Gasoline Cars Research Articles

Evaluation of practicality of wireless charging for electric vehicles in the next 10 years

As the electric vehicle market is expanding rapidly due to the need for sustainable development; a solution is needed to deal with current problems related to electric vehicles, this includes relatively limited driving range, relatively lack of charging spots during busy season, and the inconveniences of plug-in charging, such as dealing with cables. Therefore, wireless charging technology capable of charging electric vehicles while they are in motion becomes a potential solution. Assessing whether this technology will be mass-applied in the future is crucial. Given the limited current research that evaluates the practicality of wireless charging technology for electric vehicles with a time scale, this article aims to assess the aspects of safety, cost, efficiency, materials, user acceptance and other factors to determine the likelihood of making wireless charging practical for electric vehicles in the next decade. Furthermore, by distributing questionnaires to electric and gasoline car owners to gather participants’ opinions and expectations on wireless charging for electric vehicles, statistical analysis of the questionnaire results; interview with a professor at Shanghai University who is an expert in magnets and electricity, conducting secondary research, this article concludes whether wireless charging technology for electric vehicles can be implemented in the decade or not. As an impact, this article includes a time scale by conducting an evaluation instead of implicitly mentioning the time scale.

Perspectives on Childhood Lead Exposure Prevention: Looking Back and Looking Ahead.

Lead's neurotoxic properties and potential harmful effects to humans, particularly young children, have been recognized for decades, influencing public health policies to reduce its admixture in house paint and passenger car gasoline. We signal 3 emergent trends: firearm proliferation, complex international food supply chains, and equally complex product marketing strategies, which have opened opportunities for lead exposure to children from guns and ammunition, and lead contamination in children's food and consumer goods. Readers will also be apprised of Childhood Lead Poisoning Prevention Program and education strategies cultivated and advanced by the Centers for Disease Control and Prevention and its lead prevention partners. A national governmental policy update is included, as are future considerations.

Sustainability in radiation oncology: opportunities for enhancing patient care and reducing CO2 emissions in breast cancer radiotherapy at selected German centers.

Radiotherapy often entails asubstantial travel burden for patients accessing radiation oncology centers. The total travel distance for such treatments is primarily influenced by two factors: fractionation schedules and the distances traveled. Specific data on these aspects are not well documented in Germany. This study aims to quantify the travel distances for routine breast cancer patients of five radiation oncology centers located in metropolitan, urban, and rural areas of Germany and to record the CO2 emissions resulting from travel. We analyzed the geographic data of breast cancer patients attending their radiotherapy treatments and calculated travelling distances using Google Maps. Carbon dioxide emissions were estimated assuming astandard 40-miles-per-gallon petrol car emitting 0.168 kg of CO2 per kilometer. Addresses of 4198breast cancer patients treated between 2018 and 2022 were analyzed. Our sample traveled an average of 37.2 km (minimum average: 14.2 km, maximum average: 58.3 km) for each radiation fraction. This yielded an estimated total of 6.2 kg of CO2 emissions per visit, resulting in 156.2 kg of CO2 emissions when assuming 25visits (planning, treatment, and follow-up). Our study highlights the environmental consequences associated with patient commutes for external-beam radiotherapy, indicating that reducing the number of treatment fractions can notably decrease CO2 emissions. Despite certain assumptions such as the mode of transport and possible inaccuracies in patient addresses, optimizing fractionation schedules not only reduces travel requirements but also achieves greater CO2 reductions while keeping improved patient outcomes as the main focus.

Potential of an Integrated Platform for EV Charging Station and Ancillary Services

Since the creation the first successful electric car in 1890, the world has seen a rapid increase in the advancement of Electric Vehicle (EV) cars along with increasing demand for such vehicles. However, despite multiple benefits that EV cars offer, such as their sustainable nature, potential car buyers are still hesitant on purchasing an EV car due to concerns about its relatively short travelling range. While the technology powering EV cars has made significant strides, petrol cars can travel much further on a single tank of fuel than EV cars can on a single charge: electric cars can only travel between 100-300 miles on a single charge, whereas gas cars have a range of 300-600 miles. Furthermore, infrastructure is another benefit that gas-powered vehicles have over electric ones. Particularly in rural areas, gas stations are far more common and easily accessible than charging stations. While some owners of electric vehicles might be able to charge their vehicles at home or at the office, they might have trouble finding charging stations when they are out and about. Hence, EV drivers or potential car buyers share a common concern that EV cars will run of gas frequently, leading to inconvenient trips to gas stations. Through our research, by abstaining user experience and feedback, we were able to identify substantial demand for a platform or service that improves the accessibility of EV charging stations for EV car drivers. This paper will include a thorough representation of relevant results and a deep analysis on the potential of a platform that provides easily accessible charging stations as well as other car-related services.

