Measurement studies of personal exposure to radiofrequency electromagnetic fields: A systematic review.

The last 25 years have seen an increase in the number of radiofrequency sources with the global adoption of smartphones as primary connectivity devices. The objective of this work was to review and evaluate the measured studies of personal exposure to Radiofrequency Electromagnetic Fields (RF-RMF) and meet the basic quality criteria eligible for inclusion in this Review, according to the Preferred Reporting Items for Systematic Reviews and Meta-Analyses (PRISMA) guidelines, following the eligibility criteria of the PECO (Population, Exposure, Comparator, and Outcome) methodology, and the instrument for critical reading Critical Appraisal Skills Programme Español (CASPe). We systematically reviewed the works published between January 1, 1998, and December 31, 2021, yielding 56 publications. Of the different types of studies in which personal exposure to RF-EMF has been measured with two measurement methodologies can be highlighted: Personal measurements with volunteers and Personal measurements with a trained researcher (touring a specific area, one or several microenvironments, an entire city, walking or in some means of transport). Personal exposimeters were used in 83% of the studies. The lowest mean was measured in Egypt with a value of 0.00100 µW/m2 (1.00 nW/m2) in 2007 and the highest mean was measured in Belgium with a value of 285000 µW/m2 (0.285 W/m2) in 2019. The results of our study confirm that RF-EMF exposure levels are well below the maximum levels established by the ICNIRP guidelines.

NOx emission deterioration in modern heavy-duty diesel vehicles based on long-term real driving measurements.

NOx emissions from diesel vehicles generally deteriorate with increased durability mileage owing to the wear and deterioration of engines and after-treatment systems. Three China-VI heavy-duty diesel vehicles (HDDVs) were selected for four-phase long-term real driving emission (RDE) tests using the portable emission measurement system (PEMS). After 200,000 km of on-road driving, the maximum NOx emission factor of the test vehicles (387.06 mg/kWh) was found to be significantly lower than the NOx limit of 690 mg/kWh. Under all driving conditions, the NOx conversion efficiency of selected catalytic reduction (SCR) decreased almost linearly as the durability mileage increased. Importantly, the deterioration rate of the NOx conversion efficiency in low-temperature intervals was discernibly higher than that in high-temperature intervals. The NOx conversion efficiency at 200 °C dropped by 16.67-19.82% with higher durability mileage; however, the highest values at 275-400 °C only decreased by 4.11%. Interestingly, the SCR catalyst at 250 °C showed strong NOx conversion efficiency and durability (maximum decline of 2.11%). Overall, the poor de-NOx performance of SCR catalysts at low temperatures significantly challenges the long-term effective control of NOx emissions from HDDVs. Thus, improving the NOx conversion efficiency and durability at low-temperature intervals is the top priority for SCR catalyst optimization; NOx emissions from HDDVs at low velocities and loads should also be monitored by environmental authorities. The linear fitting coefficient for the NOx emission factors of the four-phase RDE tests was 0.90-0.92, indicating that NOx emissions deteriorated linearly with an increase in mileage. Based on the linear fitting results, the NOx emission control of the test vehicles during 700,000 km of on-road driving was highly likely to be qualified. These results can be used by environmental authorities to supervise the NOx emission conformity of in-use HDDVs after validation using other types of vehicles.

Exhaust Emissions from Gasoline Vehicles with Different Fuel Detergency and the Prediction Model Using Deep Learning.

Enhancing gasoline detergency is pivotal for enhancing fuel efficiency and mitigating exhaust emissions in gasoline vehicles. This study investigated gasoline vehicle emission characteristics with different gasoline detergency, explored synergistic emission reduction potentials, and developed versatile emission prediction models. The results indicate that improved fuel detergency leads to a reduction of 5.1% in fuel consumption, along with decreases of 3.2% in total CO2, 55.4% in CO, and 15.4% in HC emissions. However, during low-speed driving, CO2 and CO emissions reductions are limited, and HC emissions worsen. A synergistic emission reduction was observed, particularly with CO exhibiting a pronounced reduction compared to HC. The developed deep-learning-based vehicle emission model for different gasoline detergency (DPVEM-DGD) enables accurate emission predictions under various fuel detergency conditions. The Pearson correlation coefficients (Pearson's r) between predicted and measured values of CO2, CO, and HC emissions before and after adding detergency agents are 0.913 and 0.934, 0.895 and 0.915, and 0.931 and 0.969, respectively. The predictive performance improves due to reduced peak emissions resulting from improved fuel detergency. Elevated gasoline detergency not only reduces exhaust emissions but also facilitates more refined emission management to a certain extent.

