Optimizing soybean biofuel blends for sustainable urban medium-duty commercial vehicles in India: an AI-driven approach.

This article presents the outcomes of a research study focused on optimizing the performance of soybean biofuel blends derived from soybean seeds specifically for urban medium-duty commercial vehicles. The study took into consideration elements such as production capacity, economics and assumed engine characteristics. For the purpose of predicting performance, combustion and emission characteristics, an artificial intelligence approach that has been trained using experimental data is used. At full load, the brake thermal efficiency (BTE) dropped as engine speed increased for biofuel and diesel fuel mixes, but brake-specific fuel consumption (BSFC) increased. The BSFC increased by 11.9% when diesel compared to using biofuel with diesel blends. The mixes cut both maximum cylinder pressure and NO x emissions. The biofuel-diesel fuel proved more successful, with maximum reduction of 9.8% and 22.2 at rpm, respectively. The biofuel and diesel blend significantly improved carbon dioxide ( CO 2 ) and smoke emissions. The biofuel blends offer significant advantages by decreeing exhaust pollutants and enhancing engine performance.

Characteristics, source analysis, and health risk of PM2.5 in the urban tunnel environment associated with E10 petrol usage.

The increase in the number of motor vehicles has intensified the impact of traffic sources on air quality. Our aim was to illustrate the characteristics of PM2.5 emissions from vehicles fueled with E10 (a blend of 10% ethanol and 90% gasoline). A 21-day PM2.5 sampling in a fully enclosed urban tunnel and the component analysis were completed, and the characteristics, sources, and health risks of tunnel PM2.5 were studied. Moreover, the PM2.5 pH and its sensitivity were investigated by the thermodynamic model (ISORROPIA-II). In addition, exposure models were used to assess the health risks of different heavy metals in PM2.5 to humans through respiratory pathways. The two-point Cu/Sb ratio (entrance: 4.0 ± 1.4; exit: 4.4 ± 1.7) was close to the diagnostic criteria indicating a significant impact from brake wear. NO3-, NH4+, and SO42- constituted the main components of water-soluble ions in PM2.5 of the tunnel, accounting for 83.0-84.6% of the total concentration of inorganic ions. The organic carbon/elemental carbon ratio of the tunnel was greater than 2, indicating that the contribution of gasoline vehicle exhaust was significant. The average emission factors of PM2.5 in the fleet was 31.4 ± 16.6 mg/(veh·km). The pH value of PM2.5 in a tunnel environment (4.6 ± 0.3) was more acidic than that in an urban environment (4.9 ± 0.6). The main sensitive factors of PM2.5 pH in the urban atmosphere and tunnel environment were total ammonia (sum of gas and aerosol, NH3) and temperature, respectively. The results of the health risk assessment showed that Pb posed a potential carcinogenic risk, while As and Cd presented unacceptable risks for tunnel workers. The non-carcinogenic risk index of heavy metals of PM2.5 in the tunnel environment exceeded the safety threshold.

Air quality on UK diesel and hybrid trains.

Concentrations of particulate matter (PM10, PM2.5), ultrafine (UFP), particle number (PNC), black carbon (BC), nitrogen dioxide (NO2) and nitrogen oxides (NOX) were measured in train carriages on diesel and bi-mode trains on inter-city and long-distance journeys in the United Kingdom (UK) using a high-quality mobile measurement system. Air quality on 15 different routes was measured using highly-time resolved data on a total of 119 journeys during three campaigns in winter 2020 and summer 2021; this included 13 different train classes. Each journey was sampled 4-10 times with approximatively 11,000 min of in-train concentrations in total. Mean-journey concentrations were 7.552 µg m-3 (PM10); 3.936 µg m-3 (PM2.5); 333-11,300 # cm-3 (PNC); 225-9,131 # cm-3 (UFP); 0.6-11 µg m-3 (BC); 28-201 µg m-3 (NO2); and 130-3,456 µg m-3 (NOX). The impact of different factors on in-train concentrations was evaluated. The presence of tunnels was the factor with the largest impact on the in-train particle concentrations with enhancements by a factor of 40 greater than baseline for BC, and a factor 6 to 7 for PM and PNC. The engine fuel mode was the factor with the largest impact on NO2 with enhancements of up to 14-times larger when the train run on diesel compared to the times running on electric on hybrid trains. Train classes with an age < 10 years observed the lowest in-train PM, BC and NOX concentrations reflecting improvements in aspects of rail technology in recent years. Air quality on UK diesel trains is higher than ambient concentrations but has lower PM2.5 and PNC than most other transport modes, including subway systems, diesel and petrol cars. This paper adds significantly to the evidence on exposure to poor air quality in transport micro-environments and provides the industry and regulatory bodies with reference-grade measurements on which to establish in-train air quality guidelines.

