Marine Microbiota Responses to Shipping Scrubber Effluent Assessed at Community Structure and Function Endpoints.

The use of novel high-throughput sequencing (HTS) technologies to examine the responses of natural multidomain microbial communities to scrubber effluent discharges to the marine environment is still limited. Thus, we applied metabarcoding sequencing targeting the planktonic unicellular eukaryotic and prokaryotic fraction (phytoplankton, bacterioplankton, and protozooplankton) in mesocosm experiments with natural microbial communities from a polluted and an unpolluted site. Furthermore, metagenomic analysis revealed changes in the taxonomic and functional dominance of multidomain marine microbial communities after scrubber effluent additions. The results indicated a clear shift in the microbial communities after such additions, which favored bacterial taxa with known oil and polycyclic aromatic hydrocarbons (PAHs) biodegradation capacities. These bacteria exhibited high connectedness with planktonic unicellular eukaryotes employing variable trophic strategies, suggesting that environmentally relevant bacteria can influence eukaryotic community structure. Furthermore, Clusters of Orthologous Genes associated with pathways of PAHs and monocyclic hydrocarbon degradation increased in numbers at treatments with high scrubber effluent additions acutely. These genes are known to express enzymes acting at various substrates including PAHs. These indications, in combination with the abrupt decrease in the most abundant PAHs in the scrubber effluent below the limit of detection-much faster than their known half-lives-could point toward a bacterioplankton-initiated rapid ultimate biodegradation of the most abundant toxic contaminants of the scrubber effluent. The implementation of HTS could be a valuable tool to develop multilevel biodiversity indicators of the scrubber effluent impacts on the marine environment, which could lead to improved impact assessment. Environ Toxicol Chem 2024;43:1012-1029. © 2024 The Authors. Environmental Toxicology and Chemistry published by Wiley Periodicals LLC on behalf of SETAC.

A Low-Cost Optoacoustic Sensor for Environmental Monitoring.

Attention to Black Carbon (BC) has been rising due to its effects on human health as well its contribution to climate change. Measurements of BC are challenging, as currently used devices are either expensive or impractical for continuous monitoring. Here, we propose an optoacoustic sensor to address this problem. The sensor utilizes a novel ellipsoidal design for refocusing the optoacoustic signal with minimal acoustic energy losses. To reduce the cost of the system, without sacrificing accuracy, an overdriven laser diode and a Quartz Tuning Fork are used as the light source and the sound detector, respectively. The prototype was able to detect BC particles and to accurately monitor changes in concentration in real time and with very good agreement with a reference instrument. The response of the sensor was linearly dependent on the BC particles concentration with a normalized noise equivalent absorption coefficient (NNEA) for soot equal to 7.39 × 10-9 W cm-1 Hz-1/2. Finally, the prototype was able to perform NO2 measurements, demonstrating its ability to accurately monitor both particulate and gaseous pollutants. The proposed sensor has the potential to offer a significant economic impact for BC environmental measurements and source appointment technologies.

Shipping Remains a Globally Significant Source of Anthropogenic PN Emissions Even after 2020 Sulfur Regulation.

Shipping is the main source of anthropogenic particle emissions in large areas of the globe, influencing climate, air quality, and human health in open seas and coast lines. Here, we determined, by laboratory and on-board measurements of ship engine exhaust, fuel-specific particle number (PN) emissions for different fuels and desulfurization applied in shipping. The emission factors were compared to ship exhaust plume observations and, furthermore, exploited in the assessment of global PN emissions from shipping, utilizing the STEAM ship emission model. The results indicate that most particles in the fresh ship engine exhaust are in ultrafine particle size range. Shipping PN emissions are localized, especially close to coastal lines, but significant emissions also exist on open seas and oceans. The global annual PN produced by marine shipping was 1.2 × 1028 (±0.34 × 1028) particles in 2016, thus being of the same magnitude with total anthropogenic PN emissions in continental areas. The reduction potential of PN from shipping strongly depends on the adopted technology mix, and except wide adoption of natural gas or scrubbers, no significant decrease in global PN is expected if heavy fuel oil is mainly replaced by low sulfur residual fuels. The results imply that shipping remains as a significant source of anthropogenic PN emissions that should be considered in future climate and health impact models.

