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.

Advancing shipping NOx pollution estimation through a satellite-based approach.

Estimating shipping nitrogen oxides (NOx) emissions and their associated ambient NO2 impacts is a complex and time-consuming task. In this study, a satellite-based ship pollution estimation model (SAT-SHIP) is developed to estimate regional shipping NOx emissions and their contribution to ambient NO2 concentrations in China. Unlike the traditional bottom-up approach, SAT-SHIP employs satellite observations with varying wind patterns to improve the top-down emission inversion methods for individual sectors amidst irregular emission plume signals. Through SAT-SHIP, shipping NOx emissions for 17 ports in China are estimated. The results show that SAT-SHIP performed comparably with the bottom-up approach, with an R2 value of 0.8. Additionally, SAT-SHIP reveals that the shipping sector in port areas contributes ∼21 and 11% to NO2 concentrations in the Yangtze River Delta and Pearl River Delta areas of China, respectively, which is consistent with the results from chemical transportation model simulations. This approach has practical implications for policymakers seeking to identify pollution sources and develop effective strategies to mitigate air pollution.

Ultra-high-resolution mapping of ambient fine particulate matter to estimate human exposure in Beijing.

With the decreasing regional-transported levels, the health risk assessment derived from fine particulate matter (PM2.5) has become insufficient to reflect the contribution of local source heterogeneity to the exposure differences. Here, we combined the both ultra-high-resolution PM2.5 concentration with population distribution to provide the personal daily PM2.5 internal dose considering the indoor/outdoor exposure difference. A 30-m PM2.5 assimilating method was developed fusing multiple auxiliary predictors, achieving higher accuracy (R2 = 0.78-0.82) than the chemical transport model outputs without any post-simulation data-oriented enhancement (R2 = 0.31-0.64). Weekly difference was identified from hourly mobile signaling data in 30-m resolution population distribution. The population-weighted ambient PM2.5 concentrations range among districts but fail to reflect exposure differences. Derived from the indoor/outdoor ratio, the average indoor PM2.5 concentration was 26.5 µg/m3. The internal dose based on the assimilated indoor/outdoor PM2.5 concentration shows high exposure diversity among sub-groups, and the attributed mortality increased by 24.0% than the coarser unassimilated model.

Antagonism between ambient ozone increase and urbanization-oriented population migration on Chinese cardiopulmonary mortality.

Ever-increasing ambient ozone (O3) pollution in China has been exacerbating cardiopulmonary premature deaths. However, the urban-rural exposure inequity has seldom been explored. Here, we assess population-scale O3 exposure and mortality burdens between 1990 and 2019 based on integrated pollution tracking and epidemiological evidence. We find Chinese population have been suffering from climbing O3 exposure by 4.3 ± 2.8 ppb per decade as a result of rapid urbanization and growing prosperity of socioeconomic activities. Rural residents are broadly exposed to 9.8 ± 4.1 ppb higher ambient O3 than the adjacent urban citizens, and thus urbanization-oriented migration compromises the exposure-associated mortality on total population. Cardiopulmonary excess premature deaths attributable to long-term O3 exposure, 373,500 (95% uncertainty interval [UI]: 240,600-510,900) in 2019, is underestimated in previous studies due to ignorance of cardiovascular causes. Future O3 pollution policy should focus more on rural population who are facing an aggravating threat of mortality risks to ameliorate environmental health injustice.

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.

Altitude-dependent gaseous emissions from freight trucks along the China-Pakistan Economic Corridor in Pakistan.