Ascorbic acid attenuates gasoline-induced testicular toxicity, sperm quality deterioration, and testosterone imbalance in rats.

The present study evaluated the protective effect of ascorbic acid (ASCB) against gasoline fumes (PET) induced testicular oxidative stress, sperm toxicity, and testosterone imbalance in Wistar rats. Twenty-four (24) male albino rats (75 ± 16 g) were randomized into three experimental groups (N = 8). The control group: received normal saline, PET group: exposed to PET 6 h daily by inhalation in an exposure chamber and PET + 200 mg ASCB/kg body weight group: exposed to PET 6 h daily by inhalation and administered ASCB per os. Treatment of ASCB and PET exposure was done thrice and five times weekly for a period of 10 weeks respectively. ASCB co-treatment prevented PET-induced increases in the oxidative stress markers (glutathione, glutathione S-transferase, superoxide dismutase, catalase, hydrogen peroxide generation, nitric oxide, and lipid peroxidation) and serum testosterone concentration (p < .05). Sperm quality was low and those with damaged heads and tails increased alongside histological injuries in the PET-exposed rats, which were also minimized with ASCB administration. ASCB protected against PET-induced oxidative stress, sperm, and testis damage in rats.

Assessment of genotoxicity biomarkers in gasoline station attendants due to occupational exposure.

Gasoline station attendants are exposed to numerous chemicals that might have genotoxic and carcinogenic potential, such as benzene in fuel vapor and particulate matter and polycyclic aromatic hydrocarbons in vehicle exhaust emission. According to IARC, benzene and diesel particulates are Group 1 human carcinogens, and gasoline has been classified as Group 2A "possibly carcinogenic to humans." At gas stations, self-service is not implemented in Turkey; fuel-filling service is provided entirely by employees, and therefore they are exposed to those chemicals in the workplace during all working hours. Genetic monitoring of workers with occupational exposure to possible genotoxic agents allows early detection of cancer. We aimed to investigate the genotoxic damage due to exposures in gasoline station attendants in Turkey. Genotoxicity was evaluated by the Comet, chromosomal aberration, and cytokinesis-block micronucleus assays in peripheral blood lymphocytes. Gasoline station attendants (n = 53) had higher tail length, tail intensity, and tail moment values than controls (n = 61). In gasoline station attendants (n = 46), the frequencies of chromatid gaps, chromosome gaps, and total aberrations were higher compared with controls (n = 59). Increased frequencies of micronuclei and nucleoplasmic bridges were determined in gasoline station attendants (n = 47) compared with controls (n = 40). Factors such as age, duration of working, and smoking did not have any significant impact on genotoxic endpoints. Only exposure increased genotoxic damage in gasoline station attendants independently from demographic and clinical characteristics. Occupational exposure-related genotoxicity risk may increase in gasoline station attendants who are chronically exposed to gasoline and various chemicals in vehicle exhaust emissions.

Radon deficit technique applied to the study of the ageing of a spilled LNAPL in a shallow aquifer.