New NOx and NO2 vehicle emission curves, and their implications for emissions inventories and air pollution modelling

Emissions of NOx and primary NO2 from road transport sources are highly influential in NO2 exposure at both local and regional scales; quantifying these accurately is therefore an important but challenging component of emissions inventory and air pollution model development. Results are presented from an urban air pollution model, after creation of new speed-emissions curves for NOx through the combination of available vehicle drive cycles and nearly 500,000 UK-based remote sensing measurements of exhaust emissions. Vehicle power-based relationships are applied to 1 Hz drive cycle datasets, with random sampling of the outputs allowing generation of the new curves. These demonstrate significantly higher emissions than those predicted by existing curves for most Euro VI HGVs, and among successive petrol and diesel passenger cars; this may be partly explained by relatively low UK ambient temperatures, as well as an underestimation of the level of tampering with HGV SCR systems. Implementation of the curves in a detailed emissions inventory for London, UK in 2019 leads to substantially improved air pollution model performance for NOx/NO2; normalised mean bias reduces in magnitude, changing from −0.18 to +0.01 for NOx and −0.12 to +0.01 for NO2. The curves developed are widely applicable, and the novel approach outlined has the potential to improve source apportionment and future model predictions under differing policy scenarios, produce better exposure estimates for health-related studies and revise NOx emissions budgets for compliance with the NEC Directive, all of which are important for the development of mitigation policies.

Analysis of the Impact of Hybrid Power System on Teachers' Psychology and Teaching Environment under Smart Energy Transformation and Energy System Planning

For this paper we study the structure and operational characteristics of plug-in hybrid Vs, Using the life-cycle evaluation method, The analysis model of energy consumption and environmental impact of plug-in hybrid electric vehicle fuel cycle suitable for China's national conditions is established, With the unit mileage of the plug-in hybrid car as the functional unit, Using the whole vehicle NEDC test cycle and combined with the relevant literature, Fuel consumption and environmental emission factors for this functional unit, The fuel cycle energy consumption, conventional gas emissions and greenhouse gas emissions are obtained, Evaluate the effect of power structure change on the above indexes, And compared the plug-in hybrid vehicles with conventional gasoline vehicles and compressed natural gas vehicles. As follows: compared with the current technical level of gasoline cars, under the background of road traffic, plug-in hybrid car fuel consumption is reduced by 40.7% less than gasoline cars, VOC, NOx, SO2 and greenhouse gas emissions than traditional gasoline vehicles reduced by 31.5%, 15.2%, 66.7% and 55.8%, this to alleviate increasingly severe urban air pollution is of great significance. Plug-in hybrid vehicles offer advantages over traditional gasoline cars in terms of energy consumption and emissions, both at the vehicle level and throughout the fuel cycle. Energy consumption is 56.3% lower, including a 56.4% reduction in crude oil usage, reducing oil dependency and promoting energy security. Environmentally, plug-in hybrids emit significantly less than gasoline cars, with VOC, NOx, SO2, PM10, and CO emissions reduced by up to 56%. Greenhouse gas emissions, including N2O, CH4, and CO2, are also lower. Additionally, emissions tend to be concentrated upstream, facilitating centralized pollution control.

Transmission Loss Characteristics of Dual Cavity Impedance Composite Mufflers for Non-Planar Wave Cavity Resonance

In conventional gasoline automobiles, the engine powers the air conditioning system and engine noise can somewhat mask the noise and vibration of the air conditioning system. In pure electric vehicles, however, the absence of an engine makes the air conditioning system’s noise more noticeable, concentrated in a limited frequency range at constant speeds. As a result, aerodynamic noise from the air conditioning system is a primary noise source in electric vehicles. Pipeline silencers are the main method for reducing this noise. The current silencer design uses plane wave acoustic theory but when cavity modal resonance occurs, the transmission loss error is relatively high. This article addresses the issue of non-planar wave cavity resonance, studying the cavity modal of a muffler using the finite element method to reveal the transmission loss under cavity mode resonance. A dual cavity expansion structure of an impedance composite muffler is proposed, with sound-absorbing materials placed in the cavity to enhance acoustic performance. The analysis of the transmission loss characteristics of the impedance composite muffler provides a theoretical basis for noise control in pure electric vehicle air conditioning systems.

