressing the potent immunosuppressive human leucocyte antigen-G molecule (HLA-G+). To assess the safety and the maximum tolerable dose (MTD) of iG-Tregs, we conduct a phase I-II, two-center, interventional, dose escalation (3 + 3 design), open-label study in adult patients undergoing allo-HCT from an HLA-matched sibling donor, which serves also as the donor for iG-Treg manufacturing. Herein, we present the clinical protocol with a detailed description of the study rationale and design as well as thoroughly explain every step from patient screening, product manufacturing, infusion, and participant follow-up to data collection, management, and analysis (registered EUDRACT-2021-006367-26).

Soluble Urokinase-Type Plasminogen Activator Receptor (suPAR) and Growth Differentiation Factor-15 (GDF-15) Levels Are Significantly Associated with Endothelial Injury Indices in Adult Allogeneic Hematopoietic Cell Transplantation Recipients.

Hematopoietic stem cell transplantation-associated thrombotic microangiopathy (HSCT-TMA) and graft-versus-host disease (GvHD) represent life-threatening syndromes after allogeneic hematopoietic stem cell transplantation (allo-HSCT). In both conditions, endothelial dysfunction is a common denominator, and development of relevant biomarkers is of high importance for both diagnosis and prognosis. Despite the fact that soluble urokinase plasminogen activator receptor (suPAR) and growth differentiation factor-15 (GDF-15) have been determined as endothelial injury indices in various clinical settings, their role in HSCT-related complications remains unexplored. In this context, we used immunoenzymatic methods to measure suPAR and GDF-15 levels in HSCT-TMA, acute and/or chronic GVHD, control HSCT recipients, and apparently healthy individuals of similar age and gender. We found considerably greater SuPAR and GDF-15 levels in HSCT-TMA and GVHD patients compared to allo-HSCT and healthy patients. Both GDF-15 and suPAR concentrations were linked to EASIX at day 100 and last follow-up. SuPAR was associated with creatinine and platelets at day 100 and last follow-up, while GDF-15 was associated only with platelets, suggesting that laboratory values do not drive EASIX. SuPAR, but not GDF-15, was related to soluble C5b-9 levels, a sign of increased HSCT-TMA risk. Our study shows for the first time that suPAR and GDF-15 indicate endothelial damage in allo-HSCT recipients. Rigorous validation of these biomarkers in many cohorts may provide utility for their usefulness in identifying and stratifying allo-HSCT recipients with endothelial cell impairment.

The impact of hydrogenated vegetable oil (HVO) on the formation of secondary organic aerosol (SOA) from in-use heavy-duty diesel vehicles.

This manuscript contains an assessment of tailpipe emissions and secondary aerosol formation from two in-use heavy-duty diesel vehicles (HDDVs) with different aftertreatment systems when operated with ultra-low sulfur diesel (ULSD) and hydrogenated vegetable oil (HVO) operated on a chassis dynamometer. Secondary aerosol formation was characterized from the HDDVs' diluted exhaust collected and photochemically aged in a 30 m3 mobile atmospheric chamber. Primary nitrogen oxide (NOx) and particulate matter (PM) emissions were reduced for both vehicles operating on HVO compared to ULSD. For the vehicles with no selective catalytic reduction (SCR) system, secondary aerosol production was ~2 times higher for ULSD compared to HVO. The composition of primary aerosol was exclusively organic for the vehicle with no SCR system regardless of fuel type. The composition of secondary aerosol with HVO was primarily organic for the vehicle equipped with diesel particulate filter (DPF)/SCR system; however, when the same vehicle was tested with ULSD, the composition was ~20% organic (80% ammonium nitrate). The results reported here revealed that the in-use vehicle with no-SCR had a non-functioning DPF leading to dramatic increases in secondary aerosol formation when compared to the DPF/SCR vehicle. The high-resolution mass spectra analysis showed that the POA of HVO combustion contained relatively lower portion of CH class compounds (or higher CHO class compounds) compared to ULSD under the similar conditions, which can be rationalized by the higher cetane number of HVO. Substantial growth of oxidized organic aerosol (such as m/z 44 peak) were observed after 5 h of photochemical oxidation, consistent with aged organic aerosols present in the atmosphere. The C4H9+ fragment at m/z 57 peak was used as a tracer to calculate evolution of secondary organic aerosol formation.

Reinforcing the Immunocompromised Host Defense against Fungi: Progress beyond the Current State of the Art.