Novel insights into the NOx emissions characteristics in PEMS tests of a heavy-duty vehicle under different payloads.

Real Drive Emission (RDE) test with Portable Emission Measurement System (PEMS) is a widely adopted way to assess vehicle emission compliance. However, the current NOx emissions calculation method stipulated in the China VI emission standard easily ignores the NOx emissions during cold start and low-power operation. To study the effect of cold start and low-power operation on the calculation of NOx emissions in the PEMS test, in this study, a China VI Heavy-Duty Vehicle (HDV) for urban use was used to conduct PEMS tests under various vehicle payload conditions. The data analysis results show that the increase in vehicle payload is beneficial to reducing the specific NOx emissions and passing the NOx emission compliance test because the increased payload improves the NOx conversion efficiency of the SCR system. Cold start duration has no obvious relationship with vehicle payload, accounting for only about 4∼6% in each test, but contributing more than 30% of NOx emissions. Due to the effect of the power threshold and the 90th cumulative percentile, the cold start data has little influence on the result of the NOx emissions assessment and the maximum variation of the NOx emissions result in this study is an 8% rise. For the HDV for urban use, the variation of the power threshold resulting from vehicle payload is small, no more than 2% in this study. The presence of the power threshold makes almost only the low-power operation in the second half of urban driving have an impact on the NOx emissions calculation, which may make more than 50% of NOx emissions in the PEMS test be neglected. The impact of the low-power operation on NOx emissions calculation result will be significantly enhanced if all windows are considered in the Moving Average Window (MAW) method. In the meantime, the degree of variation is closely related to the NOx emissions level during the first half of urban driving. The maximum deterioration of NOx emission assessment result can be more than 90% in this study.

Exhaust emission inventory of typical construction machinery and its contribution to atmospheric pollutants in Chengdu, China.

To study the emission characteristics of typical construction machinery in Chengdu, 12 construction machinery (excavators, bulldozers, loaders, and forklifts) under idling mode, moving mode, and working mode, were tested using a portable emission measurement system (PEMS). Under three operating modes, the typical construction machinery in the working mode was higher in the fuel-based average emission factors of PM2.5 and NOx, while the fuel-based average emission factors of HC and CO were higher in idling mode. Integrated the results of investigation on ownership and activity levels of construction machinery, an exhaust emission inventory of typical construction machinery of Chengdu in 2018 was established according to the recommendation method. The annual emission of PM2.5, NOx, HC, and CO were 1.67 × 106, 1.61 × 108, 3.83 × 106, and 1.26 × 107 kg, respectively, and the excavator contributed the maximum emissions, accounting for an average proportion of 43.95%. The emission of construction machinery in Chengdu exhibited a clear monthly trend, with the highest from April to October and the lowest from November to March. In addition, the exhaust emissions presented an obvious spot-like characteristics, and the high-value areas were mainly concentrated in the surrounding suburban counties such as Shuangliu Wenjiang etc. To reduce pollution from construction machinery and improve the quality of the atmospheric environment, more effective measures on housing construction and municipal construction should be taken in those districts in Chengdu.

Real-world emission characteristics of carbonyl compounds from agricultural machines based on a portable emission measurement system.