A recent diesel spill (dated January 2019 ± 1 month) in a refilling station is investigated by the Radon deficit technique. The primary focus was on quantifying the LNAPL pore saturation as a function of duration of ageing, and on proposing a predictive model for on-site natural attenuation. A biennial monitoring of the local fluctuating shallow aquifer has involved the saturated zone nine times, and the vadose zone only once. Rn background generally measured in external and upstream wells is elaborated further due to the site characteristics, using drilling logs and phreatic oscillations. Notably, this study marks the first application of the Rn deficit method to produce a detailed Rn background mapping throughout the soil depth. Simultaneously, tests are performed on LNAPL surnatant samples to study diesel ageing. In particular, they are focused on temporal variations of LNAPL viscosity (from an initial 3.90 cP to 8.99 cP, measured at 25 °C, after 34 months), and Rn partition coefficient between the pollutant and water (from 47.7 to 80.2, measured at 25 °C, after 14 months). Rn diffusion is also measured in different fluids (0.092 cm2 s-1, 1.14 × 10-5 cm2 s-1, and 2.53 × 10-6 cm2 s-1 at 25 °C for air, water and LNAPL, respectively) directly. All parameters and equations utilized during this study are introduced, discussing their influence on Radon deficit technique from a theoretical point of view. Experimental findings are used to mitigate the effect of LNAPL ageing and of phreatic oscillations on determination of LNAPL saturation index (S.I.LNAPL). Finally, S.I.LNAPL dataset is discussed and elaborated to show the pollutant attenuation across subsurface over time, induced by natural processes primarily. The proposed predictive model for on-site natural attenuation suggests a half-removal time of one year and six months. The significance of such models lies in their capability to assess site-specific reactions to pollutants, thereby enhancing the effectiveness of remediation efforts over time. These experimental findings may offer a novel approach to application of Rn deficit technique and to environmental remediation of persistent organic compounds.

Comparison of the effects of gasoline burn and chromic acid burn on different internal organs and immune functions in rats.

Burn as physical injury ranks as the fourth most prevalent trauma across the world. In this study, we aimed to compare the impact of gasoline burn and chromic acid burn on the internal organs and immune functions in rats. The results showed that the levels of methemoglobin (MHb) to total hemoglobin (Hb) as well as the Cr6+ content showed significant elevation in the chromic acid burn group relative to the gasoline burn group. HE staining was used to evaluate the histological changes in the injured tissues as well as the tissues excised from internal organs. We found that chromic acid burn-induced more severe damage to rat tissues. Gasoline burn showed no significant impact on the intestinal tissues of rats, while the chromic acid burn-induced increased cell death in rat intestines. Moreover, the results of HE staining also revealed that gasoline burn and chromic acid burn showed no evident impact on rat hearts. Gasoline burn also showed no significant effects on the liver, lungs and kidneys of rats, while the chromic acid burn caused injuries to such internal organs in comparison with the control and gasoline burn groups. In addition, the MPO activity was higher in the liver, intestine, lungs and kidneys of rats with chromic acid burn. Furthermore, the expression of inflammation response cytokines was examined in the serum of rats. The results demonstrated that the levels of IL-6, IL-1ß and TNF-α showed a significant increase in both the gasoline burn and chromic acid burn groups of rats relative to the control, and the levels were higher in the chromic acid burn group in comparison with the gasoline burn group. In conclusion, the chromic acid burn-induced more severe organ injury, inflammation and immune response compared with the gasoline burn, which may provide reference data for the clinical treatment of patients with different burn injuries.

Enhanced surfactant remediation of diesel-contaminated soil using O3 nanobubbles.

Currently, nanobubbles are widely discussed in environmental research due to their unique properties, including significant specific surface area, transfer efficiency, and free radical generation. In this study, O2 and O3 nanobubbles (diameters ranging from 0 to 500 nm) were combined with conventional surfactant technology to investigate their enhanced efficacy in removing diesel contaminants from soil. The impact of various factors such as surfactant concentration, temperature, and soil aging duration on pollutant removal rates was examined across different experimental approaches (stirring/flushing). Soil samples subjected to different treatments were characterized using TG-DTG and FTIR analysis, while GC/MS was employed to assess the degradation products of diesel constituents in the soil. The results indicated that the elution efficiencies of the three surfactants (SDS, SDBS, and TX-100) for diesel in soil correlated positively with concentration (0.3-1.4 CMC) and temperature (18-60 °C), and inversely with aging time (10-300 days), with the elution capacity was SDS > SDBS > TX-100. Mechanical stirring (500 rpm) and temperature variations (18-60 °C) did not affect the stability of the nanobubbles. Upon the introduction of O3 nanobubbles to the surfactant solution, there was a consistent increase in both the removal (degraded and removed) efficiency and rate of diesel under varying experimental conditions, resulting in an enhancement of removal rates by approximately 8-15%. FTIR spectroscopy showed that surfactants containing O3 nanobubbles mitigated the impact on the primary functional groups of soil organic matter. GC/MS analyses indicated that residual pollutants were predominantly alkanes, with degradation difficulty ranking as: alkanes < alkenes < cycloalkanes < aromatic compounds. TG-DTG coupled with GC/MS analysis demonstrated that O3 nanobubbles contributed to a reduction in surfactant residues. This study significantly advances our understanding of how nanobubbles facilitate and optimize surfactant-assisted remediation of contaminated soil, thereby advancing the precise application of nanobubble technology in soil remediation.