Recent increases in emissions from freight transport have caused strong concerns about air quality in Pakistan, following the rapid development of projects related to the China-Pakistan Economic Corridor (CPEC). This study reported the first measurements of on-road truck emissions in Pakistan and investigated their dependence on altitude along CPEC routes. Emissions from 70 trucks were measured on CPEC highways located in Islamabad (540 m above sea level), Sost (2800 m above sea level), and at the Khunjerab Pass (4693 m above sea level). Calculated emission factors for carbon monoxide, hydrocarbons, and nitrogen oxides from heavy-duty trucks in Islamabad were 12.94 ± 1.46, 15.21 ± 1.67, and 10.69 ± 1.34 g km-1 (95% confidence level), respectively, for pre-Pak-II trucks, and 12.75 ± 2.80, 14.24 ± 3.53, and 10.24 ± 2.34 g km-1 (95% confidence level), respectively, for Pak-II trucks, representing 2-20 times higher values than the emission standards in Pakistan and India. An altitude increase of approximately 4000 m, with the associated changes in meteorology and fleet characteristics, induced an average increase of 103.6%, 86.3%, 124.5%, and 133.6% in the emission factors of carbon monoxide, hydrocarbons, nitrogen oxides, and carbon dioxide, respectively. Moreover, on-road emissions along the CPEC were mainly influenced by truck types. This study will support the budget evaluation of transport emissions from the CPEC trade fleet.

Comprehensive Assessment for the Impacts of S/IVOC Emissions from Mobile Sources on SOA Formation in China.

Semivolatile/intermediate-volatility organic compounds (S/IVOCs) from mobile sources are essential SOA contributors. However, few studies have comprehensively evaluated the SOA contributions of S/IVOCs by simultaneously comparing different parameterization schemes. This study used three SOA schemes in the CMAQ model with a measurement-based emission inventory to quantify the mobile source S/IVOC-induced SOA (MS-SI-SOA) for 2018 in China. Among different SOA schemes, SOA predicted by the 2D-VBS scheme was in the best agreement with observations, but there were still large deviations in a few regions. Three SOA schemes showed the peak value of annual average MS-SI-SOA was up to 0.6 ± 0.3 µg/m3. High concentrations of MS-SI-SOA were detected in autumn, while the notable relative contribution of MS-SI-SOA to total SOA was predicted in the coastal areas in summer, with a regional average contribution up to 20 ± 10% in Shanghai. MS-SI-SOA concentrations varied by up to 2 times among three SOA schemes, mainly due to the discrepancy in SOA precursor emissions and chemical reactions, suggesting that the differences between SOA schemes should also be considered in modeling studies. These findings identify the hotspot areas and periods for MS-SI-SOA, highlighting the importance of S/IVOC emission control in the future upgrading of emission standards.

An updated comprehensive IVOC emission inventory for mobile sources in China.

Intermediate volatility organic compounds (IVOCs) from mobile sources contribute significantly to secondary organic aerosol (SOA) formation. However, the assessments of IVOC emissions remain considerably uncertain due to the lack of localized measured data and detailed emission source classifications. This study established a comprehensive database of IVOC emission factors (EFs) for mobile sources based on the diversified measured EFs and correlations with hydrocarbons. The provincial-level IVOC emission inventories over China were further established by integrating activity data of various mobile sources. The national mobile source IVOC emissions were 507.5 Gg in 2017. The IVOC emissions of on-road and non-road mobile sources were roughly the same. Trucks and non-road construction machineries were the major contributors to IVOC emissions, accounting for >66 % of the total. The IVOC emission characteristics and spatial distributions from various mobile sources varied significantly with different types and usages. The IVOC emission inventories with detailed classifications can be used to evaluate emission control policies for mobile sources. Incorporating localized measured data would be beneficial for a better understanding for the atmospheric impacts of mobile source IVOC emissions.

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.

Impacts of vehicle emission on air quality and human health in China.

The growing of vehicle population aggravates air pollution and threatens human health. In this study, based on the refined whole-process vehicle emission inventory considering volatile organic compounds (VOCs) evaporation emission, the CAMx model was applied to comprehensively quantify the impacts of the vehicle sector on the annual and seasonal concentrations of PM2.5 and O3 in China. Also, the health risks caused by long-term exposure to PM2.5 and O3 were evaluated. The model results showed that vehicle emission was an important source of severe O3 pollution in summer, with a contribution of more than 30% in most parts of China, but not an important source of serious PM2.5 pollution in winter, with a contribution of less than 20% in heavily polluted regions in China. Compared to tailpipe emission, vehicle VOCs evaporation emission led to increases of 25% and 47% to sectoral contribution to PM2.5 and O3. Health risk assessment results showed that attributable deaths caused by long-term exposure to PM2.5 and O3 were 975,029 and 46,043 in 2018, to which vehicle emission contributed approximately 12.5% and 22.2%, respectively.

