Globally, 1.3 billion on-road vehicles consume 79 quadrillion BTU of energy, mostly gasoline and diesel fuels, emit 5.7 gigatonnes of CO
, and emit other pollutants to which approximately 200,000 ...annual premature deaths are attributed. Improved vehicle energy efficiency and emission controls have helped offset growth in vehicle activity. New technologies are diffusing into the vehicle fleet in response to fuel efficiency and emission standards. Empirical assessment of vehicle emissions is challenging because of myriad fuels and technologies, intervehicle variability, multiple emission processes, variability in operating conditions, and varying capabilities of measurement methods. Fuel economy and emissions regulations have been effective in reducing total emissions of key pollutants. Real-world fuel use and emissions are consistent with official values in the United States but not in Europe or countries that adopt European standards. Portable emission measurements systems, which uncovered a recent emissions cheating scandal, have a key role in regulatory programs to ensure conformity between "real driving emissions" and emission standards. The global vehicle fleet will experience tremendous growth, especially in Asia. Although existing data and modeling tools are useful, they are often based on convenience samples, small sample sizes, large variability, and unquantified uncertainty. Vehicles emit precursors to several important secondary pollutants, including ozone and secondary organic aerosols, which requires a multipollutant emissions and air quality management strategy. Gasoline and diesel are likely to persist as key energy sources to mid-century. Adoption of electric vehicles is not a panacea with regard to greenhouse gas emissions unless coupled with policies to change the power generation mix. Depending on how they are actually implemented and used, autonomous vehicles could lead to very large reductions or increases in energy consumption. Numerous other trends are addressed with regard to technology, emissions controls, vehicle operations, emission measurements, impacts on exposure, and impacts on public health.
Without specific policies to the contrary, fossil fuels are likely to continue to be the major source of on-road vehicle energy consumption. Fuel economy and emission standards are generally effective in achieving reductions per unit of vehicle activity. However, the number of vehicles and miles traveled will increase. Total energy use and emissions depend on factors such as fuels, technologies, land use, demographics, economics, road design, vehicle operation, societal values, and others that affect demand for transportation, mode choice, energy use, and emissions. Thus, there are many opportunities to influence future trends in vehicle energy use and emissions.
Auroral substorms, dynamic phenomena that occur in the upper atmosphere at night, are caused by global reconfiguration of the magnetosphere, which releases stored solar wind energy. These storms are ...characterized by auroral brightening from dusk to midnight, followed by violent motions of distinct auroral arcs that suddenly break up, and the subsequent emergence of diffuse, pulsating auroral patches at dawn. Pulsating aurorae, which are quasiperiodic, blinking patches of light tens to hundreds of kilometres across, appear at altitudes of about 100 kilometres in the high-latitude regions of both hemispheres, and multiple patches often cover the entire sky. This auroral pulsation, with periods of several to tens of seconds, is generated by the intermittent precipitation of energetic electrons (several to tens of kiloelectronvolts) arriving from the magnetosphere and colliding with the atoms and molecules of the upper atmosphere. A possible cause of this precipitation is the interaction between magnetospheric electrons and electromagnetic waves called whistler-mode chorus waves. However, no direct observational evidence of this interaction has been obtained so far. Here we report that energetic electrons are scattered by chorus waves, resulting in their precipitation. Our observations were made in March 2017 with a magnetospheric spacecraft equipped with a high-angular-resolution electron sensor and electromagnetic field instruments. The measured quasiperiodic precipitating electron flux was sufficiently intense to generate a pulsating aurora, which was indeed simultaneously observed by a ground auroral imager.
•Real-world emissions compared with U.S. standards and certification levels.•Comparison not previously reported for U.S. light duty gasoline vehicles.•Portable Emission Measurement Systems (PEMS) ...used for real-world measurement.•Certification levels underestimate real-world emission rates.•Cold start inclusive real-world emission rates are as high as the standards.
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U.S. light duty vehicles are subject to the U.S. Environmental Protection Agency (EPA) emission standards. Emission compliance is determined by certification testing of selected emissions from representative vehicles on standard driving cycles using chassis dynamometers. Test results are also used in many emission inventories. The dynamometer based emission rates are adjusted to provide the certification levels (CL), which must be lower than the standards for compliance. Although standard driving cycles are based on specific observations of real-world driving, they are not necessarily real-world representative. A systematic comparison of the real-world emission rates of U.S. light duty gasoline vehicles (LDGVs) versus CL, and emission standards has not been previously reported. The purpose of this work is to compare regulatory limits (both CLs and emission standards) and the real-world emissions of LDGVs. The sensitivity of the comparisons to cold start emission was assessed.