Impacts of ethanol blended fuels and cold temperature on VOC emissions from gasoline vehicles in China.

The Chinese central government has initiated pilot projects to promote the adoption of gasoline containing 10%v ethanol (E10). Vehicle emissions using ethanol blended fuels require investigation to estimate the environmental impacts of the initiative. Five fuel formulations were created using two blending methods (splash blending and match blending) to evaluate the impacts of formulations on speciated volatile organic compounds (VOCs) from exhaust emissions. Seven in-use vehicles covering China 4 to China 6 emission standards were recruited. Vehicle tests were conducted using the Worldwide Harmonized Test Cycle (WLTC) in a temperature-controlled chamber at 23 °C and -7 °C. Splash blended E10 fuels led to significant reductions in VOC emissions by 12%-75%. E10 fuels had a better performance of reducing VOC emissions in older model vehicles than in newer model vehicles. These results suggested that E10 fuel could be an option to mitigate the VOC emissions. Although replacing methyl tert-butyl ether (MTBE) with ethanol in regular gasoline had no significant effects on VOC emissions, the replacement led to lower aromatic emissions by 40%-60%. Alkanes and aromatics dominated approximately 90% of VOC emissions for all vehicle-fuel combinations. Cold temperature increased VOC emissions significantly, by 3-26 folds for all vehicle/fuel combinations at -7 °C. Aromatic emissions were increased by cold temperature, from 2 to 26 mg/km at 23 °C to 33-238 mg/km at -7 °C. OVOC emissions were not significantly affected by E10 fuel or cold temperature. The ozone formation potential (OFP) and secondary organic aerosol formation potential (SOAFP) of splash blended E10 fuels decreased by up to 76% and 81%, respectively, compared with those of E0 fuels. The results are useful to update VOC emission profiles of Chinese vehicles using ethanol blended gasoline and under low-temperature conditions.

Source analysis and health risk assessment of polycyclic aromatic hydrocarbon (PAHs) in total suspended particulate matter (TSP) from Bengbu, China.

The polycyclic aromatic hydrocarbon (PAH) concentrations in total suspended particulate matter (TSP) samples collected from October, 2021 to September, 2022 were analyzed to clarify the pollution characteristics and sources of 16 PAHs in the atmospheric TSP in Bengbu City. The ρ(PAHs) concentrations ranged from 1.71 to 43.85 ng/m3 and higher concentrations were detected in winter, followed by spring, autumn, and summer. The positive matrix factorization analysis revealed that, in spring and summer, PAH pollution was caused mainly by industrial emissions, gasoline and diesel fuel combustion, whereas in autumn and winter, it was coal, biomass and natural gas combustion. The cluster and potential source factor analyses showed that long-range transport was a significant factor. During spring, autumn, and winter, the northern and northwestern regions had a significant impact, whereas the coastal area south of Bengbu had the greatest influence in summer. The health risk assessment revealed that the annual total carcinogenic equivalent concentration values for PAHs varied from 0.0159 to 7.437 ng/m3, which was classified as moderate. Furthermore, the annual incremental lifetime cancer risk values ranged from 1.431 × 10-4 to 3.671 × 10-3 for adults and from 6.823 × 10-5 to 1.749 × 10-3 for children, which were higher than the standard.

Towards zero pollution vehicles by advanced fuels and exhaust aftertreatment technologies.