Recovered water from fuel cells as a supply for Maisotsenko evaporative cooling systems in a hydrogen-powered urban bus

The EU ban on the sale of new petrol and diesel cars from 2035 requires finding sustainable alternatives both from an energy and an environmental point of view. The path now seems to be drawn towards a total electrification of public and private transportation sectors. However, the issue of the limited range of electric vehicles, particularly for heavy-duty ones, still needs to be addressed. The development of fuel cell vehicles powered by compressed hydrogen, not relying exclusively on batteries, can achieve ranges comparable to those powered by fossil-fuel. The development of hydrogen vehicles must proceed in parallel with increasing the efficiency of passenger compartment air conditioning, which requires a significant share of the total energy consumed. An efficient alternative to common vapor compression cooling systems is represented by evaporative coolers, in which water evaporation is used to cool an air flow. This study investigates the feasibility of utilizing the recovered water from the exhaust gas of a hydrogen PEM fuel cell, powering an urban bus, within a commercial indirect evaporative cooling system employing the Maisotsenko cycle. The cooling capacity of the proposed system was calculated to verify the possibility of implementing it on an urban bus. The water available at the cathode of the fuel cell and the water required by the evaporative cooler were evaluated under various conditions and compared. The calculations demonstrate that even under intense weather conditions, where approximately 40 kg of water may be required every hour, at least 10 % of water needed by the evaporative cooling system can be provided by the water produced through the hydrogen reaction. In mild weather conditions or by cooling the exhaust, it is possible to significantly increase the share of pure water supplied to the evaporative system. The integration of hydrogen fuel cells and evaporative coolers in bus equipment can be an energy-efficient, win–win solution. This configuration enables the dual utilization of the hydrogen employed to drive the fuel cell.

Comparative analysis of real-world vehicular emissions from BS-IV and BS-VI cars in India.

This study investigates real-world carbon dioxides (CO2) and nitrogen oxides (NOx) emissions from diesel (Bharat Stage-IV (BS-IV)) and petrol/gasoline (BS-IV and BS-VI) cars in Indian driving conditions using a portable emission measurement system (PEMS). The paired sample t-test revealed a significant difference ( < 0.05) in NOx and CO2 emissions among the three types of cars, except for CO2 emissions ( > 0.05) between BS-IV petrol and BS-VI petrol cars. The highest NOx emission rates were observed in all car types during acceleration (> 1m/s2) and deceleration (- 2m/s2). CO2 emission rates were also high during acceleration (> 1m/s2) for all car types. At low speeds (around 20 kmph), all car types had low emissions of CO2 and NOx, with acceleration and deceleration rates ranging from - 0.5 to 0.5m/s2. BS-IV diesel cars emit significantly higher NOx emissions compared to petrol cars, especially at vehicle-specific power (VSP) bin 0 (deceleration to idling mode) and during VSP bin 7 (acceleration mode). BS-IV diesel cars emit 228% and 530% higher NOx emissions than BS-IV and BS-VI petrol cars at VSP bins 0 and 7, respectively. CO2 emissions from BS-VI petrol cars were 10% lower than those from BS-IV petrol cars across all VSP bins, indicating moderate reductions. Furthermore, diesel cars emit 140% less CO2 emissions than petrol cars across various VSP bins. The findings highlight the need for cleaner technologies and responsible driving practices to address vehicular emission concerns.

Pedestrian safety on the road to net zero: cross-sectional study of collisions with electric and hybrid-electric cars in Great Britain

BackgroundPlans to phase out fossil fuel-powered internal combustion engine (ICE) vehicles and to replace these with electric and hybrid-electric (E-HE) vehicles represent a historic step to reduce air pollution and...