Real-world gaseous and particulate emissions from Euro IV to VI medium duty diesel trucks.

This study offers emission factors for earlier and late technology medium duty diesel particulate filter (DPF) -equipped trucks, operating on real-world conditions. The analysis includes levels of nitrous oxide (N2O) emissions as well as the impacts of DPF regenerations on emission levels. The real-driving gaseous and particulate emissions, as well as fuel consumption of 14 Euro IV, Euro V, and Euro VI medium duty diesel trucks were analysed and the efficiency of different emission control technologies were assessed. Measurements were conducted using portable emission measurement systems (PEMS) over a wide range of driving and operating conditions. Distance-based integration of emission rates over 500 m sections was considered for statistical analysis, providing a large dataset of emission factors to be used for network link-based traffic and emissions modelling. In terms of emissions performance, nitrogen oxides (NOx) levels were in general above the corresponding Euro standard limits, while carbon monoxide (CO), total hydrocarbons (THC) and particulate matter (PM) levels were within limits. Selective catalytic reduction (SCR) -equipped Euro V vehicles were seen to emit more than their non-SCR-equipped counterparts. NOx and fuel consumption were positively correlated with road gradient over the -6% to 6% gradient range. The emission levels of ammonia (NH3) were measured significantly lower than the respective Euro VI provisions for heavy duty engines, while the N2O levels were found to contribute approximately 1% to the respective total greenhouse gases levels. DPF regeneration events in real world seem to have a measurable impact mostly on THC and PM emissions, increasing baseline levels by 8.1% and 29%, respectively, for Euro VI vehicles.

Characterization of laboratory and real driving emissions of individual Euro 6 light-duty vehicles - Fresh particles and secondary aerosol formation.

Emissions from passenger cars are one of major sources that deteriorate urban air quality. This study presents characterization of real-drive emissions from three Euro 6 emission level passenger cars (two gasoline and one diesel) in terms of fresh particles and secondary aerosol formation. The gasoline vehicles were also characterized by chassis dynamometer studies. In the real-drive study, the particle number emissions during regular driving were 1.1-12.7 times greater than observed in the laboratory tests (4.8 times greater on average), which may be caused by more effective nucleation process when diluted by real polluted and humid ambient air. However, the emission factors measured in laboratory were still much higher than the regulatory value of 6 × 1011 particles km-1. The higher emission factors measured here result probably from the fact that the regulatory limit considers only non-volatile particles larger than 23 nm, whereas here, all particles (also volatile) larger than 3 nm were measured. Secondary aerosol formation potential was the highest after a vehicle cold start when most of the secondary mass was organics. After the cold start, the relative contributions of ammonium, sulfate and nitrate increased. Using a novel approach to study secondary aerosol formation under real-drive conditions with the chase method resulted mostly in emission factors below detection limit, which was not in disagreement with the laboratory findings.

Strategies To Diminish the Emissions of Particles and Secondary Aerosol Formation from Diesel Engines.

Particle emissions and secondary aerosol formation from internal combustion engines deteriorate air quality and significantly affect human wellbeing and health. Both the direct particle emissions and the emissions of compounds contributing to secondary aerosol formation depend on choices made in selecting fuels, engine technologies, and exhaust aftertreatment (EAT). Here we study how catalytic EATs, particle filtration, and fuel choices affect these emissions concerning heavy-duty diesel engine. We observed that the most advanced EAT decreased the emissions of fresh exhaust particle mass as much as 98% (from 44.7 to 0.73 mg/kWh) and the formation of aged exhaust particle mass ∼100% (from 106.2 to ∼0 mg/kWh). The composition of emitted particles depended significantly on the EAT and oxidative aging. While black carbon typically dominated the composition of fresh exhaust particles, aged particles contained more sulfates and organics. The fuel choices had minor effects on the secondary aerosol formation, implicating that, in diesel engines, either the lubricant is a significant source of secondary aerosol precursors or the precursors are formed in the combustion process. Results indicate that the utilization of EAT in diesel engines would produce benefits with respect to exhaust burden on air quality, and thus their utilization should be promoted especially in geographical areas suffering from poor air quality.