Vehicular emissions deteriorate air quality in urban areas notably. The aim of this study was to conduct an in-depth characterization of gaseous and particle emissions, and their potential to form secondary aerosol emissions, of the cars meeting the most recent emission Euro 6d standards, and to investigate the impact of fuel as well as engine and aftertreatment technologies on pollutants at warm and cold ambient temperatures. Studied vehicles were a diesel car with a diesel particulate filter (DPF), two gasoline cars (with and without a gasoline particulate filter (GPF)), and a car using compressed natural gas (CNG). The impact of fuel aromatic content was examined for the diesel car and the gasoline car without the GPF. The results showed that the utilization of exhaust particulate filter was important both in diesel and gasoline cars. The gasoline car without the GPF emitted relatively high concentrations of particles compared to the other technologies but the implementation of the GPF decreased particle emissions, and the potential to form secondary aerosols in atmospheric processes. The diesel car equipped with the DPF emitted low particle number concentrations except during the DPF regeneration events. Aromatic-free gasoline and diesel fuel efficiently reduced exhaust particles. Since the renewal of vehicle fleet is a relatively slow process, changing the fuel composition can be seen as a faster way to affect traffic emissions.

Upgrading Passenger Vehicle Emission Standard Helps to Reduce China's Air Pollution Risk from Uncertainty in Electrification.

Upgrading to the CHINA 7 standard is crucial for managing air pollution from passenger vehicles in China. Meanwhile, China aims to achieve carbon neutrality by 2060, which necessitates large-scale replacement of gasoline vehicles with electric vehicles in the future. Consequently, the public might view upgrading gasoline vehicles to the CHINA 7 standard as redundant. However, the emission reduction benefits of upgrading standards in the context of uncertain electrification ambitions have not received adequate attention. Here, we show that upgrading standards will compensate for the absence of emissions reductions due to hindered electrification efforts. In the best scenario, China's CO2 emissions can be reduced to 0.047 Gt and NOx to 8.2 × 103 t in 2050. In nonextreme electrification scenarios with CHINA 7 standard, the emission intensity reduction will remain the main driver for emission reductions, outweighing the electrification contribution. In extreme electrification scenarios, upgrading standards will tackle the increased emissions from plug-in hybrid electric vehicles. Our fleet-level results advocate for early standards upgrades to enhance resilience against air pollution risks arising from uncertainties in electrification. Our evidence from China, with one of the most stringent emission standards, can provide a reference point for the world on the upgrading passenger vehicle emission standard issue.

Emission performance evaluation of urban passenger car fleet through field investigation data in a megacity.

Continued improvements in living standards and the economic well-being in the megacities have led to a huge surge in vehicular density. The worst environmental outcome of the same has been persistent unsafe urban air quality, thanks to vehicular emission. Further, the existing inspection and maintenance programs, conceived to check such emission remain largely ineffective, particularly in developing countries. This is due to the absence of a thorough assessment of the vehicle's compliance with the in-use emission norms generated through reliable field investigation data. To address this gap, the present comprehensive study collected real-time tailpipe emission data from 2040 cars in Delhi, India. Exhaust emission parameters, namely, CO (carbon monoxide), HC (hydrocarbon), and SE (smoke emission), were recorded from both petrol and diesel-driven cars of private ownership, in collaboration with the emission compliance test centers. The performance of cars was assessed in terms of their compliance with the in-use BS (Bharat Stage) emission norms. The one-of-its-kind study reported the petrol cars to be highly compliant toward the BS IV norm while faring even better toward BS II for both CO and HC emissions (80-90%). The conformance to the HC norm was found to be typically better than that for CO (85-90% versus 75-80%). For the diesel-driven cars, BS III compliance levels were reported relatively better compared to BS IV (90% in the case of the former against 80% in the latter's case). Further, the study puts forward a clear indication that the in-use emission norm and maintenance status of cars have a direct and negative relationship with tailpipe emission parameters. Cars of both overseas and domestic origin have almost equal degrees of compliance with the emission norms (over 80% in any case). The study recommends the incorporation of these two critical vehicular variables, i.e., maintenance status and in-use emission standard in the emission certification policy.

Catalytic flash pyrolysis of Scenedesmus sp. post-extraction residue using low-cost HZSM-5 catalyst with the perspective to produce renewable aromatic hydrocarbons.