Despite the availability of a variety of antifungal drugs, opportunistic fungal infections still remain life-threatening for immunocompromised patients, such as those undergoing allogeneic hematopoietic cell transplantation or solid organ transplantation. Suboptimal efficacy, toxicity, development of resistant variants and recurrent episodes are limitations associated with current antifungal drug therapy. Adjunctive immunotherapies reinforcing the host defense against fungi and aiding in clearance of opportunistic pathogens are continuously gaining ground in this battle. Here, we review alternative approaches for the management of fungal infections going beyond the state of the art and placing an emphasis on fungus-specific T cell immunotherapy. Harnessing the power of T cells in the form of adoptive immunotherapy represents the strenuous protagonist of the current immunotherapeutic approaches towards combating invasive fungal infections. The progress that has been made over the last years in this field and remaining challenges as well, will be discussed.

Using an oxidation flow reactor to understand the effects of gasoline aromatics and ethanol levels on secondary aerosol formation.

Fuel type and composition affect tailpipe emissions and secondary aerosol production from mobile sources. This study assessed the influence of gasoline fuels with varying levels of aromatics and ethanol on the primary emissions and secondary aerosol formation from a flexible fuel vehicle equipped with a port fuel injection engine. The vehicle was exercised over the LA92 and US06 driving cycles using a chassis dynamometer. Secondary aerosol formation potential was measured using a fast oxidation flow reactor. Results showed that the high aromatics fuels led to higher gaseous regulated emissions, as well as particulate matter (PM), black carbon, and total and solid particle number. The high ethanol content fuel (E78) resulted in reductions for the gaseous regulated pollutants and particulate emissions, with some exceptions where elevated emissions were seen for this fuel compared to both E10 fuels, depending on the driving cycle. Secondary aerosol formation potential was dominated by the cold-start phase and increased for the high aromatics fuel. Secondary aerosol formation was seen in lower levels for E78 due to the lower formation of precursor emissions using this fuel. In addition, operating driving conditions and aftertreatment efficiency played a major role on secondary organic and inorganic aerosol formation, indicating that fuel properties, driving conditions, and exhaust aftertreatment should be considered when evaluating the emissions of secondary aerosol precursors from mobile sources.

Vaccinated and Convalescent Donor-Derived Severe Acute Respiratory Syndrome Coronavirus 2-Specific T Cells as Adoptive Immunotherapy for High-Risk Coronavirus Disease 2019 Patients.

BACKGROUND: The severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) pandemic poses an urgent need for the development of effective therapies for coronavirus disease 2019 (COVID-19). METHODS: We first tested SARS-CoV-2-specific T-cell (CοV-2-ST) immunity and expansion in unexposed donors, COVID-19-infected individuals (convalescent), asymptomatic polymerase chain reaction (PCR)-positive subjects, vaccinated individuals, non-intensive care unit (ICU) hospitalized patients, and ICU patients who either recovered and were discharged (ICU recovered) or had a prolonged stay and/or died (ICU critical). CoV-2-STs were generated from all types of donors and underwent phenotypic and functional assessment. RESULTS: We demonstrate causal relationship between the expansion of endogenous CoV-2-STs and the disease outcome; insufficient expansion of circulating CoV-2-STs identified hospitalized patients at high risk for an adverse outcome. CoV-2-STs with a similarly functional and non-alloreactive, albeit highly cytotoxic, profile against SARS-CoV-2 could be expanded from both convalescent and vaccinated donors generating clinical-scale, SARS-CoV-2-specific T-cell products with functional activity against both the unmutated virus and its B.1.1.7 and B.1.351 variants. In contrast, critical COVID-19 patient-originating CoV-2-STs failed to expand, recapitulating the in vivo failure of CoV-2-specific T-cell immunity to control the infection. CoV-2-STs generated from asymptomatic PCR-positive individuals presented only weak responses, whereas their counterparts originating from exposed to other seasonal coronaviruses subjects failed to kill the virus, thus disempowering the hypothesis of protective cross-immunity. CONCLUSIONS: Overall, we provide evidence on risk stratification of hospitalized COVID-19 patients and the feasibility of generating powerful CoV-2-ST products from both convalescent and vaccinated donors as an "off-the shelf" T-cell immunotherapy for high-risk patients.

Real-world NOx emissions from heavy-duty diesel, natural gas, and diesel hybrid electric vehicles of different vocations on California roadways.