Emissions of carbonyl compounds from agricultural machines cannot be ignored. Carbonyl compounds can cause the formation of ozone (O3) and secondary organic aerosols, which can cause photochemical smog to form. In this study, 20 agricultural machines were tested using portable emission measurement system (PEMS) under real-world tillage processes. The exhaust gases were sampled using 2,4-dinitrophenylhydrazine cartridges, and 15 carbonyl compounds were analyzed by high-performance liquid chromatography. Carbonyl compound emission factors for agricultural machines were 51.14-3315.62 mg/(kg-fuel), and were 2.58 ± 2.05, 0.86 ± 1.07 and 0.29 ± 0.20 g/(kg-fuel) for China 0, China II and China III emission standards, respectively. Carbonyl compound emission factor for sowing seeds of China 0 agricultural machines was 3.32 ± 1.73 g/(kg-fuel). Formaldehyde, acetaldehyde and acrolein were the dominant carbonyl compounds emitted. Differences in emission standards and tillage processes impact ozone formation potential (OFP). The mean OFP was 20.15 ± 16.15 g O3/(kg-fuel) for the China 0 emission standard. The OFP values decreased by 66.9% from China 0 to China II, and 67.4% from China II to China III. The mean OFP for sowing seeds of China 0 agricultural machines was 25.92 ± 13.84 g O3/(kg-fuel). Between 1.75 and 24.22 times more ozone was found to be formed during sowing seeds than during other processes for China 0 and China II agricultural machines. Total carbonyl compound emissions from agricultural machines in China was 19.23 Gg in 2019. The results improve our understanding of carbonyl compound emissions from agricultural machines in China.

On-road emissions of fine particles and associated chemical components from motor vehicles in Wuhan, China.

Vehicle emission is an important contributor to urban air pollution with the increasing number of motor vehicles. Ten typical vehicles were selected in Wuhan to study the emissions of fine particular matters (PM2.5) and associated chemical components by on-road tests through a Portable Emission Monitoring System (PEMS). The emission factors of PM2.5 and the compositions of it from different types of vehicle were obtained. Results showed that the average emission factors of PM2.5 from gasoline and diesel vehicles were 1.266 and 16.589 mg/km. As the emission standard of vehicles increased from China III to China V, PM2.5 emission factor gradually decreased from 17.385 to 1.520 mg/km. Emission rate of PM2.5 was 0.0384 mg/s under low speed, and it increased to 0.0775 and 0.0964 mg/s under the medium and high speeds. The ratio of organic carbon versus elemental carbon (OC/EC) in PM2.5 from gasoline vehicles was 6.89, which was greater than that of diesel vehicles as 3.12. Because gasoline was made of small molecules and the compression ratio of gasoline engine was relatively low, some OC remained in the area where the ignition failed in the cylinder. The top four water-soluble ions with high emission factors were Cl-, SO42-, Ca2+, and Na+, while K, Na, Ca and Mg had a larger emission factors in the 21 tested inorganic elements. These water-soluble ions and inorganic elements mainly came from the oil burning, fuel additives and engines wear. Results of PM2.5 emission characteristics would help to improve the air quality in Wuhan.

Biomimetic N-Doped Graphene Membrane for Proton Exchange Membranes.

Proton exchange membranes (PEMs) with both high selectivity and high permeance are of great demand in hydrogen-based applications, especially in fuel cells. Although graphene membranes have shown high selectivity of protons over other ions and molecules, the relatively low permeance of protons through perfect pristine graphene restricts its practical applications. Inspired by the nitrogen-assisted proton transport in biological systems, we introduced N-doping to increase the proton permeance and proposed a type of N-doped graphene membranes (NGMs) for proton exchange, which have both high proton permeance and high selectivity. Compared to the state-of-the-art commercial PEMs, the NGMs show significant increases in both areal proton conductivity (2-3 orders of magnitude) and selectivity of proton to methanol (1-2 orders of magnitude). The work realized the controllable tuning of proton permeance of the graphene membrane with N-doping and developed a new type of graphene-based PEMs with high performance for practical applications.

Real-world gaseous emission characteristics of natural gas heavy-duty sanitation trucks.