Portable Emission Measurement Systems (PEMS) were used to measure hot stabilized exhaust emissions of 122 LDGVs on a specified 110 mile test route. Cold start emissions were measured with PEMS for a selected vehicle sample of 32 vehicles. Emissions were measured for carbon dioxide (CO2), carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxides (NOx). For each vehicle, a Vehicle Specific Power (VSP) modal emission rate model was developed. The VSP modal rates were weighted by the standard driving cycles and real-world driving cycles to estimate the respective cycle average emission rates (CAERs). Measured vehicles were matched with certification test vehicles for comparison. For systematic trends in comparison, vehicles were classified into four groups based on the Tier 1 and Tier 2 emission regulation, and the vehicle type such as passenger car and passenger truck.
Depending on the cycle-pollutant and the vehicle groups, hot stabilized CAERs are on average either statistically significantly higher than or significantly not different from the CLs, with the exception of CO on the US06 cycle, for which real-world rates are lower than CLs. Compared to the emission standards, hot stabilized CAERs are on average significantly lower. However, comparisons of CAERs and standards are sensitive to cold start emissions. For some combinations of pollutants and vehicle groups, cold start inclusive CAERs are higher than the corresponding CLs and as high as the standards. The CLs, which are based on standard driving cycles, tend to underestimate real-world emission rates. Therefore, emission inventory estimates using certification test results are potentially underestimated.
Research in animals and humans has associated Alzheimer’s disease (AD) with decreased cerebrospinal fluid levels of insulin in combination with decreased insulin sensitivity (insulin resistance) in ...the brain. This phenomenon is accompanied by attenuated receptor expression of insulin and insulin-like growth factor, enhanced serine phosphorylation of insulin receptor substrate-1, and impaired transport of insulin across the blood-brain barrier. Moreover, clinical trials have demonstrated that intranasal insulin improves both memory performance and metabolic integrity of the brain in patients suffering from AD or its prodrome, mild cognitive impairment. These results, in conjunction with the finding that insulin mitigates hippocampal synapse vulnerability to beta amyloid, a peptide thought to be causative in the development of AD, provide a strong rationale for hypothesizing that pharmacological strategies bolstering brain insulin signaling, such as intranasal administration of insulin, could have significant potential in the treatment and prevention of AD. With this view in mind, the review at hand will present molecular mechanisms potentially underlying the memory-enhancing and neuroprotective effects of intranasal insulin. Then, we will discuss the results of intranasal insulin studies that have demonstrated that enhancing brain insulin signaling improves memory and learning processes in both cognitively healthy and impaired humans. Finally, we will provide an overview of neuroimaging studies indicating that disturbances in insulin metabolism—such as insulin resistance in obesity, type 2 diabetes and AD—and altered brain responses to insulin are linked to decreased cerebral volume and especially to hippocampal atrophy.
The dynamic interactions between noble metal particles and reducible metal-oxide supports can depend on redox reactions with ambient gases. Transmission electron microscopy revealed that the strong ...metal-support interaction (SMSI)-induced encapsulation of platinum particles on titania observed under reducing conditions is lost once the system is exposed to a redox-reactive environment containing oxygen and hydrogen at a total pressure of ~1 bar. Destabilization of the metal-oxide interface and redox-mediated reconstructions of titania lead to particle dynamics and directed particle migration that depend on nanoparticle orientation. A static encapsulated SMSI state was reestablished when switching back to purely oxidizing conditions. This work highlights the difference between reactive and nonreactive states and demonstrates that manifestations of the metal-support interaction strongly depend on the chemical environment.
Intranasal delivery provides a practical, non-invasive method of bypassing the blood-brain barrier (BBB) to deliver therapeutic agents to the brain and spinal cord. This technology allows drugs that ...do not cross the BBB to be delivered to the central nervous system within minutes. It also directly delivers drugs that do cross the BBB to the brain, eliminating the need for systemic administration and its potential side effects. This is possible because of the unique connections that the olfactory and trigeminal nerves provide between the brain and external environment. Intranasal delivery does not necessarily require any modification to therapeutic agents. A wide variety of therapeutics, including both small molecules and macromolecules, can be targeted to the olfactory system and connected memory areas affected by Alzheimer's disease. Using the intranasal delivery system, researchers have reversed neurodegeneration and rescued memory in a transgenic mouse model of Alzheimer's disease. Intranasal insulin-like growth factor-I, deferoxamine, and erythropoietin have been shown to protect the brain against stroke in animal models. Intranasal delivery has been used to target the neuroprotective peptide NAP to the brain to treat neurodegeneration. Intranasal fibroblast growth factor-2 and epidermal growth factor have been shown to stimulate neurogenesis in adult animals. Intranasal insulin improves memory, attention, and functioning in patients with Alzheimer's disease or mild cognitive impairment, and even improves memory and mood in normal adult humans. This new method of delivery can revolutionize the treatment of Alzheimer's disease, stroke, and other brain disorders.