This study assessed the real-world nitrogen oxide (NOx) emissions from 50 heavy-duty vehicles of different vocations and engine technologies using portable emissions measurement systems (PEMS). This is one of the most comprehensive in-use emissions studies conducted to date, which played a key role in the development of CARB's (California Air Recourses Board) updated EMission FACtor (EMFAC) model, especially for natural gas vehicles. In-use emissions testing was performed on school and transit buses, refuse haulers, goods movement vehicles, and delivery vehicles while were driven over their normal operating routes in the South Coast Air Basin. Engine technologies included diesel engines with and without selective catalytic reduction (SCR) systems, compressed natural gas (CNG) engines and liquified petroleum gas (LPG) engines, and SCR-equipped diesel hybrid electric vehicles. For most vehicles, the in-use NOx emissions were higher than the certification standards for the engine. Diesel vehicles generally showed higher brake-specific NOx emissions compared to the CNG vehicles. NOx emissions were strongly dependent on the SCR temperature, with SCR temperatures below 200 °C resulting in elevate brake-specific NOx. The 0.02 g/bhp-hr certified CNG vehicles showed the largest reductions in NOx emissions. The diesel hybrid electric vehicles showed important distance-specific NOx benefits compared to the conventional diesel vehicles, but higher emissions compared to the CNG and LPG vehicles. Overall, average NOx reductions were 75%, 94%, 65%, 79%, respectively, for the 0.2 CNG, 0.02 CNG, diesel hybrid electric, and LPG vehicles compared to diesel vehicles, due in part to some diesel vehicles with particularly high emissions, indicating that the widespread implementation of advanced technology and alternative fuel vehicles could provide important NOx reductions and a path for meeting air quality targets in California and elsewhere.

Effects of driving conditions on secondary aerosol formation from a GDI vehicle using an oxidation flow reactor.

A comprehensive study on the effects of photochemical aging on exhaust emissions from a vehicle equipped with a gasoline direct injection engine when operated over seven different driving cycles was assessed using an oxidation flow reactor. Both primary emissions and secondary aerosol production were measured over the Federal Test Procedure (FTP), LA92, New European Driving Cycle (NEDC), US06, and the Highway Fuel Economy Test (HWFET), as well as over two real-world cycles developed by the California Department of Transportation (Caltrans) mimicking typical highway driving conditions. We showed that the emissions of primary particles were largely depended on cold-start conditions and acceleration events. Secondary organic aerosol (SOA) formation also exhibited strong dependence on the cold-start cycles and correlated well with SOA precursor emissions (i.e., non-methane hydrocarbons, NMHC) during both cold-start and hot-start cycles (correlation coefficients 0.95-0.99), with overall emissions of ∼68-94 mg SOA per g NMHC. SOA formation significantly dropped during the hot-running phases of the cycles, with simultaneous increases in nitrate and ammonium formation as a result of the higher nitrogen oxide (NOx) and ammonia emissions. Our findings suggest that more SOA will be produced during congested, slow speed, and braking events in highways.

Evaluating the relationships between aromatic and ethanol levels in gasoline on secondary aerosol formation from a gasoline direct injection vehicle.

While the effects of fuel composition on primary vehicle emissions have been well studied, less is known about the effects on secondary aerosol formation and composition. The propensity of light-duty gasoline engines to form secondary aerosol and contribute to regional air quality burdens are of scientific interest. This study assessed secondary aerosol formation and composition due to photochemical aging of exhaust emissions from a light-duty vehicle equipped with gasoline direct injection (GDI) engine. The vehicle was operated on eight fuels with varying ethanol and aromatic levels. Testing was performed over the LA92 cycle using a chassis dynamometer. The aging studies were performed using a mobile environmental chamber. Diluted exhaust emissions were introduced to the mobile chamber over the course of the LA92 cycle and subsequently photochemically reacted. It was found that secondary aerosol mass exceeded the primary particulate matter (PM) emissions. Secondary aerosol was primarily composed of ammonium nitrate due to the elevated tailpipe ammonia emissions. The high aromatic fuels produced greater total carbonaceous aerosol and secondary organic aerosol (SOA) compared to the low aromatic fuels. A clear influence of ethanol for the high aromatic fuels on SOA formation was observed, with greater SOA formation for the fuels with higher ethanol contents. Our results suggest that more SOA formation is expected from current GDI vehicles when operated with gasoline fuels rich with heavier aromatics and blended with higher ethanol levels.