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.

A comparative study on the thermal runaway inhibition of 18650 lithium-ion batteries by different fire extinguishing agents.

Safety issue of lithium-ion batteries (LIBs) is always a concern. We have studied the inhabitation on thermal runaway (TR) and propagation of 18,650 LIBs in an enclosed space systematically. LIBs at 70% state of charge are chosen for testing. Four fire extinguishing agents are applied on LIB arrays for 20 s, and the inhibiting effects are different. The cooling efficiency varies with the surface temperatures of LIBs. Water spray has the highest cooling efficiency and inhibits the TR propagation among LIB arrays successfully. Three LIBs undergo TR for the releasing of ABC ultrafine dry powder. BC ultrafine dry powder and Novec 1230 are failed to inhibit the TR propagation. Nevertheless, Novec 1230 shows the best on inhibiting fire occurring and the generation of toxic gas. Generally, this study provides valuable information for the choice of fire extinguishing agents.

Molecular characterization of atmospheric particulate organosulfates in a port environment using ultrahigh resolution mass spectrometry: Identification of traffic emissions.

Organosulfates (OSs) are an important component of atmospheric organic aerosol (OA) and are widespread in various environments. However, the OSs generated from anthropogenic emissions are poorly understood. In this study, the molecular compositions of OSs from atmospheric PM2.5 samples collected during a winter measurement campaign (SEISO-Bohai) at Jingtang Harbor were characterized via ultrahigh resolution mass spectrometry (UHRMS). The changes of port OS compositions were observed in episodes of complete haze pollution. As the pollution aggravated, the relative abundances of OSs were apparently increased, and the molecule compositions became more complex, primarily driven by the oxidation and fragmentation processes. Potential OS precursors from traffic emissions were identified based on an optimized "OS precursor map" developed in the previous study. OSs characterized by high molecular weights and low degrees of both unsaturation and oxidization were suggested to mainly derive from secondary reactions of intermediate volatile organic compounds (IVOCs) emitted by traffic sources. These OSs were primarily detected in clean-day samples, followed by decreasing with the pollution process. In addition, our study also finds that ship emissions may further facilitated OS productions under haze pollution conditions.

Horizontal Rafting Plate for Treatment of the Tibial Plateau Fracture.

OBJECTIVE: This study aimed to investigate the value of a horizontal rafting plate in treating tibial plateau fractures. METHODS: The data of 24 patients in whom a horizontal rafting plate was used to treat a tibial plateau fracture between October 2014 and January 2018 were retrospectively analyzed, including 16 males and 8 females, aged 21-63 years old, with an average of 40 ± 14.68 years. The fractures included 13 in the left knee and 11 in the right knee. The places where the horizontal rafting plate were used included the anterior margin of tibia, anterolateral tibia, and posterolateral tibia. All cases were followed up for 12-24 months, with an average follow-up of 17.5 ± 5.0 months. At the last follow-up, the Rasmussen radiological criteria were used to evaluate the effect of fracture reduction and fixation. The knee joint function was evaluated using the Rasmussen functional score. Computed tomography (CT) scanning and three-dimensional reconstruction were performed preoperatively and postoperatively, with the quality of reduction of the fractured articular surface clarified by the final follow-up. The flexion and extension abilities of the knee joint were also measured in the postoperative follow-up. RESULTS: Preoperative CT scanning showed that the gap of the tibial plateau was 8.00 ± 1.40 (5-24) mm. The heights of the fracture of the articular surface at all three sites during the final follow-ups were significantly different from the height before the surgery (P < 0.05). The vertical distance between the articular line and the highest point of the articular surface after reduction was 0.17 ± 0.05 mm. Anatomic reductions were obtained in 24 patients. The Rasmussen functional score after surgeries was 27.25 ± 0.94 points. Bony union was achieved in all the patients. According to the Rasmussen radiological criteria, the scores during the last follow-up were as follows: the total score was 13-18 points, with an average of 16.00 ± 1.72 points; the scores were excellent in 17 cases and good in seven cases. Therefore, 100% of results were excellent or good. No infection or fracture nonunion was found. CONCLUSION: Using a horizontal plate can be an effective method for treating special types of fractures of the tibial plateau, including the anterior margin and anterolateral and posterolateral tibial plateau, with satisfactory treatment efficacy.