Evaluation of Real-World Gaseous Emissions Performance of Selective Catalytic Reduction and Diesel Particulate Filter Bus Retrofits.

This study reports on the results of gaseous pollutants emission measurements of double-decker buses in an urban road network, using portable emission measurement systems (PEMS). Measured vehicles were tested by following in-service buses on regular routes. Six Euro II and Euro III buses were retrofitted with diesel particulate filters (DPF) and selective catalytic reduction (SCR) or a combined SCR+DPF (SCRT) device. Substantial and statistically significant technology impacts were observed for several pollutants. Optimized SCR and SCRT retrofit technology reduced real-world NO x emissions by approximately 70%, on average. Retrofit DPF slightly reduced NO x emissions but increased direct NO2 emissions by more than a factor of 8, on average. SCRT led to about 70% lower NO2 levels than DPF alone, but for some vehicles higher NO2 levels were observed as compared with the "no retrofit" situation, warranting further investigation. None of the SCR systems were found to lead to a substantial increase in NH3 emissions after operation optimization. High NH3 and N2O emissions were occasionally observed while experience with the system calibration was being accumulated. Observed average N2O emission levels for "DPF+SCR" technology were relatively high at 182 mg/kg fuel, corresponding to 1.5% of total greenhouse gas emissions. The study shows that SCR retrofit programs can be effective for NO x reduction of transit buses but that proper calibration and regular emission monitoring are required.

A study on the CO2 and NOx emissions performance of Euro 6 diesel vehicles under various chassis dynamometer and on-road conditions including latest regulatory provisions.

The current study presents a detailed analysis of the gaseous emissions, focusing on CO2 and NOx, of diesel vehicles under several operating conditions. An assessment is also made on the impact and effectiveness of the Real Driving Emissions (RDE) test, which is mandatory by the European Union (EU) type approval regulation for passenger cars since September 2017. The method followed comprises emissions measurement tests on three Euro 6 diesel vehicles, under laboratory and various on-road operation conditions. Chassis dynamometer tests in the laboratory showed that emissions over the current type approval test (World-wide harmonized Light-duty Test Procedure or WLTP), and over the former one (New European Driving Cycle or NEDC), poorly reflect real-world levels. However, the most demanding CADC testing comes closer to real drive emissions. Comparison of driving conditions on the chassis dynamometer over different driving cycles and on the road reveals that the emission performance substantially varies between different tests, even for apparently similar operation conditions. The NOx emissions reduction strategy of pre-RDE monitoring Euro 6 vehicles seems to be optimized for the NEDC driving conditions, which are not representative of the real-world driving conditions. The real-world emissions during normal driving conditions are effectively captured with the new RDE test, however driving the vehicle dynamically, at conditions outside the RDE regulation boundaries, results to disproportional high emissions. This is a significant shortcoming which might be critical for populations living on hilly areas or those close to specific micro-environments, such as highway entrance ramps, traffic lights, etc.

Particulate Mass and Nonvolatile Particle Number Emissions from Marine Engines Using Low-Sulfur Fuels, Natural Gas, or Scrubbers.

In order to meet stringent fuel sulfur limits, ships are increasingly utilizing new fuels or, alternatively, scrubbers to reduce sulfur emissions from the combustion of sulfur-rich heavy fuel oil. The effects of these methods on particle emissions are important, because particle emissions from shipping traffic are known to have both climatic and health effects. In this study, the effects of lower sulfur level liquid fuels, natural gas (NG), and exhaust scrubbers on particulate mass (PM) and nonvolatile particle number (PN greater than 23 nm) emissions were studied by measurements in laboratory tests and in use. The fuel change to lower sulfur level fuels or to NG and the use of scrubbers significantly decreased the PM emissions. However, this was not directly linked with nonvolatile PN emission reduction, which should be taken into consideration when discussing the health effects of emitted particles. The lowest PM and PN emissions were measured when utilizing NG as fuel, indicating that the use of NG could be one way to comply with up-coming regulations for inland waterway vessels. Low PN levels were associated with low elemental carbon. However, a simultaneously observed methane slip should be taken into consideration when evaluating the climatic impacts of NG-fueled engines.