The objectives of this work are to model spatially resolved passenger locomotive fuel use and emission rates, locate emissions hotspots, and identify strategies to reduce trip train fuel use and ...emissions. Train fuel use and emission rates, speed, acceleration, track grade, and track curvature were quantified based on over-the-rail measurements, using portable emission measurement systems, for diesel and biodiesel passenger rail service on the Amtrak-operated Piedmont route. Measurements included 66 one-way trips and 12 combinations of locomotives, consists, and fuels. A locomotive power demand (LPD) based emissions model was developed based on the physics of resistive forces opposing train motion, taking into account factors such as speed, acceleration, track grade, and curvature. The model was applied to locate spatially-resolved locomotive emissions hotspots on a passenger rail route, and also identify train speed trajectories with low trip fuel use and emissions. Results show that acceleration, grade, and drag are the major resistive forces affecting LPD. Hotspot track segments have 3 to 10 times higher emission rates than non-hotspot segments. Real-world trajectories are identified that reduce trip fuel use and emissions by 13 % to 49 % compared to the average. Strategies for reducing trip fuel use and emissions include dispatching energy-efficient and low-emitting locomotives, using a 20 % blend of biodiesel, and operating on low-LPD trajectories. Implementing these strategies will not only decrease trip fuel use and emissions but reduce the number and intensity of hotspots and, thus, lowering the potential for exposure to train-generated pollution near railroad tracks. This work provides insights on reducing railroad energy use and emissions, which would lead to a more sustainable and environmental-friendly rail transportation system.
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•A model was developed to estimate locomotive emission rates on 400-m track segments.•Locomotive power demand (LPD) is mostly affected by acceleration, grade, and drag.•Trajectories with low trip average LPD have low trip fuel use and emissions.•Hotspot segments have 93 % higher locomotive power demand than non-hotspot segments.•Hotspot segments have 3–10 times higher emission rates than non-hotspot segments.
The number of patients suffering from allergic asthma and rhinoconjunctivitis has increased dramatically within the last decades. Allergen‐specific immunotherapy (AIT) is the only available ...cause‐oriented therapy so far. AIT reduces symptoms, but has also a disease‐modifying effect. Disadvantages are a long‐lasting procedure, and in a few cases potential systemic adverse reactions. Encapsulation of allergens or DNA vaccines into nanostructures may provide advantages compared to the conventional AIT with noncapsulated allergen extracts: The protein/DNA molecule can be protected from degradation, higher local concentrations and targeted delivery to the site of action appear possible, and most importantly, recognition of encapsulated allergen by the immune system, especially by IgE antibodies, is prevented. AIT with nanoparticles (NPs) may offer a safer and potentially more efficient way of treatment for allergic diseases. In this review, we summarize the use of biodegradable NPs consisting of synthetic or natural polymers, liposomes, and virus‐like particles as well as nonbiodegradable NPs like dendrimers, and carbon‐ or metal‐based NPs for AIT. More or less successful applications of these NPs in prophylactic as well as therapeutic vaccination approaches in rodents or other animals as well as first human clinical trials are discussed in detail.
Determining the brain adaptations that underlie complex tool-use skills is an important component in understanding the physiological bases of human material culture. It is argued here that the ways ...in which humans skilfully use tools and other manipulable artefacts is possible owing to adaptations that integrate sensory-motor and cognitive processes. Data from brain-injured patients and functional neuroimaging studies suggest that the left cerebral hemisphere, particularly the left parietal cortex, of modern humans is specialized for this purpose. This brain area integrates dynamically representations that are computed in a distributed network of regions, several of which are also left-lateralized. Depending on the nature of the task, these may include conceptual knowledge about objects and their functions, the actor's goals and intentions, and interpretations of task demands. The result is the formation of a praxis representation that is appropriate for the prevailing task context. Recent evidence is presented that this network is organized similarly in the right- and left-handed individuals, and participates in the representation of both familiar tool-use skills and communicative gestures. This shared brain mechanism may reflect common origins of the human specializations for complex tool use and language.
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