As compared to conventional diesel heavy-duty vehicles, natural gas vehicles have been proved to be more eco-friendly due to their lower production of greenhouse gas and pollutant emissions, which are causing enormous adverse effects on global warming and air pollution. However, natural gas vehicles were rarely studied before, especially through on-road measurements. In this study, a portable emission measurement system (PEMS) was employed to investigate the real-world emissions of nitrogen oxides (NOx) (nitrogen monoxide (NO), nitrogen dioxide (NO2)), total hydrocarbons (THC), carbon monoxide (CO), and carbon dioxide (CO2) from two liquified natural gas (LNG) China V heavy-duty cleaning sanitation trucks with different weight. Associated with the more aggressive driving behaviors, the vehicle with lower weight exhibited higher CO2 (3%) but lower NOx (48.3%) (NO2 (78.2%) and NO (29.4%)), CO (44.8%), and THC (3.7%) emission factors. Aggressive driving behaviors were also favorable to the production of THC, especially those in the medium-speed range but significantly negative to the production of CO and NO2, especially those in the low-speed range with high engine load. In particular, the emission rate ratio of NO2/NO decreased with the increase of speed/scaled tractive power in different speed ranges.

Uncertainty of laboratory and portable solid particle number systems for regulatory measurements of vehicle emissions.

In the European Union's emissions regulations, limits for solid particles >23 nm are applicable for the type-approval and in use compliance of vehicles. Consequently, particle number (PN) systems are used very often for both research and development of engines and vehicles, both in the laboratory and on the road. The technical specifications of the laboratory and portable on-board systems are not the same resulting in different measurement uncertainties. Furthermore, particles, in contrast to gases, can be lost in the transfer lines making comparisons at different sampling locations difficult. Moreover, the size dependent counting efficiency of the systems can result in high discrepancies when the measured particle sizes are close to the decreasing steep part of the curves. The different sampling locations (tailpipe or dilution tunnel) and thermal pretreatments of the aerosol further enhance the differences. The studies on the measurement uncertainty are scarce, especially for the PN systems measuring from 10 nm that will be introduced in the future regulations. This study quantified the uncertainty sources of the PN systems: (i) due to the technical requirements and the calibrations, (ii) due to the unknown particle sizes during measurement, (iii) due to particle losses from the vehicle to the PN systems at the tailpipe or the dilution tunnel, (iv) other parameters needed for the calculation of the emissions, non-related to the PN systems, e.g. flow and distance. The expanded uncertainty of the 23 nm laboratory systems sampling from the dilution tunnel was estimated to be 32%, with 18% originating from the calibration procedures, while of those sampling from the tailpipe 34%. For the 23 nm portable systems measuring on-road the uncertainty was 39%. The values were 2-8% higher for the 10 nm systems.

Tailpipe emission characterizations of diesel-fueled forklifts under real-world operations using a portable emission measurement system.

Non-road equipment is one of the key contributing sources to air pollution. Thus, an accurate development of emission inventory from non-road equipment is imperative for air quality management, especially for equipment with a large population such as diesel-fueled forklifts. The objective of this paper is to characterize duty-cycle based emissions from diesel-fueled forklifts using a portable emission measurement system (PEMS). Three duty-cycles were defined in this study, including idling, moving, and working (active duty operation) and used to characterize in-use emissions for diesel-fueled forklifts. A total of twelve diesel-fueled forklifts were selected for real-world emission measurements. Results showed that fuel-based emission factors appear to have smaller variability compared to time-based ones. For example, the time-based emission factors for CO, HC, NO, and PM2.5 for forklifts were estimated to be 16.6-43.9, 5.3-15.1, 26.2-49.9, 5.5-11.1 g/hr with the fuel-based emission factors being 12.1-20.3, 4.1-8.3, 19.1-32.4, 3.5-6.5 g/kg-fuel, respectively. NO emissions appear to be the biggest concern for emissions control. Furthermore, most of the emissions factors estimated from this study are significantly different from those in both National Guideline for Emission Inventory Development for Non-Road Equipment in China and well-developed emission factor models such as NONROAD by US EPA. This implies that localized, preferably fuel-based emission factors should be adjusted based on real-world emission measurements in order to develop a representative emission inventory for non-road equipment.

