SARS-CoV-2 seroprevalence in pregnant women in Kilifi, Kenya from March 2020 to March 2022

BackgroundSeroprevalence studies are an alternative approach to estimating the extent of transmission of SARS-CoV-2 and the evolution of the pandemic in different geographical settings. We aimed to determine the SARS-CoV-2 seroprevalence from March 2020 to March 2022 in a rural and urban setting in Kilifi County, Kenya.MethodsWe obtained representative random samples of stored serum from a pregnancy cohort study for the period March 2020 to March 2022 and tested for antibodies against the spike protein using a qualitative SARS-CoV-2 ELISA kit (Wantai, total antibodies). All positive samples were retested for anti-SARS-CoV-2 anti-nucleocapsid antibodies (Euroimmun, ELISA kits, NCP, qualitative, IgG) and anti-spike protein antibodies (Euroimmun, ELISA kits, QuantiVac; quantitative, IgG).ResultsA total of 2,495 (of 4,703 available) samples were tested. There was an overall trend of increasing seropositivity from a low of 0% [95% CI 0–0.06] in March 2020 to a high of 89.4% [95% CI 83.36–93.82] in Feb 2022. Of the Wantai test-positive samples, 59.7% [95% CI 57.06–62.34] tested positive by the Euroimmun anti-SARS-CoV-2 NCP test and 37.4% [95% CI 34.83–40.04] tested positive by the Euroimmun anti-SARS-CoV-2 QuantiVac test. No differences were observed between the urban and rural hospital but villages adjacent to the major highway traversing the study area had a higher seroprevalence.ConclusionAnti-SARS-CoV-2 seroprevalence rose rapidly, with most of the population exposed to SARS-CoV-2 within 23 months of the first cases. The high cumulative seroprevalence suggests greater population exposure to SARS-CoV-2 than that reported from surveillance data

Investigation of Low Temperature Combustion Regimes of Biodiesel with n-Butanol Injected in the Intake Manifold of a Compression Ignition Engine

In this study, the in-cylinder soot and NOx trade off was investigated in a Compression Engine by implementing Premixed Charge Compression Ignition (PCCI) coupled with Low Temperature Combustion (LTC) for selected regimes of 1–3 bars IMEP. In order to achieve that, an omnivorous (multi-fuel) single cylinder diesel engine was developed by injecting n-butanol in the intake port while being fueled with biodiesel by direct injection in the combustion chamber. By applying this methodology, the in-cylinder pressure decreased by 25% and peak pressure was delayed in the power stroke by about 8 CAD for the cycles in which the n-butanol was injected in the intake manifold at the engine speed of 800 rpm and low engine loads, corresponding to 1–3 bars IMEP. Compared with the baseline taken with ultra-low sulfur diesel no. 2 (USLD#2), the heat release presented a more complex shape. At 1–2 bars IMEP, the premixed charge stage of the combustion totally disappeared and a prolonged diffusion stage was found instead. At 3 bars IMEP, an early low temperature heat release was present that started 6 degrees (1.25 ms) earlier than the diesel reference heat release with a peak at 350 CAD corresponding to 1200 K. Heat losses from radiation of burned gas in the combustion chamber decreased by 10–50% while the soot emissions showed a significant decrease of about 98%, concomitantly with a 98% NOx reduction at 1 IMEP, and 77% at 3 IMEP, by controlling the combustion phases. Gaseous emissions were measured using an AVL SESAM FTIR and showed that there were high increases in CO, HC and NMHC emissions as a result of PCCI/LTC strategy; nevertheless, the technology is still under development. The results of this work indicate that n-butanol can be a very promising fuel alternative including for LTC regimes

Premixed Charge of n-Butanol Coupled with Direct injection of Biodiesel for an Advantageous Soot-NOx trade-off

In this study, a direct injection (DI) compression ignition engine fueled with biodiesel was supplemented with n-butanol port fuel injection (PFI) in order to simultaneously reduce in cylinder nitrogen oxides formation, decrease soot and favorable modify their trade-off. The combustion and emission characteristics were investigated for regimes of 1-5 bars IMEP at 1400 rpm. By applying this methodology, for the regimes in which the n-butanol PFI was applied, the premixed charge combustion has been split into two regions of high temperature heat release, an early one, BTDC, and a second stage ATDC, oxidizing the soot formed from biodiesel combustion and therefore modifying favorable the soot-NOx trade-off. With n-butanol injection, the soot emissions showed a significant decrease as much as 90%, concomitantly with a 50% NOx reduction at higher PFI rates. Non-regulated emissions measurements showed increases in acetaldehyde with n-butanol PFI. There was no significant loss in mechanical efficiency when implementing n-butanol PFI while the strategy was able to maintain the thermal efficiency comparable with biodiesel values. The results of this work indicate that n-butanol PFI may be an effective technique to concomitantly reducing NOx and soot emissions from a diesel engine for selected regions on the engine map