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS).

This study assessed the on-road gaseous and particulate emissions from three current technology gasoline direct injection (GDI) vehicles using portable emissions measurement systems (PEMS). Two vehicles were also retrofitted with catalyzed gasoline particulate filters (GPFs). All vehicles were exercised over four routes with different topological and environmental characteristics, representing urban, rural, highway, and high-altitude driving conditions. The results showed strong reductions in particulate mass (PM), soot mass, and particle number emissions with the use of GPFs. Particle emissions were found to be highest during urban and high-altitude driving compared to highway driving. The reduction efficiency of the GPFs ranged from 44% to 99% for overall soot mass emissions. Similar efficiencies were found for particle number and PM mass emissions. In most cases, nitrogen oxide (NOx) emissions showed improvements with the catalyzed GPFs in the underfloor position with the additional catalytic volume. No significant differences were seen in carbon dioxide (CO2) and carbon monoxide (CO) emissions with the vehicles retrofitted with GPFs.

Toxicological responses in human airway epithelial cells (BEAS-2B) exposed to particulate matter emissions from gasoline fuels with varying aromatic and ethanol levels.

In this study, we assessed the toxicological potencies of particulate matter (PM) emissions from a modern vehicle equipped with a gasoline direct injection (GDI) engine when operated on eight different fuels with varying aromatic hydrocarbon and ethanol contents. Testing was conducted over the LA92 driving cycle using a chassis dynamometer with a constant volume sampling system, where particles were collected onto Teflon filters. The extracted PM constituents were analyzed for their oxidative potential using the dithiothreitol (DTT) chemical assay and exposure-induced gene expression in human airway epithelial cells (BEAS-2B). Different trends of DTT activities were seen when testing PM samples in 100% aqueous buffer solutions versus elevated fraction of methanol in aqueous buffers (50:50), indicating the effect of solubility of organic PM constituents on the measured oxidative potential. Higher aromatics content in fuels corresponded to higher DTT activities in PM. Exposure to PM exhaust upregulated the expression of HMOX-1, but downregulated the expression of IL-6, TNF-α, CCL5 and NOS2 in BEAS-2B cells. The principal component regression analysis revealed different patterns of correlations. Aromatics content contributed to more significant PAH-mediated IL-6 downregulation, whereas ethanol content was associated with decreased downregulation of IL-6. Our findings highlighted the key role of fuel composition in modulating the toxicological responses to GDI PM emissions.

Emissions from a flex fuel GDI vehicle operating on ethanol fuels show marked contrasts in chemical, physical and toxicological characteristics as a function of ethanol content.

This study assessed the gaseous and particulate emissions, as well as the toxicological properties of particulate matter (PM) from a flex fuel vehicle equipped with a wall-guided gasoline direct injection engine over triplicates cold-start and hot-start LA92 cycles. The vehicle was operated on a Tier 3 E10 fuel, an E10 fuel with higher levels of aromatics than the Tier 3 E10, an E30, and an E78 blend. Total hydrocarbon (THC), non-methane hydrocarbon (NMHC), carbon monoxide (CO), particulate emissions, and gaseous toxics (of benzene, toluene, ethylbenzene, xylenes (BTEX), and 1,3-butadiene) reduced for E30 and E78 blends compared to both E10 fuels. Formaldehyde and acetaldehyde emissions substantially increased with the higher ethanol blends. The high aromatic E10 fuel increased the emissions of THC, NMHC, particulates, and BTEX compared to the Tier 3 E10 fuel and the higher ethanol blends, as well as showed higher concentrations of accumulation mode particles. The GDI PM did not exhibit any measurable mutagenicity at the PM concentrations tested. Cytotoxicity varied only within a small range and concentrations of PM, eliciting a cytotoxic response similar to those by ambient aerosol. The outcomes of our two measures of PM oxidative potential (macrophage ROS and DTT) were significantly correlated, with the E78 blend exhibiting the least oxidative potential and the E30 the greatest. Gene expression analysis at both the mRNA and protein level indicates that there is the potential for GDI PM emissions to contribute to inflammation and etiology of disease such as asthma, and in contrast to the ROS and DTT outcomes, the E78 fuel PM exhibited the greatest potential to elicit pro-inflammatory cytokine (TNFα) production. Overall, the trends in toxicity emission rates (activity/mi) across the ethanol blends was driven primarily by PM mass emission rate contrasts and only secondarily by the differences in intrinsic toxicity of the PM.