БОРТОВОЙ МОНИТОРИНГ ВЫБРОСОВ ОПАСНЫХ (ЗАГРЯЗНЯЮЩИХ) ВЕЩЕСТВ ЛЕГКОВЫМ И ЛЕГКИМ КОММЕРЧЕСКИМ АВТОТРАНСПОРТОМ

The paper describes the results of the experimental study of emission rates of passenger gasoline and diesel passenger cars and light commercial vehicles as a function of average speed from 5 to 50 km/h and accumulated mileage. It has been shown that the emissions of most modern vehicles with the mileage exceeding 100 000 km, regardless the initial environmental class, are quite of the same range as the emissions of vehicles without catalyst. It has been also confirmed that the highest emission rates are observed at speeds from 5 to 20 km/h, typical for traffic congestion, and the minimum emission rates are observed at speeds from 25 to 50 km/h.

Are Electric Vehicles Always Better for the Environment?

AbstractElectric vehicles have been touted for their environmental friendliness, as their carbon emissions are significantly reduced during the usage phase compared to traditional petrol vehicles. However, from a lifecycle perspective, it is necessary to examine how the components of electric vehicles are obtained, constructed, operated, maintained, and disposed to better inform of their impact on the environment. Moreover, the environment's focus is often on the impact of carbon emissions but less on other forms of environmental impact such as ecotoxicity to marine life.To better study the carbon emission reduction effect of electric vehicles throughout their entire lifecycle and their other environmental impacts, the petrol, and electric versions of the SAIC Roewe i6 MAX vehicles in China will be compared throughout their entire lifecycles, including raw material collection, transportation, manufacturing, usage, and disposal processes. The results for the diesel and hybrid vehicles will also be briefly covered for comparisons purposes.The study showed that the breakeven point for carbon emission between petrol vehicles and electric vehicles is at about 2.8 years for use in China. This means that electric vehicles produce more carbon emission in the manufacturing/ assembly and only after 2.8 years of usage, that they emit less carbon emissions than petrol cars. As expected, the carbon emissions of diesel and hybrid cars fell in between these two, with hybrid vehicles performing better than diesel vehicles. However, electric vehicles produced the worst marine toxicity, with hybrid cars being second.

The electric cars era transforming the car repairs and services landscape

The rise of electric vehicles (EVs) is undoubtedly revolutionizing the automotive industry, and its impact on the car repair and service business is profound. While exciting opportunities emerge, the shift also presents significant challenges, potentially leading to the disappearance of certain jobs and parts. In this research, we explore the impact of electric cars on the future car repair and service landscape. By 2030, EVs will constitute 60% of global car sales, underscoring the significant shift towards electric mobility. This transition is expected to reduce maintenance costs by up to 40% compared to conventional vehicles due to the simpler design and fewer moving parts in EVs. Certain body parts, including radiators and exhaust systems specific to gasoline cars, will also become redundant as EVs become more prevalent in the market. However, amidst these disappearing parts, there are emerging opportunities in the automotive industry. The rise of EVs will necessitate new areas of expertise, such as battery diagnostics, charging infrastructure installation, and software updates, creating new job opportunities for trained technicians. Furthermore, there will be a growing focus on software and electronics as they play a bigger role in car functionality. This shift emphasizes the importance of upskilling existing technicians in these areas to capitalize on new avenues within the automotive sector, aligning with the evolving landscape of electric mobility.

Efficiency of oxygenates on increase of octane number of reforming gasoline

At present, gasoline occupies one of the leading places among primary energy sources. The need of mankind in it, in its high quality, is greater than in any other fraction of hydrocarbons. Therefore, very high requirements are made to the operational properties of automobile gasoline, and the problem of improving the quality of gasoline is one of the urgent problems of the chemical industry. Modern vehicles require fuel with a high-octane number with properties preventing detonation and having octane numbers of 92, 95 and 98 for engines. High anti-detonation performance can be achieved through complex gasoline processing using catalytic cracking, isomerization and alkylation methods or by adding special high-octane additives to fuel. The world's leading trend in improving the environmental and performance characteristics of motor gasoline is the use of multifunctional additives, in particular oxygenates – compounds containing oxygen (such as alcohols, ketones, esters and others). The use of oxygen-containing components (oxygenates) is one of the promising ways to produce high-octane gasoline. Currently, in industrialized countries, oxygenates are actively used as a preferred substitute for organometallic anti-detonation additives and components of high-octane gasoline. In the presented work the properties of a new oxygenate - dimethyl ethynylcarbinol (DMEC), as an additive that increases the octane number of gasoline, are investigated. The study of the effect of oxygenates as methyl tert-butyl ether (MTBE) and DMEK on increasing the octane number of reforming gasoline showed that the increase in the octane number of gasoline when adding DMEK and binary additive is higher than when adding MTBE. According to the results of research, tertiary acetylene alcohol - DMEK can be offered as an oxygen-containing additive for automobile gasoline. The use of DMEK allows to expand the resources of high-octane components, reduce the toxicity of gasoline and exhaust gases, increase the production of high-quality commercial gasoline for automotive engines.