Recovering renewable chemicals from de-fatted microalgal residue derived from lipid extraction within the algal-derived biofuel sector is crucial, given the rising significance of microalgal-derived biodiesel as a potential substitute for petroleum-based liquid fuels. As a circular economy strategy, effective valorization of de-fatted biomass significantly improves the energetic and economic facets of establishing a sustainable algal-derived biofuel industry. In this scenario, this study investigates flash catalytic pyrolysis as a sustainable pathway for valorizing Scenedesmus sp. post-extraction residue (SPR), potentially yielding a bio-oil enriched with upgraded characteristics, especially renewable aromatic hydrocarbons. In the scope of this study, volatile products from catalytic and non-catalytic flash pyrolysis were characterized using a micro-furnace type temperature programmable pyrolyzer coupled with gas chromatographic separation and mass spectrometry detection (Py-GC/MS). Flash pyrolysis of SPR resulted in volatile products with elevated oxygen and nitrogen compounds with concentrations of 46.4% and 26.4%, respectively. In contrast, flash pyrolysis of lyophilized microalgal biomass resulted in lower concentrations of these compounds, with 40.9% oxygen and 17.3% nitrogen. Upgrading volatile pyrolysis products from SPR led to volatile products comprised of only hydrocarbons, while completely removing oxygen and nitrogen-containing compounds. This was achieved by utilizing a low-cost HZSM-5 catalyst within a catalytic bed at 500 °C. Catalytic experiments also indicate the potential conversion of SPR into a bio-oil rich in monocyclic aromatic hydrocarbons, primarily BETX, with toluene comprising over one-third of its composition, thus presenting a sustainable pathway for producing an aromatic hydrocarbon-rich bio-oil derived from SPR. Another significant finding was that 97.8% of the hydrocarbon fraction fell within the gasoline range (C5-C12), and 35.5% fell within the jet fuel range (C8-C16). Thus, flash catalytic pyrolysis of SPR exhibits significant promise for application in drop-in biofuel production, including green gasoline and bio-jet fuel, aligning with the principles of the circular economy, green chemistry, and bio-refinery.

Optimization and screening of process parameters for the robust co-pyrolytic study of waste motor oil and rice stubble toward sustainable waste-to-fuel generation.

The current study explores the co-pyrolysis of waste motor oil (WMO) and rice stubble in a designed lab-scale pyrolyzer to produce alternative energy fuels. The parameter screening was followed by optimization utilizing the Box-Behnken design (BBD). Reactor temperature (TR), mixing ratio (M), and holding time (t) affected the co-pyro-oil yield substantially. A maximum co-pyro-oil yield of 90.3% was achieved at a TR = 485 °C, t = 12.5 min, and M = 5% rice stubble to waste motor oil, which was further characterized and compared with the commercial diesel fuel properties. The highest research octane number of 76.15 was obtained for the co-pyro-oil (Co-PO), followed by the pyro-oil generated from only waste motor oil (POWMO). Consequently, the paraffin content increased to 64.34 wt% from 27.66 wt % for PO RS. The carbon number varied from C7-C17 for PO WMO and Co-Po, aligning with the diesel fuel requirements. Furthermore, a substantial enrichment in the physio-chemical properties of the produced Co-PO with reduced moisture content and enhancement in higher heating value (HHV) was also noticed. Hence, the generated Co-PO could be utilized as transport-grade fuel.

An integrated approach for wastewater treatment and algae cultivation: Nutrient removal analysis, biodiesel extraction, and energy and environmental metrics enhancement.

Human urine is rich in nitrogen and phosphorus, and the presence of these elements in wastewater significantly disrupts the biogeochemical cycle. Meanwhile, green algal biomass cultivation is unfeasible without these nutrients. Hence, the present study integrates wastewater treatment and algae cultivation to extract biodiesel and improve its performance through fuel modification. Chlorella vulgaris algae was cultivated in different dilution ratios of water and urine, and the nutrient removal rate was analyzed. Chlorella vulgaris algae biodiesel (CAB) was derived through Bligh and Dyer's method followed by transesterification, and its functional and elemental groups were analyzed. The various volume concentrations of CAB were blended with regular diesel fuel (RDF), and 10% water was added to a 30% CAB blended RDF to evaluate the combustion performance and environmental impacts. The results of the experiments demonstrated that the algae cultivation effectively removed the wastewater nutrients. The functional and elemental groups of CAB are identical to those of RDF. The engine characteristics of test fuels report that the CAB-blend RDF fuel mixtures generate low carbon footprints, whereas negative impacts have been drawn for performance metrics and oxides of nitrogen emissions. The water-emulsified fuel outweighed the unfavorable effects and promoted more efficient and cleaner combustion.

