CaCP15 Gene Negatively Regulates Salt and Osmotic Stress Responses in Capsicum annuum L

Salt and osmotic stress seriously restrict the growth, development, and productivity of horticultural crops in the greenhouse. The papain-like cysteine proteases (PLCPs) participate in multi-stress responses in plants. We previously demonstrated that salt and osmotic stress affect cysteine protease 15 of pepper (Capsicum annuum L.) (CaCP15); however, the role of CaCP15 in salt and osmotic stress responses is unknown. Here, the function of CaCP15 in regulating pepper salt and osmotic stress resistance was explored. Pepper plants were subjected to abiotic (sodium chloride, mannitol, salicylic acid, ethrel, methyl jasmonate, etc.) and biotic stress (Phytophthora capsici inoculation). The CaCP15 was silenced through the virus-induced gene silencing (VIGS) and transiently overexpressed in pepper plants. The full-length CaCP15 fragment is 1568 bp, with an open reading frame of 1032 bp, encoding a 343 amino acid protein. CaCP15 is a senescence-associated gene 12 (SAG12) subfamily member containing two highly conserved domains, Inhibitor 129 and Peptidase_C1. CaCP15 expression was the highest in the stems of pepper plants. The expression was induced by salicylic acid, ethrel, methyl jasmonate, and was infected by Phytophthora capsici inoculation. Furthermore, CaCP15 was upregulated under salt and osmotic stress, and CaCP15 silencing in pepper enhanced salt and mannitol stress resistance. Conversely, transient overexpression of CaCP15 increased the sensitivity to salt and osmotic stress by reducing the antioxidant enzyme activities and negatively regulating the stress-related genes. This study indicates that CaCP15 negatively regulates salt and osmotic stress resistance in pepper via the ROS-scavenging.

Evaluation of the mid- and long-term effects of a private car driving-restriction policy under the carbon emission peak target

To investigate the medium- and long-term effects of a driving-restriction policy under the guidance of carbon emission peak goals, Beijing was taken as an example to construct a private-car energy-conservation and emission-reduction model with dual-driving factors from the perspective of the economy, environment, technology, and energy. Through causal analysis, the negative effects of a driving-restriction policy were revealed. The simulation results revealed the following. (1) A driving-restriction policy is effective in the short term, but in the long run, it cannot effectively reduce CO2 emissions and the quantity of fuel used in private cars (e.g., the increase in the amount of CO2 pollution and degree of parking space tension, as well as the rebound of air pollution). (2) Compared with the driving-restriction policy, the combined policy reduces the amount of CO2 pollution by approximately 52.45%, the PM2.5 concentration by 21.98%, and the quantity of fuel in private cars by 33.42% by 2035, while improving the air quality by approximately 144.79%. Therefore, this article provides a theoretical basis for optimizing driving-restriction policies and achieving the carbon emission peak target.

Effect of urban traffic-restriction policy on improving air quality based on system dynamics and a non-homogeneous discrete grey model

With the acceleration of urbanization, traffic congestion and vehicle exhaust pollution are becoming increasingly serious problems. Focusing on the problem of urban pollution from vehicle exhaust, this study used system dynamics to establish an urban congestion mitigation and emission-reduction management model. Specifically, a nonlinear function that integrates system dynamics and a non-homogeneous discrete grey model (SD-NDGM) was used to construct an algorithm, which improved the accuracy of the model. Thereafter, the mid- and long-term effects of the restriction policy were explored. The main findings from dynamic model simulations were as follows: All types of restrictions alleviated traffic congestion to varying degrees, but "odd and even" restrictions had more obvious effects, with an average annual reduction rate of 43.53% in the number of motor vehicle trips. The driving-restriction policy had a time effect, significantly reducing the number of vehicle trips in the short term. However, it could have negative effects in the long term (e.g., agglomeration effect, emission-reduction paradox), and it does not fundamentally solve traffic and environmental problems. Thus, it could only be used as a phased policy, not a long-term measure. The purchase-restriction policy controlled excessive increases in the number of private cars, but it had little effect in terms of solving environmental problems. Compared with a single policy, the combination of public-transport development and driving-restriction policy not only reduced traffic congestion, air pollution, and air quality health indexes by 29.13%, 52.63%, and 54.63%, respectively, but also improved environmental carrying capacity by 294.26%. A combined approach can therefore be said to have certain benefits for society, health, and the environment.

SUPPLEMENTARY INFORMATION

The online version contains supplementary material available at 10.1007/s10098-022-02319-9.