SECONDARY POLYMERS AS A PROSPECTIVE RAW MATERIAL FOR THE PRODUCTION OF HIGH-OCTANE AUTOMOBILE GASOLINE

The article analyzes the possibility of expanding the raw material base of the production process of commercial high-octane automobile gasoline of the A-92 and A-95 brands due to the involvement of secondary polymer raw materials. The types of raw materials that will make it possible to obtain basic fractions or components of commercial gasolines that will be used in the production of commercial automobile gasolines that, according to their chemical composi- tion and properties, will meet the requirements of environmental safety standards adopted in Ukraine and the countries of the European Union have been determined. It was established that the main raw material capable of replacing oil and gas condensate is secondary polyolefin raw material, represented by polyethylene (HDPE and LDPE) and polypropylene (PP), and the main process of its processing is thermal or thermocatalytic pyrolysis. Priority is given to raw materials that are directly generated in production in the form of waste and raw materials that come from sorting points. At the same time, secondary polymer raw materials, regardless of their source of origin, must undergo a stage of preliminary preparation, which includes sorting, crushing, washing and drying of raw materials. Practical studies have shown that this process is implemented on reactor-type installations at temperatures of 320–450 °C and pressures of 0.1–3.5 MPa and allows obtaining a significant yield (35–70 %) of the liquid product of pyrolysis – a gasoline fraction with a boiling point of 30–200 °C. Along with liquid products, more than 15 % of gases (ethylene, propylene and butylene) are formed, which should be processed into polymer gasoline (base fraction) and high-octane components – alkylates. As a result of the research, a scheme for the production of commercial high-octane automobile gasoline from secondary polymer raw materials (HDPE, LDPE and PP) is proposed, which is based on the rational use of production resources and production by-products.

VODOROD BATAREYALI ELEKTROMOBILLAR

The growing demand for energy resources and the threat of exhaustion of the existing energy reserves show that it is necessary to create new energy resources that can replace them. Hydrogen is an alternative gas that can be used as an energy source. Using it instead of gasoline, gas (methane, propane) or electricity in cars leads to a reduction in environmental pollution, as well as saving the above resources (gasoline, gas and electricity).

FEATURES OF RECEIVING THE GASOLINE FRACTION BY THERMAL PYROLYSIS OF POLYOLEFIN RAW MATERIALS

The article examines the peculiarities of the process of thermal pyrolysis of secondary polymer raw materials, aimed at obtaining a gasoline fraction - the basis for obtaining mixed or synthetic automobile gasoline. Based on the global experience of polymer processing, polyolefins represented by high-density polyethylene (HDLP) and polypropylene (PP) were chosen for the study. Thermal pyrolysis was carried out at atmospheric pressure (0.10-0.12 MPa) on a reactor-type laboratory installation with subsequent removal of the gasoline fraction (30-210 °C) from liquid pyrolysis products according to the ASTM D 86 method. It has been established that the temperature interval in which pyrolysis of polyolefin raw materials must be carried out is for HDLP - 400-430 °С (the maximum output of the gasoline fraction at 420 °С); for PP - 350-370 °C (maximum yield of gasoline fraction at 365 °C). By controlling the duration of thermal pyrolysis, it is possible to increase the yield of the gasoline fraction by an average of 15-17%, which must be taken into account during the industrial implementation and further operation of pyrolysis plants for polymer raw materials. Increasing the temperature of the end of boiling of the gasoline fraction from 150 °С to 210 °С allows to increase its output by 9% (for HDLP) and by 12% (for PP). But at the same time, there is also an increase in the content of olefins in it (by 13-14%), which is a positive point from the point of view of resistance to detonation of the gasoline fraction, and a negative point - in view of its low chemical stability. The conducted studies showed that secondary polyolefin raw materials should be considered as an alternative to classic raw materials (oil and gas condensate), and the pyrolysis process as the main technological process for obtaining the gasoline fraction - the basis for obtaining commercial automobile gasoline. Prospective places for the implementation of this technology are both production sites of oil refineries and sites located in close proximity to places of accumulation of raw materials - ports, city landfills, special landfills.