Intercalated Poly (2-Acrylamido-2-methyl-1-propanesulfonic Acid) into Sulfonated Poly (1,4-Phenylene ether-ether-sulfone) Based Proton Exchange Membrane: Improved Ionic Conductivity.

A series of hybrid proton exchange membranes were synthesized via in situ polymerization of poly (2-acrylamido-2-methyl-1-propanesulfonic acid) PMPS with sulfonated poly (1,4-phenylene ether-ether-sulfone) (SPEES). The insertion of poly (2-acrylamido-2-methyl-1-propanesulfonic acid) PMPS, between the rigid skeleton of SPEES plays a reinforcing role to enhance the ionic conductivity. The synthesized polymer was chemically characterized by fourier-transform infrared spectroscopy (FT-IR) and nuclear magnetic resonance 1H NMR spectroscopy to demonstrate the successful grafting of PMPS with the pendent polymer chain of SPEES. A variety of physicochemical properties were also investigated such as ion exchange capacity (IEC), proton conductivity, water uptake and swelling ratio to characterize the suitability of the formed polymer for various electrochemical applications. SP-PMPS-03, having the highest concentration of all PMPS, shows excellent proton conductivity of 0.089 S cm-1 at 80 °C which is much higher than SPEES which is ~0.049 S cm-1. Optimum water uptake and swelling ratio with high conductivity is mainly attributed to a less ordered arrangement polymer chain with high density of the functional group to facilitate ionic transport. The residual weight was 93.35, 92.44 and 89.56%, for SP-PMPS-01, 02 and 03, respectively, in tests with Fenton's reagent after 24 h. In support of all above properties a good chemical and thermal stability was also achieved by SP-PMPS-03, owing to the durability for electrochemical application.

Regulated emission characteristics of in-use LNG and diesel semi-trailer towing vehicles under real driving conditions using PEMS.

On-road driving emissions of six liquefied natural gas (LNG) and diesel semi-trailer towing vehicles (STTVs) which met China Emission Standard IV and V were tested using Portable Emission Measurement System (PEMS) in northern China. Emission characteristics of these vehicles under real driving conditions were analyzed and proved that on-road emissions of heavy-duty vehicles (HDVs) were underestimated in the past. There were large differences among LNG and diesel vehicles, which also existed between China V vehicles and China IV vehicles. Emission factors showed the highest level under real driving conditions, which probably be caused by frequent acceleration, deceleration, and start-stop. NOx emission factors ranged from 2.855 to 20.939 g/km based on distance-traveled and 6.719-90.557 g/kg based on fuel consumption during whole tests, which were much higher than previous researches on chassis dynamometer. It was inferred from tests that the fuel consumption rate of the test vehicles had a strong correlation with NOx emission, and the exhaust temperature also affected the efficiency of Selected Catalytic Reduction (SCR) after-treatment system, thus changing the NOx emission greatly. THC emission factors of LNG vehicles were 2.012-10.636 g/km, which were much higher than that of diesel vehicles (0.029-0.185 g/km). Unburned CH4 may be an important reason for this phenomenon. Further on-road emission tests, especially CH4 emission test should be carried out in subsequent research. In addition, the Particulate Number (PN) emission factors of diesel vehicles were at a very high level during whole tests, and Diesel Particulate Filter (DPF) should be installed to reduce PN emission.

Effect of Physician-Staffed Emergency Medical Services (P-EMS) on the Outcome of Patients with Severe Traumatic Brain Injury: A Review of the Literature.