Experimental assessment of the potential to decrease diesel NOx emissions beyond minimum requirements for Euro 6 Real Drive Emissions (RDE) compliance.

The objective of this study was to test the potential for NOx emissions improvements on a typical Euro 6 diesel vehicle, following modifications to its emissions control system, under Real Drive Emissions (RDE) testing conditions. A commercially available car was selected and was first measured in its original configuration according to RDE on the road and an initial conformity factor (CF) of 5.4 was determined. Subsequent engine calibration and installation of a Selective Catalytic Reduction (SCR) device were conducted and tested on a fully transient engine dyno setup, which precisely reproduced the engine operation under the on-road RDE test. The NOx reduction achieved with those upgrades was 90%, leading to a CF of 0.53, with no CO2 or fuel consumption penalty. These findings demonstrate that diesel vehicles can reach low NOx levels under real world driving conditions, when well-designed modern exhaust aftertreatment components are installed and properly calibrated.

Heavy Duty Diesel Exhaust Particles during Engine Motoring Formed by Lube Oil Consumption.

This study reports high numbers of exhaust emissions particles during engine motoring. Such particles were observed in the exhaust of two heavy duty vehicles with no diesel particle filter (DPF), driven on speed ramp tests and transient cycles. A significant fraction of these particles was nonvolatile in nature. The number-weighted size distribution peak was below 10 nm when a thermodenuder was used to remove semivolatile material, growing up to 40 nm after semivolatile species condensation. These particles were found to contribute to 9-13% of total particle number emitted over a complete driving cycle. Engine motoring particles originated from lube oil and evidence suggests that these are of heavy organic or organometallic material. Particles of similar characteristics have been observed in the core particle mode during normal fired engine operation. Their size and chemical character has implications primarily on the environmental toxicity of non-DPF diesel and, secondarily, on the performance of catalytic devices and DPFs. Lube oil formulation measures can be taken to reduce the emission of such particles.

Effects of fresh lubricant oils on particle emissions emitted by a modern gasoline direct injection passenger car.

Particle emissions from a modern turbocharged gasoline direct injection passenger car equipped with a three-way catalyst and an exhaust gas recirculation system were studied while the vehicle was running on low-sulfur gasoline and, consecutively, with five different lubrication oils. Exhaust particle number concentration, size distribution, and volatility were determined both at laboratory and on-road conditions. The results indicated that the choice of lubricant affected particle emissions both during the cold start and warm driving cycles. However, the contribution of engine oil depended on driving conditions being higher during acceleration and steady state driving than during deceleration. The highest emission factors were found with two oils that had the highest metal content. The results indicate that a 10% decrease in the Zn content of engine oils is linked with an 11-13% decrease to the nonvolatile particle number emissions in steady driving conditions and a 5% decrease over the New European Driving Cycle. The effect of lubricant on volatile particles was even higher, on the order of 20%.

Impact of selective catalytic reduction on exhaust particle formation over excess ammonia events.

The introduction of selective catalytic reduction (SCR) aftertreatment to meet stringent diesel NOx emission standards around the world increases exhaust ammonia. Further to the direct air quality and health implications of ammonia, this may also lead to particle formation in the exhaust. In this study, an ammonia SCR system was examined with respect to its impact on both solid and total exhaust particle number and size distribution, downstream of a diesel particulate filter (DPF). Fuel post-injection was conducted in some tests to investigate the effect of ammonia during active DPF regeneration. On average, the post-DPF solid >23 nm and total <23 nm particle number emissions were increased by 129% (range 80-193%) and by 67% (range 26-136%), respectively, when 100 ppm ammonia level was induced downstream of the SCR catalyst. This is a typical level during ammonia overdosing, often practiced for efficient NOx control. Ammonia did not have a significant additional effect on the high particle concentrations measured during DPF regeneration. Based on species availability and formation conditions, sulfate, nitrate, and chloride salts with ammonium are possible sources of the new particles formed. Ammonia-induced particle formation corresponds to an environmental problem which is not adequately addressed by current regulations.