Experimental Study of Combustion and Emissions Characteristics of Methyl Oleate, as a Surrogate for Biodiesel, in a Direct Injection Diesel Engine

This study evaluates the combustion and emissions characteristics of methyl oleate (C₁₉H₃₆O₂ CAS# 112-62) produced by transesterification from oleic acid, one of the main fatty acid components of biodiesel. The ignition delay of ultra-low sulfur diesel#2 (ULSD) and its blends with methyl oleate (O20-O50), varied between 6.5-9.7 CAD, depending on speed, at constant load of 8 bar imep (100% load). The CN was 47 for ULSD and increased up to 51 for O50, which resulted in the start of combustion\u27s premixed phase being advanced by about 2 CAD while reducing the maximum apparent heat release of about 30%. The combustion duration varied in the range of about 56-67 CAD and the maximum total heat flux rate, presented values from 4.2 to 5.5 MW/m₂, which correlate well with the increase of the convection flux because of the speed increase. The maximum cycle temperature was in the range of 2500K for the speeds from 1200 to 1800 rpm for both fuels. The mechanical efficiency decreased from 83% to 77% by increasing the speed from 1200 to 1800 rpm, while the thermal efficiency was around 33.5% for methyl oleate blends and reduced by 0.5% compared with ULSD. NOx displayed a maximum reduction of 20% for O50, and the unburned hydrocarbons (UHC) remained constant irrespective of speed or methyl oleate content. Soot emissions show low values for all fuels and maintain almost constant for all methyl oleate concentration, with a slight increase for O50 at 1200 rpm. The results suggest that methyl oleate has favorable combustion characteristics and is similar with that of ULSD, further supporting the investigations of methyl oleate as a surrogate for biodiesel

Combustion and Emissions Characteristics of JP-8 Blends and ULSD #2 with Similar CN in a Direct Injection Naturally Aspirated Compression Engine

14 Abstract: The Single Fuel Forward Policy legislation enacted in the United States mandates that deployed U.S. military ground vehicles must be operable with aviation fuel (JP-8). This substitution of JP-8 for diesel raises concerns about the compatibility of this fuel with existing reciprocating piston engine systems. This study investigates the combustion, emissions, and performance characteristics of blends of JP-8 and Ultra Low Sulfur Diesel (ULSD) fuels with similar cetane numbers (CN), 48 (JP-8) and 47(ULSD), respectively, in a direct injection (DI) compression ignition engine over the load range of 3-8 bar imep at 1400 rpm. The results showed that JP-8 blends and ULSD had ignition delays ranging from approximately 1.0-1.4 ms and an average combustion duration time in the range of 47-65 CAD. Cylinder maximum heat flux values were found to be between 2.0 and 4.4 MW/m₂, with radiation flux increasing much faster than convection flux while increasing the imep. Combustion maximum bulk temperature was in the range of 1700 K to 2500K, and also increased with load. Both mechanical and overall efficiencies increased with imep at constant speed but were minimally influenced by the fuel blend. Soot showed an increase at higher loads ranging between 0.01-0.18 g/kWh while NOx increased with higher loads and higher cycle temperatures. Carbon dioxide (CO₂) emissions showed an increase in value by increasing imep at constant speed while the UHC (unburned hydrocarbons) emissions decreased with load and maintained similar for all blends at constant imep. The results suggest that JP-8 and ULSD with similar CN have highly comparable combustion characteristics in a DI compression ignition engine despite differences in fuel properties and that CN is the paramount characteristic in comparing ULSD and JP-8

Rift Valley Fever Virus Epidemic in Kenya, 2006/2007: The Entomologic Investigations

In December 2006, Rift Valley fever (RVF) was diagnosed in humans in Garissa Hospital, Kenya and an outbreak reported affecting 11 districts. Entomologic surveillance was performed in four districts to determine the epidemic/epizootic vectors of RVF virus (RVFV). Approximately 297,000 mosquitoes were collected, 164,626 identified to species, 72,058 sorted into 3,003 pools and tested for RVFV by reverse transcription-polymerase chain reaction. Seventy-seven pools representing 10 species tested positive for RVFV, including Aedes mcintoshi/circumluteolus (26 pools), Aedes ochraceus (23 pools), Mansonia uniformis (15 pools); Culex poicilipes, Culex bitaeniorhynchus (3 pools each); Anopheles squamosus, Mansonia africana (2 pools each); Culex quinquefasciatus, Culex univittatus, Aedes pembaensis (1 pool each). Positive Ae. pembaensis, Cx. univittatus, and Cx. bitaeniorhynchus was a first time observation. Species composition, densities, and infection varied among districts supporting hypothesis that different mosquito species serve as epizootic/epidemic vectors of RVFV in diverse ecologies, creating a complex epidemiologic pattern in East Africa