Introduction: Traumatic injury is the fourth leading cause of death in western countries and the leading cause of death in younger age. However, it is still unclear which groups of patients benefit most from advanced prehospital trauma care. A minimal amount is known about the effect of prehospital physician-based care on patients with specifically traumatic brain injury (TBI). The aim of this review is to assess the effect of physician-staffed Emergency Medical Services (EMS) on the outcome of patients with severe TBI. Methods: Literature searches have been performed in the bibliographic databases of PubMed, EMBASE and The Cochrane Library. Data concerning (physician-staffed) prehospital care for patients with severe TBI were only included if the control group was based on non-physician-staffed EMS. Primarily the mortality rate and secondarily the neurological outcome were examined. Additionally, data concerning hypotension, hypoxia, length of stay (hospital and intensive care unit) and the number of required early neurosurgical interventions were taken into account. Results: The overall mortality was decreased in three of the fourteen included studies after the implementation of a physician in the prehospital setting. One study found also a decrease in mortality only for patients with a Glasgow Coma Scale of 6-8. Strikingly, two other studies reported higher mortality, one for all the included patients and one for patients with GCS 10-12 only. Neurological outcome was improved in five studies after prehospital deployment of a physician. One study reported that more patients had a poor neurological outcome in the P-EMS group. Results of the remaining outcome measures differed widely. Conclusion: The included literature did not show a clear beneficial effect of P-EMS in the prehospital management of patients with severe TBI. The available evidence showed contradictory results, suggesting more research should be performed in this field with focus on decreasing heterogeneity in the compared groups.

Evaluation of a 10 nm Particle Number Portable Emissions Measurement System (PEMS).

On-board portable emissions measurement systems (PEMS) are part of the type approval, in-service conformity, and market surveillance aspects of the European exhaust emissions regulation. Currently, only solid particles >23 nm are counted, but Europe will introduce a lower limit of 10 nm. In this study, we evaluated a 10-nm prototype portable system comparing it with laboratory systems measuring diesel, gasoline, and CNG (compressed natural gas) vehicles with emission levels ranging from approximately 2 × 1010 to 2 × 1012 #/km. The results showed that the on-board system differed from the laboratory 10-nm system on average for the tested driving cycles by less than approximately 10% at levels below 6 × 1011 #/km and by approximately 20% for high-emitting vehicles. The observed differences were similar to those observed in the evaluation of portable >23 nm particle counting systems, despite the relatively small size of the emitted particles (with geometric mean diameters <42 nm) and the additional challenges associated with sub-23 nm measurements. The latter included the presence of semivolatile sub-23 nm particles, the elevated concentration levels during cold start, and also the formation of sub-23 nm artefacts from the elastomers that are used to connect the tailpipe to the measurement devices. The main conclusion of the study is that >10 nm on-board systems can be ready for introduction in future regulations.

Framework for the assessment of PEMS (Portable Emissions Measurement Systems) uncertainty.

European regulation 2016/427 (the first package of the so-called Real-Driving Emissions (RDE) regulation) introduced on-road testing with Portable Emissions Measurement Systems (PEMS) to complement the chassis dynamometer laboratory (Type I) test for the type approval of light-duty vehicles in the European Union since September 2017. The Not-To-Exceed (NTE) limit for a pollutant is the Type I test limit multiplied by a conformity factor that includes a margin for the additional measurement uncertainty of PEMS relative to standard laboratory equipment. The variability of measured results related to RDE trip design, vehicle operating conditions, and data evaluation remain outside of the uncertainty margin. The margins have to be reviewed annually (recital 10 of regulation 2016/646). This paper lays out the framework used for the first review of the NOx margin, which is also applicable to future margin reviews. Based on experimental data received from the stakeholders of the RDE technical working group in 2017, two NOx margin scenarios of 0.24-0.43 were calculated, accounting for different assumptions of possible zero drift behaviour of the PEMS during the tests. The reduced uncertainty margin compared to the one foreseen for 2020 (0.5) reflects the technical improvement of PEMS over the past few years.

Facile Synthesis of Catalytic AuPd Nanoparticles within Capillary Microreactors Using Polyelectrolyte Multilayers for the Direct Synthesis of H2O2.