Surgical Strategy for Anterior Tibial Plateau Fractures in Hyperextension Knee Injuries.

OBJECTIVE: The aim of the present study was to summarize the clinical characteristics, treatment strategies, and clinical results for anterior tibial plateau fractures caused by hyperextension injuries. METHODS: We performed a retrospective analysis of 26 cases of anterior tibial plateau fractures that were treated with open reduction and internal fixation from January 2016 to December 2019, including 16 men and 10 women, aged 26-68 years old, with an average age of 47 ± 12.5 years. According to the three-column theory classification, there were 16 cases of single-column fractures (9 cases of anteromedial fractures and 7 cases of anterolateral fractures), 3 cases of two-column fractures (anteromedial + anterolateral fractures), and 7 cases of three-column fractures. Options for the surgical approach included anteromedial, anterolateral, modified anterior median, and anterolateral + posteromedial incision. The implants included a T-shaped plate, an L-shaped plate, a horizontal plate, and a TomoFix plate. The surgical approach and fixation method were selected based on the characteristics of the anterior tibial fracture. The Rasmussen radiological criteria were used to evaluate the effects of fracture reduction and fixation. The knee joint function was evaluated using the knee function evaluation criteria of the Hospital for Special Surgery. Medial and lateral stress tests, the Lachman test, and the pivot shift test were used to evaluate the stability of the knee joint. The range of knee motion was recorded. RESULTS: All cases were followed up for 12-24 months, with an average follow up of 15.7 months. The operation time was (148 ± 42) min; the intraoperative blood loss was (150 ± 50) mL. A total of 22 cases were anatomically reduced and 4 cases were well-reduced, and the compression reduction rate was 100%. According to the Rasmussen radiology scoring, 17 cases were excellent and 9 cases were good. The excellent and good rate was 100%. The fracture healing time was 3.3 months. There is no difference in fracture healing time for different fracture types. Both the Lachman and pivot shift test findings were normal in 24 patients and nearly normal in 2 patients. The posterior drawer test was normal in 25 patients and close to normal in 1 patient. The varus stress test was normal in 24 patients and nearly normal in 2 patients, while the valgus stress test was normal in 23 patients, nearly normal in 2 patients, and abnormal in 1 patient. The range of motion (ROM) was 100°-137°, with an average of 125° ± 11.7°. The Hospital for Special Surgery (HSS) knee score at the last follow up was 79-98 points, with an average of 87.54 ± 8.36 points; the results were excellent in 21 cases and good in 5 cases. Therefore, 100% of results were excellent or good. Two cases had superficial wound infections after the operation. The recovery of 2 patients with common peroneal nerve injury was poor. CONCLUSION: The appropriate surgical approach and fixation method were performed according to the different positions of the anterior tibial fracture and satisfactory results were obtained after surgery.

Behaviors and related mechanisms of Zn resistance and antibiotic resistance genes during co-composting of erythromycin manufacturing wastes and pig manure.

This study explored the fate of Zn- resistance genes (ZRGs), antibiotic- resistance genes (ARGs) and related mechanisms associated with bacterial communities during co-composting of erythromycin manufacturing wastes (EMW) and pig manure (PM) at the ratio of 0% (control), 5% (L) and 20% (H) (PM basis). The relative abundance (RAs) of erm genes in most treatments were decreased by 77.75-99.97% after composting. But total RA of czc genes were increased by 8.34, 15.86 and 12.03 times in control, L and H treatment respectively. The higher EMW in H showed a negative impact on removing of erm genes and aggravated the enrichment of ZRGs compared with control and L. Redundancy analysis showed that Firmicutes accounted for the highest explanation of ARGs and ZRGs variations, and Zn in EMW had significant impact on the succession of bacterial community.