Vehicle engines produce exhaust nanoparticles even when not fueled.

Vehicle engines produce submicrometer exhaust particles affecting air quality, especially in urban environments. In on-road exhaust studies with a heavy duty diesel vehicle and in laboratory studies with two gasoline-fueled passenger cars, we found that as much as 20-30% of the number of exhaust particles larger than 3 nm may be formed during engine braking conditions-that is, during decelerations and downhill driving while the engine is not fueled. Particles appeared at size ranges extending even below 7 nm and at high number concentrations. Their small size and nonvolatility, coupled with the observation that these particles contain lube-oil-derived metals zinc, phosphorus, and calcium, are suggestive of health risks at least similar to those of exhaust particles observed before. The particles' characteristics indicate that their emissions can be reduced using exhaust after-treatment devices, although these devices have not been mandated for all relevant vehicle types. Altogether, our findings enhance the understanding of the formation vehicle emissions and allow for improved protection of human health in proximity to traffic.

Cell toxicity and oxidative potential of engine exhaust particles: impact of using particulate filter or biodiesel fuel blend.

The link between emissions of vehicular particulate matter (PM) and adverse health effects is well established. However, the influence of new emission control technologies and fuel types on both PM emissions and health effects has been less well investigated. We examined the health impact of PM emissions from two vehicles equipped with or without a diesel particulate filter (DPF). Both vehicles were powered either with diesel (B0) or a 50% v/v biodiesel blend (B50). The DPF effectively decreased PM mass emissions (∼85%), whereas the fuel B50 without DPF lead to less reduction (∼50%). The hazard of PM per unit distance driven was decreased for the DPF-equipped vehicle as indicated by a reduced cytotoxicity, oxidative, and pro-inflammatory potential. This was not evident and even led to an increase when the hazard was expressed on a per unit of mass basis. In general, the PM oxidative potential was similar or reduced for the B50 compared to the B0 powered vehicle. However, the use of B50 resulted in increased cytotoxicity and IL-6 release in BEAS-2B cells irrespective of the expression metric. This study shows that PM mass reduction achieved by the use of B50 will not necessarily decrease the hazard of engine emissions, while the application of a DPF has a beneficial effect on both PM mass emission and PM hazard.

The policy relevance of wear emissions from road transport, now and in the future--an international workshop report and consensus statement.

UNLABELLED: Road transport emissions are a major contributor to ambient particulate matter concentrations and have been associated with adverse health effects. Therefore, these emissions are targeted through increasingly stringent European emission standards. These policies succeed in reducing exhaust emissions, but do not address "nonexhaust" emissions from brake wear, tire wear, road wear and suspension in air of road dust. Is this a problem? To what extent do nonexhaust emissions contribute to ambient concentrations of PM10 or PM2.5? In the near future, wear emissions may dominate the remaining traffic-related PM10 emissions in Europe, mostly due to the steep decrease in PM exhaust emissions. This underlines the need to determine the relevance of the wear emissions as a contribution to the existing ambient PM concentrations, and the need to assess the health risks related to wear particles, which has not yet received much attention. During a workshop in 2011, available knowledge was reported and evaluated so as to draw conclusions on the relevance of traffic-related wear emissions for air quality policy development. On the basis of available evidence, which is briefly presented in this paper it was concluded that nonexhaust emissions and in particular suspension in air of road dust are major contributors to exceedances at street locations of the PM10 air quality standards in various European cities. Furthermore, wear-related PM emissions that contain high concentrations of metals may (despite their limited contribution to the mass of nonexhaust emissions) cause significant health risks for the population, especially those living near intensely trafficked locations. To quantify the existing health risks, targeted research is required on wear emissions, their dispersion in urban areas, population exposure, and its effects on health. Such information will be crucial for environmental policymakers as an input for discussions on the need to develop control strategies. IMPLICATIONS: Road transport particulate matter (PM) emissions are associated with adverse health effects. Stringent policies succeed in reducing the exhaust PM emissions, but do not address "nonexhaust" emissions from brake wear, tire wear, road wear, and suspension in air of road dust. In the near future the nonexhaust emissions will dominate the road transport PM emissions. Based on the limited available evidence, it is argued that dedicated research is required on nonexhaust emissions and dispersion to urban areas from both an air quality and a public health perspective. The implicated message to regulators and policy makers is that road transport emissions continue to be an issue for health and air quality, despite the encouraging rapid decrease of tailpipe exhaust emissions.