Catalyzed Gasoline Particulate Filters Reduce Secondary Organic Aerosol Production from Gasoline Direct Injection Vehicles.

The effects of photochemical aging on exhaust emissions from two light-duty vehicles with gasoline direct injection (GDI) engines equipped with and without catalyzed gasoline particle filters (GPFs) were investigated using a mobile environmental chamber. Both vehicles with and without the GPFs were exercised over the LA92 drive cycle using a chassis dynamometer. Diluted exhaust emissions from the entire LA92 cycle were introduced to the mobile chamber and subsequently photochemically reacted. It was found that the addition of catalyzed GPFs will significantly reduce tailpipe particulate emissions and also provide benefits in gaseous emissions, including nonmethane hydrocarbons (NMHC). Tailpipe emissions composition showed important changes with the use of GPFs by practically eliminating black carbon and increasing the fractional contribution of organic mass. Production of secondary organic aerosol (SOA) was reduced with GPF addition, but was also dependent on engine design which determined the amount of SOA precursors at the tailpipe. Our findings indicate that SOA production from GDI vehicles will be reduced with the application of catalyzed GPFs through the mitigation of reactive hydrocarbon precursors.

Physical, chemical, and toxicological characteristics of particulate emissions from current technology gasoline direct injection vehicles.

We assessed the physical, chemical and toxicological characteristics of particulate emissions from four light-duty gasoline direct injection vehicles when operated over the LA92 driving cycle. Our results showed that particle mass and number emissions increased markedly during accelerations. For three of the four vehicles tested, particulate matter (PM) mass and particle number emissions were markedly higher during cold-start and the first few accelerations following the cold-start period than during the hot running and hot-start segments of the LA92 cycle. For one vehicle (which had the highest emissions overall) the hot-start and cold-start PM emissions were similar. Black carbon emissions were also much higher during the cold-start conditions, indicating severe fuel wetting leading to slow evaporation and pool burning, and subsequent soot formation. Particle number concentrations and black carbon emissions showed large reductions during the urban and hot-start phases of the test cycle. The oxidative potential of PM was quantified with both a chemical and a biological assay, and the gene expression impacts of the PM in a macrophage model with PCR (polymerase chain reaction) and ELISA (enzyme-linked immunosorbent assay) analyses. Inter- and intra-vehicle variability in oxidative potential per milligram of PM emitted was relatively low for both oxidative assays, suggesting that real-world emissions and exposure can be estimated with distance-normalized emission factors. The PCR response from signaling markers for oxidative stress (e.g., NOX1) was greater than from inflammatory, AhR (aryl hydrocarbon receptor), or MAPK (mitogen-activated protein kinase) signaling. Protein production associated with inflammation (tumor necrosis factor alpha-TNFα) and oxidative stress (HMOX-1) were quantified and displayed relatively high inter-vehicle variability, suggesting that these pathways may be activated by different PM components. Correlation of trace metal concentrations and oxidative potential suggests a role for small, insoluble particles in inducing oxidative stress.

A comparison of a mini-PEMS and a 1065 compliant PEMS for on-road gaseous and particulate emissions from a light duty diesel truck.

The primary goal of this study was to compare emissions measurements between a 1065 compliant PEMS, and the NTK Compact Emissions Meter (NCEM) capable of measuring NOx, PM, and solid PN. Both units were equipped on a light-duty diesel truck and tested over local, highway, and downtown driving routes. The results indicate that the NOx measurements for the NCEM were within approximately ±10% of those the 1065 compliant PEMS, which suggests that the NCEM could be used as a screening tool for NOx emissions. The NCEM showed larger differences for PM emissions on an absolute level, but this was at PM levels well below the 1 mg/mi level. The NCEM differences ranged from -2% to +26% if the comparisons are based on a percentage of the 1.0 mg/mi standard. Larger differences were also seen for PN emissions, with the NCEM measuring higher PN emissions, which can primarily be attributed to a zero current offset that we observed for the NCEM, which has been subsequently improved in the latest generation of the NCEM system. The comparisons between the 1065 compliant PEMS and the NCEM suggest that there could be applications for the NCEM or other mini-PEMS for applications such as identification of potential issues by regulatory agencies, manufacturer evaluation and validation of emissions under in-use conditions, and potential use in inspection and maintenance (I/M) programs, especially for heavy-duty vehicles.