Microreactors present innovative solutions for problems pertaining to conventional reactors and therefore have seen successful application in several industrial processes. Yet, its application in heterogeneously catalyzed gas-liquid reactions has been challenging, mainly due to the lack of an easy and flexible methodology for catalyst incorporation inside these reactors. Herein, we report a facile technique for obtaining small (<2 nm) and well-distributed catalytic nanoparticles on the walls of silica-coated capillaries, that act as micro(channel) reactors. These particles are formed in situ on the reactor walls using polyelectrolyte multilayers (PEMs), built by layer-by-layer self-assembly. Manipulating the PEMs' synthesis condition gives easy control over metal loading, without compromising on particle size. Both monometallic (Au and Pd) and bimetallic (AuPd) nanoparticles were successfully obtained using this technique. Finally, these catalytic microreactors were found to exhibit exceptional activity for the direct synthesis of hydrogen peroxide from H2 and O2.

Emission characteristics of offshore fishing ships in the Yellow Bo Sea, China.

Maritime transport has been playing a decisive role in global trade. Its contribution to the air pollution of the sea and coastal areas has been widely recognized. The air pollutant emission inventories of several harbors in China have already been established. However, the emission factors of local ships have not been addressed comprehensively, and thus are lacking from the emission inventories. In this study, on-board emission tests of eight diesel-powered offshore fishing ships were conducted near the coastal region of the northern Yellow Bo Sea fishing ground of Dalian, China. Results show that large amounts of fine particles (<0.5µm, 90%) were found in maneuvering mode, which were about five times higher than those during cruise mode. Emission rates as well as emission factors based on both distance and fuel were determined during the cruise and maneuvering modes (including departure and arrival). Average emission rates and distance-based emission factors of CO, HC and PM were much higher during the maneuvering mode as compared with the cruise mode. However, the average emission rate of Nitrous Oxide (NOx) was higher during the cruise mode as compared with the maneuvering modes. On the contrary, the average distance-based emission factors of NOx were lower during the cruise mode relative to the maneuvering mode due to the low sailing speed of the latter.

Modeling and predicting low-speed vehicle emissions as a function of driving kinematics.

An instantaneous emission model was developed to model and predict the real driving emissions of the low-speed vehicles. The emission database used in the model was measured by using portable emission measurement system (PEMS) under actual traffic conditions in the rural area, and the characteristics of the emission data were determined in relation to the driving kinematics (speed and acceleration) of the low-speed vehicle. The input of the emission model is driving cycle, and the model requires instantaneous vehicle speed and acceleration levels as input variables and uses them to interpolate the pollutant emission rate maps to calculate the transient pollutant emission rates, which will be accumulated to calculate the total emissions released during the whole driving cycle. And the vehicle fuel consumption was determined through the carbon balance method. The model predicted the emissions and fuel consumption of an in-use low-speed vehicle type model, which agreed well with the measured data.

Effects of transcranial direct current stimulation (tDCS) on binge eating disorder.

OBJECTIVE: To investigate the effect of transcranial direct current stimulation (tDCS) on food craving, intake, binge eating desire, and binge eating frequency in individuals with binge eating disorder (BED). METHOD: N = 30 adults with BED or subthreshold BED received a 20-min 2 milliampere (mA) session of tDCS targeting the dorsolateral prefrontal cortex (DLPFC; anode right/cathode left) and a sham session. Food image ratings assessed food craving, a laboratory eating test assessed food intake, and an electronic diary recorded binge variables. RESULTS: tDCS versus sham decreased craving for sweets, savory proteins, and an all-foods category, with strongest reductions in men (p < 0.05). tDCS also decreased total and preferred food intake by 11 and 17.5%, regardless of sex (p < 0.05), and reduced desire to binge eat in men on the day of real tDCS administration (p < 0.05). The reductions in craving and food intake were predicted by eating less frequently for reward motives, and greater intent to restrict calories, respectively. DISCUSSION: This proof of concept study is the first to find ameliorating effects of tDCS in BED. Stimulation of the right DLPFC suggests that enhanced cognitive control and/or decreased need for reward may be possible functional mechanisms. The results support investigation of repeated tDCS as a safe and noninvasive treatment adjunct for BED. © 2016 Wiley Periodicals, Inc.(Int J Eat Disord 2016; 49:930-936).