Understanding the differences in the approaches used to assess household air pollution (HAP) is crucial for evaluating HAP-related health effects and interpreting the effectiveness of stove-fuel interventions. Our review aims to understand how exposure to HAP from solid fuels was measured in epidemiological studies in children under five. We conducted a search of PubMed, EMBASE, Cochrane Central Register of Controlled Trials, Global Health Library, Web of Science, and CINAHL to identify English-language research articles published between January 1, 2000 and April 30, 2022. Two researchers applied the inclusion and exclusion criteria independently. Study region, type of measurement, study design, health outcomes, and other key characteristics were extracted from each article and analyzed descriptively. Our search strategy yielded 2229 records, of which 185 articles were included. A large proportion was published between 2018 and 2022 (42.1%), applied a cross-sectional study design (47.6%), and took place in low- or lower middle-income countries. Most studies (130/185, 70.3%) assessed HAP using questionnaires/interviews, most frequently posing questions on cooking fuel type, followed by household ventilation and cooking location. Cooking frequency/duration and children's location while cooking was less commonly considered. About 28.6% (53/185) used monitors, but the application of personal portable samplers was limited (particulate matter [PM]: 12/40, 30.0%; carbon monoxide [CO]: 13/34, 38.2%). Few studies used biomarkers or modeling approaches to estimate HAP exposure among children under five. More studies that report household and behavioral characteristics and children's location while cooking, apply personal exposure samplers, and perform biomarker analysis are needed to advance our understandings of HAP exposure among infants and young children, who are particularly susceptible to HAP-related health effects.

Stable nitrogen isotope (δ¹⁵N) technology has often been used as a powerful tool to separate nitrogen oxides (NOₓ) produced by residential combustion (i.e., biomass burning and coal combustion) from other sources. However, the insufficient measurement of δ¹⁵N-NOₓ fingerprints of these emissions limits its application, especially in North China where residential emissions are significant. This study conducted combustion experiments to determine the δ¹⁵N-NOₓ of typical residential fuels in North China, including ten biomass fuels and five types of coal. The results showed that the δ¹⁵N of biomass varied between −6.9‰ and 2.3‰, which was lower than the δ¹⁵N of residential coal (−0.2‰–4.6‰). After combustion, the δ¹⁵N of biomass residues increased greatly, while that of coal residues showed no significant upward trend (p > 0.05). The δ¹⁵N-NOₓ produced by biomass burning ranged from −5.6‰ to 3.2‰ (−0.4‰ ± 2.4‰), showing a significant linear relation with δ¹⁵N-biomass. Comparatively, the δ¹⁵N-NOₓ derived from residential coal combustion was much higher (16.1‰ ± 3.3‰), ranging from 11.7‰ to 19.7‰. It was not well correlated with δ¹⁵N-coal, and only slightly lower than the estimated δ¹⁵N-NOₓ of industrial coal combustion (17.9‰, p > 0.05). These observations indicate that the δ¹⁵N-NOₓ of residential coal combustion is a result of the mixture of thermal- and fuel-released NOₓ. Based on the isotopic characteristics observed in this study, we analyzed the reported δ¹⁵N-NOₓ, and provided more statistically robust δ¹⁵N-NOₓ distributions for biomass burning (1.3‰ ± 4.3‰; n = 101) and coal combustion (17.9‰ ± 3.1‰; n = 26), which could provide guidance for scientific studies aiming to quantify the origin of NOₓ in North China and in other regions.