Electrification of Transit Buses in the United States Reduces Greenhouse Gas Emissions.

The transportation sector is the largest emitter of greenhouse gas emissions (GHGs) in the United States. Increased use of public transit and electrification of public transit could help reduce these emissions. The electrification of public transit systems could also reduce air pollutant emissions in densely populated areas, where air pollution disproportionally burdens vulnerable communities with high health impacts and associated social costs. We analyze the life cycle emissions of transit buses powered by electricity, diesel, gasoline, and compressed natural gas and model GHGs and air pollutants mitigated for a transition to a fully electric U.S. public transit bus fleet using transit agency-level data. The electrification of the U.S. bus fleet would reduce several conventional air pollutants and has the potential to reduce transit bus GHGs by 33-65% within the next 14 years depending on how quickly the transition is made and how quickly the electricity grid decarbonizes. A levelized cost of driving analysis shows that with falling capital costs and an increase in annual passenger-kilometers of battery electric buses, the technology could reach levelized cost parity with diesel buses when electric bus capital costs fall below about $670 000 per bus.

Cleaning up while Changing Gears: The Role of Battery Design, Fossil Fuel Power Plants, and Vehicle Policy for Reducing Emissions in the Transition to Electric Vehicles.

Plug-in electric vehicles (PEVs) can reduce air emissions when charged with clean power, but prior work estimated that in 2010, PEVs produced 2 to 3 times the consequential air emission externalities of gasoline vehicles in PJM (the largest US regional transmission operator, serving 65 million people) due largely to increased generation from coal-fired power plants to charge the vehicles. We investigate how this situation has changed since 2010, where we are now, and what the largest levers are for reducing PEV consequential life cycle emission externalities in the near future. We estimate that PEV emission externalities have dropped by 17% to 18% in PJM as natural gas replaced coal, but they will remain comparable to gasoline vehicle externalities in base case trajectories through at least 2035. Increased wind and solar power capacity is critical to achieving deep decarbonization in the long run, but through 2035 we estimate that it will primarily shift which fossil generators operate on the margin at times when PEVs charge and can even increase consequential PEV charging emissions in the near term. We find that the largest levers for reducing PEV emissions over the next decade are (1) shifting away from nickel-based batteries to lithium iron phosphate, (2) reducing emissions from fossil generators, and (3) revising vehicle fleet emission standards. While our numerical estimates are regionally specific, key findings apply to most power systems today, in which renewable generators typically produce as much output as possible, regardless of the load, while dispatchable fossil fuel generators respond to the changes in load.

Use of Aureobasidium in a sustainable economy.

Aureobasidium is omnipresent and can be isolated from air, water bodies, soil, wood, and other plant materials, as well as inorganic materials such as rocks and marble. A total of 32 species of this fungal genus have been identified at the level of DNA, of which Aureobasidium pullulans is best known. Aureobasidium is of interest for a sustainable economy because it can be used to produce a wide variety of compounds, including enzymes, polysaccharides, and biosurfactants. Moreover, it can be used to promote plant growth and protect wood and crops. To this end, Aureobasidium cells adhere to wood or plants by producing extracellular polysaccharides, thereby forming a biofilm. This biofilm provides a sustainable alternative to petrol-based coatings and toxic chemicals. This and the fact that Aureobasidium biofilms have the potential of self-repair make them a potential engineered living material avant la lettre. KEY POINTS: •Aureobasidium produces products of interest to the industry •Aureobasidium can stimulate plant growth and protect crops •Biofinish of A. pullulans is a sustainable alternative to petrol-based coatings •Aureobasidium biofilms have the potential to function as engineered living materials.