Chemical speciation, including polycyclic aromatic hydrocarbons (PAHs), and toxicity of particles emitted from meat cooking operations.

We assessed the chemical properties and oxidative stress of particulate matter (PM) emissions from underfired charbroiled meat operations with and without the use of aftertreatment control technologies. Cooking emissions concentrations showed a strong dependence on the control technology utilized, with all emission rates showing decreases with the control technologies compared to the baseline testing. The organic acids profile was dominated by the saturated nonanoic, myristic, palmitic, and stearic acids, and the unsaturated oleic, elaidic, and palmitoleic acids. Cholesterol was also found in relatively high concentrations. Lower and medium-weight polycyclic aromatic hydrocarbons (PAHs) were the dominant species for all cooking experiments. Heavier PAHs were also detected in high concentrations, especially in the particle-phase. For the nitrated PAH emissions (nitro-PAHs), low molecular weight compounds dominated the cooking emissions. Under the present experimental conditions, the heterocyclic aromatic amines (HAAs) showed very low concentrations, which suggests these species are rarely formed in meat cooking PM. The most efficient control technology for reducing the majority of the toxic pollutants was the electrostatic precipitator, which resulted in total emissions reductions on the order of 95%, 79%, 90%, 96%, 90%, and 94%, respectively, for particle-phase PAHs, gas-phase PAHs, particle-phase nitro-PAHs, gas-phase nitro-PAHs, particle-phase HAAs, and gas-phase HAAs compared to the baseline testing. Our experiment showed that cooking aerosol contained higher levels of prooxidants in the particle-phase and the corresponding vapors contained higher levels of electrophiles. Overall, the use of control technologies reduced the redox and electrophilic activities of cooking PM.

Particulate matter emissions and gaseous air toxic pollutants from commercial meat cooking operations.

This study assessed the effectiveness of three novel control technologies for particulate matter (PM) and volatile organic compound (VOC) removal from commercial meat cooking operations. All experiments were conducted using standardized procedures at University of California, Riverside's commercial test cooking facility. PM mass emissions collected using South Coast Air Quality Management District (SCAQMD) Method 5.1, as well as a dilution tunnel-based PM method showed statistically significantly reductions for each control technology when compared to baseline testing (i.e., without a catalyst). Overall, particle number emissions decreased with the use of control technologies, with the exception of control technology 2 (CT2), which is a grease removal technology based on boundary layer momentum transfer (BLMT) theory. Particle size distributions were unimodal with CT2 resulting in higher particle number populations at lower particle diameters. Organic carbon was the dominant PM component (>99%) for all experiments. Formaldehyde and acetaldehyde were the most abundant carbonyl compounds and showed reductions with the application of the control technologies. Some reductions in mono-aromatic VOCs were also observed with CT2 and the electrostatic precipitator (ESP) CT3 compared to the baseline testing.

Gasoline Particulate Filters as an Effective Tool to Reduce Particulate and Polycyclic Aromatic Hydrocarbon Emissions from Gasoline Direct Injection (GDI) Vehicles: A Case Study with Two GDI Vehicles.

We assessed the gaseous, particulate, and genotoxic pollutants from two current technology gasoline direct injection vehicles when tested in their original configuration and with a catalyzed gasoline particulate filter (GPF). Testing was conducted over the LA92 and US06 Supplemental Federal Test Procedure (US06) driving cycles on typical California E10 fuel. The use of a GPF did not show any fuel economy and carbon dioxide (CO2) emission penalties, while the emissions of total hydrocarbons (THC), carbon monoxide (CO), and nitrogen oxides (NOx) were generally reduced. Our results showed dramatic reductions in particulate matter (PM) mass, black carbon, and total and solid particle number emissions with the use of GPFs for both vehicles over the LA92 and US06 cycles. Particle size distributions were primarily bimodal in nature, with accumulation mode particles dominating the distribution profile and their concentrations being higher during the cold-start period of the cycle. Polycyclic aromatic hydrocarbons (PAHs) and nitrated PAHs were quantified in both the vapor and particle phases of the PM, with the GPF-equipped vehicles practically eliminating most of these species in the exhaust. For the stock vehicles, 2-3 ring compounds and heavier 5-6 ring compounds were observed in the PM, whereas the vapor phase was dominated mostly by 2-3 ring aromatic compounds.