Projections of the costs of light-duty battery-electric and fuel cell vehicles (2020–2040) and related economic issues

This paper provides a comprehensive analysis of the initial costs and total cost of ownership (TCO) for light-duty battery electric vehicles (BEVs) and fuel cell vehicles (FCVs) from 2020 to 2040, covering cars, SUVs, and light trucks, alongside the infrastructure requirements. Key findings indicate that by 2040, the initial costs for BEVs will align with those of gasoline vehicles if battery costs can reach cell-level $70/kWh (or pack-level $84/kWh). For FCVs, achieving cost parity with gasoline cars before 2040 will be challenging unless the cost of fuel cells decreases to about $40/kW through high-volume production (>500000 units). Regarding 5-year TCOs, both BEVs and FCVs are expected to be close to or slightly lower than those of gasoline vehicles by 2040 across all LDV market segments. Investment analysis for large fleets suggests that by 2040, public fast charging for BEVs could cost $2000/vehicle, and hydrogen refueling for FCVs $1100/vehicle. Additionally, the study assesses the impact of low carbon fuel standard (LCFS) credits on the profitability of refueling stations, concluding that these credits are essential for transforming potentially unprofitable stations into profitable ventures with returns of 5% or higher. This highlights the critical role of LCFS in financing BEVs and FCVs infrastructure.

Carbon Reduction Impact from Synchronising PrescriptionS (CRISPS): A pilot study

Abstract Introduction Synchronising the dates of patients’ repeat prescriptions can reduce monthly community pharmacy visits or home deliveries, which may improve patients’ adherence to medicines.[1] It should also reduce carbon dioxide (CO2) emissions associated with avoidable travel, but previous research does not appear to have determined the potential size of this reduction. This pilot study therefore attempted to do so using routinely collected data. Aim To estimate potential carbon savings from synchronising repeat medicines for a sample of patients from one community pharmacy. Methods All patients who had prescriptions dispensed four times per month or more from a single medium-sized (approximately 2,500 items dispensed per month) urban community pharmacy in England were identified from the pharmacy’s home delivery application. The threshold of four deliveries per month was selected to increase the likelihood of this frequency being due to asynchronised prescriptions. Data were collected (August 2023) for deliveries in June 2023 as there were no public holidays or events to affect prescription ordering. Data included patients’ postcode, delivery dates, and using the Patient Medication Record, the pharmacist collecting the data determined acute or one-off prescription items, that neither the patients nor the repeat medicines were new, and where deliveries were made to supply medicines owing. The pharmacy was selected because it efficiently managed stock to minimise items owing. The distance that would have been travelled was calculated as if the medicines had been collected from the pharmacy as a dedicated journey to and from the patient’s home address instead of being delivered. The saving in miles and CO2 emitted for different vehicle types was modelled by assuming that for each patient, all deliveries that were not for acute items or medicines owing could have been reduced to a single delivery if prescriptions had been synchronised. UK Government conversion factors were used to calculate CO2 emissions.[2] Results Data were collected for 59 patients, of whom 7 patients had 8 deliveries, 4 had 7 deliveries, 6 had 6 deliveries, 16 had 5 deliveries and 26 had 4 deliveries. The total number of deliveries to these patients was 269 but would have been 80 deliveries if the repeat prescriptions had been synchronised (70% reduction). The distance travelled would have been reduced from 842 miles to 241 miles (71% reduction). This would have resulted in a 71% reduction in CO2 emissions, although the reduction in volume in kilograms of CO2 emitted would have varied (by an estimated 137 Kg CO2 or 51%) depending on whether e.g., a small diesel car was used or a large petrol car (reduction of 133kg versus 270 kg CO2). An average diesel car was estimated to have reduced CO2 emissions by 163 kg. Conclusion The findings demonstrate that potential carbon savings from medicines synchronisation can be modelled from routinely collected data, but with limited accuracy, especially as patients receiving home deliveries may not be representative of all pharmacy users. Challenges remain in how to measure actual carbon savings of prescription synchronisation and overcoming barriers to widespread implementation of clinically appropriate synchronisation.

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.