The potential of a partial-flow constant dilution ratio sampling system as a candidate for vehicle exhaust aerosol measurements.

This paper presents the measurement of airborne particle properties with use of a dedicated sampling protocol and a measurement setup directly installed in the exhaust line of vehicles and engines. The sampling system dilutes a small part of the exhaust directly at the tailpipe without the need of exhaust gas transfer lines that may lead to sampling artifacts. Dilution takes place in two steps with a primary dilution ratio universally set at a value of 12.5:1 for all vehicles and engines tested, and subsequent dilution steps reducing particle concentration within the measuring range of the instruments used. Dilution air temperature and residence time were set at 32 degrees C and 2.5 sec respectively, to allow repeatable measurement of nucleation-mode particles. The paper summarizes the specifications of the system, evaluates its performance in comparison to real-world dilution (chasing experiments), and presents the repeatability and reproducibility of measurements performed in different laboratories. In general, after taking precautions for the setup and condition of instruments, both measurement quality indices reached levels similar to the measurement of particulate matter (PM) mass. Application of the system, using the same protocol, to measure many light-duty vehicles and engines is finally demonstrated, providing useful conclusions for the emission performance of different sized engines. The study concludes that the use of partial-flow sampling systems may offer advantages for the measurement of particle emissions from low-emission engines compared with constant volume sampling facilities, including lower cost of purchase and operation, versatility, lack of artifacts, and possibilities for standardization in different environments.

Monitoring the inflammatory potential of exhaust particles from passenger cars in mice.

This study presents different research techniques linked together to improve our understanding of the particulate matter (PM) impacts on health. PM samples from the exhaust of different vehicles were collected by a versatile aerosol concentration enrichment system (VACES). Waterborne PM samples were collected with this technique, thus retaining the original physicochemical characteristics of aerosol particles. PM samples originated from a gasoline Euro 3 car and two diesel cars complying with the Euro 2 and Euro 4 standards, respectively. The Euro 2 diesel car operated consecutively on fossil diesel and biodiesel. The Euro 4 car was also retrofitted with a diesel particle filter. In total, five vehicle configurations and an equal number of samples were examined. Each sample was intratracheally instilled to 10 mice at two different dose levels (50 and 100 µL). The mice were analyzed 24 h after instillation for acute lung inflammation by bronchoalveolar lavage and also for hematological changes. Results show that a moderate but still significant inflammatory response is induced by PM samples, depending on the vehicle. Several organic and inorganic species, including benz(a)anthracene, chrysene, Mn, Fe, Cu, and heavy polycyclic aromatic hydrocarbons (PAHs), as well as the reactive oxygen species content of the PM suspensions are correlated to the observed responses. The study develops conceptual dose-response functions for the different vehicle configurations. These demonstrate that inflammatory response is not directly proportional to the mass dose level of the administered PM and that the relative toxicity potency depends on the dosage level.

Effects of low concentration biodiesel blend application on modern passenger cars. Part 1: feedstock impact on regulated pollutants, fuel consumption and particle emissions.

Five biodiesels from different feedstocks (rapeseed, soy, sunflower, palm, and used fried oils) blended with diesel at 10% vol. ratio (B10), were tested on a Euro 3 common-rail passenger car. Limited effects (-2% to +4%) were observed on CO(2) emissions. CO and HC emissions increased between 10% and 25% on average, except at high speed - high power where emissions were too low to draw conclusions. NOx emissions increased by up to 20% for two out of the five blends, decreased by up to 15% for two other blends, and remained unchanged for one blend. Particulate matter (PM) was reduced for all blends by up to 25% and the reductions were positively correlated with the extent of biodiesel saturation. PM reductions are associated with consistent reductions in non-volatile particle number. A variable behaviour in particle number is observed when volatile particles are also accounted.