Comparison of cadmium uptake and transcriptional responses in roots reveal key transcripts from high and low-cadmium tolerance ryegrass cultivars.

Cadmium (Cd), which seriously affects plant growth and crop production, is harmful to humans. Previous studies revealed ryegrass (Lolium multiflorum Lam.) exhibits Cd tolerance, and may be useful as a potential hyperaccumulator because of its wide distribution. In this study, the physiological and transcriptional responses of two ryegrass cultivars [i.e., high (LmHC) and low (LmLC) Cd tolerance] to Cd stress were investigated and compared. The Cd tolerance of LmHC was greater than that of LmLC at various Cd concentrations. The uptake of Evans blue dye revealed that Cd-induced root cell mortality was higher in LmLC than in LmHC after a 12-h Cd treatment. Furthermore, the content and influx rate of Cd in LmLC roots were greater than in LmHC roots under Cd stress conditions. The RNA sequencing and quantitative real-time PCR data indicated that the Cd transport regulatory genes (ABCG37, ABCB4, NRAMP4, and HMA5) were differentially expressed between the LmLC and LmHC roots. This expression-level diversity may contribute to the differences in the Cd accumulation and translocation between LmLC and LmHC. These findings may help clarify the physiological and molecular mechanisms underlying ryegrass responses to Cd toxicity. Additionally, ryegrass may be able to hyperaccumulate toxic heavy metals during the phytoremediation of contaminated soil.

Heterologous Expression of Nitrate Assimilation Related-Protein DsNAR2.1/NRT3.1 Affects Uptake of Nitrate and Ammonium in Nitrogen-Starved Arabidopsis.

Nitrogen (N) is an essential macronutrient for plant growth. Plants absorb and utilize N mainly in the form of nitrate (NO3-) or ammonium (NH4+). In this study, the nitrate transporter DsNRT3.1 (also known as the nitrate assimilation-related protein DsNAR2.1) was characterized from Dianthus spiculifolius. A quantitative PCR (qPCR) analysis showed that the DsNRT3.1 expression was induced by NO3-. Under N-starvation conditions, the transformed Arabidopsis seedlings expressing DsNRT3.1 had longer roots and a greater fresh weight than the wild type. Subcellular localization showed that DsNRT3.1 was mainly localized to the plasma membrane in Arabidopsis root hair cells. Non-invasive micro-test (NMT) monitoring showed that the root hairs of N-starved transformed Arabidopsis seedlings had a stronger NO3- and NH4+ influx than the wild-type seedlings, using with NO3- or NH4+ as the sole N source; contrastingly, transformed seedlings only had a stronger NO3- influx when NO3- and NH4+ were present simultaneously. In addition, the qPCR analysis showed that the expression of AtNRT2 genes (AtNRT2.1-2.6), and particularly of AtNRT2.5, in the transformed Arabidopsis differed from that in the wild type. Overall, our results suggest that the heterologous expression of DsNRT3.1 affects seedlings' growth by enhancing the NO3- and NH4+ uptake in N-starved Arabidopsis. This may be related to the differential expression of AtNRT2 genes.

Changes in global trends in food waste composting: Research challenges and opportunities.

Increasing food waste (FW) generation has put significant pressure on the environment and has increased the global financial costs of its appropriate management. Among the traditional organic waste recycling technologies (i.e., incineration, landfilling and anaerobic digestion), composting is an economically feasible and reliable technology for FW recycling regardless of its technical flaws and social issues. The global scenario of FW generation, technical advancement in FW composting and essential nutrient recovery from organic waste with waste recycling are discussed in this article. Recent research on various strategies to improve FW composting, including co-composting, the addition of organic/inorganic additives, the mitigation of gaseous emission, and microbiological variations are comprehensively explained. Subsequently, it is shown that the performing FW composting in an existing mechanical facility can improve organic waste degradation and produce value-added mature compost to save on costs and increase the technological feasibility and viability of FW composting to some extent.