Road transport is the main anthropogenic source of NOx in Europe, affecting human health and ecosystems. Thus, mitigation policies have been implemented to reduce on-road vehicle emissions, particularly through the Euro standard limits. To evaluate the effectiveness of these policies, we calculated NO₂ and NOx concentration trends using air quality and meteorological measurements conducted in three European cities over 26 years. These data were also employed to estimate the trends in NOx emission factors (EFNOₓ, based on inverse dispersion modeling) and NO₂:NOx emission ratios for the vehicle fleets under real-world driving conditions. In the period 1998–2017, Copenhagen and Stockholm showed large reductions in both the urban background NOx concentrations (−2.1 and −2.6% yr⁻¹, respectively) and EFNOₓ at curbside sites (68 and 43%, respectively), proving the success of the Euro standards in diminishing NOx emissions. London presented a modest decrease in urban background NOx concentrations (−1.3% yr⁻¹), while EFNOₓ remained rather constant at the curbside site (Marylebone Road) due to the increase in public bus traffic. NO₂ primary emissions —that are not regulated— increased until 2008–2010, which also reflected in the ambient concentrations. This increase was associated with a strong dieselization process and the introduction of new after-treatment technologies that targeted the emission reduction of other species (e.g., greenhouse gases or particulate matter). Thus, while regulations on ambient concentrations of specific species have positive effects on human health, the overall outcomes should be considered before widely adopting them. Emission inventories for the on-road transportation sector should include EFNOₓ derived from real-world measurements, particularly in urban settings.

Monitoring of surface ozone (O₃) and Nitrogen Oxides (NOx) are vital for understanding the variation and exposure impact of these trace gases over the habitat. The present study analyses the in situ observations of surface O₃ and NOx for January–December 2016, for the first time over three sites of North-Eastern India (Aizwal, Gauhati and Tezpur). The sites are major cities of north-eastern India, located in the foothills of Eastern Himalaya and have no industrial impacts. We have analysed the seasonal variation of O₃ and NOx and found that the site Tezpur, which is in the valley area of Eastern Himalaya, is experiencing higher values of pollutants persisting for a long time compared to the other two stations. The correlation of surface O₃ with the air temperature at all three sites suggested that all the O₃ may not be locally produced, but has the contribution of transported pollution reaching to stations. The study also attempts to discover the existing variability in the surface O₃ and NOx over the study area by employing continuous wavelet analysis.

Adverse effect studies of gasoline exhaust are scarce, even though gasoline direct injection (GDI) vehicles can emit a high number of particles.The aim of this study was to conduct an in vitro hazard assessment of different GDI exhausts using two different cell culture models mimicking the human airway. In addition to gasoline particle filters (GPF), the effects of two lubrication oils with low and high ash content were assessed, since it is known that oils are important contributors to exhaust emissions.Complete exhausts from two gasoline driven cars (GDI1 and GDI2) were applied for 6 h (acute exposure) to a multi-cellular human lung model (16HBE14o-cell line, macrophages, and dendritic cells) and a primary human airway model (MucilAir™). GDI1 vehicle was driven unfiltered and filtered with an uncoated and a coated GPF. GDI2 vehicle was driven under four settings with different fuels: normal unleaded gasoline, 2% high and low ash oil in gasoline, and 2% high ash oil in gasoline with a GPF. GDI1 unfiltered was also used for a repeated exposure (3 times 6 h) to assess possible adverse effects.After 6 h exposure, no genes or proteins for oxidative stress or pro-inflammation were upregulated compared to the filtered air control in both cell systems, neither in GDI1 with GPFs nor in GDI2 with the different fuels. However, the repeated exposure led to a significant increase in HMOX1 and TNFa gene expression in the multi-cellular model, showing the responsiveness of the system towards gasoline engine exhaust upon prolonged exposure.The reduction of particles by GPFs is significant and no adverse effects were observed in vitro during a short-term exposure. On the other hand, more data comparing different lubrication oils and their possible adverse effects are needed. Future experiments also should, as shown here, focus on repeated exposures.

The unintended influence of exhaust plumes emitted from a vehicle ahead to on-road air quality surveying data measured with a mobile laboratory (ML) at 20–40 km h−1 in dense traffic areas was investigated by experiment and life-sized computational fluidic dynamics (CFD) simulation. The ML equipped with variable sampling inlets of five columns by four rows was used to measure the spatial distribution of CO2 and NOx concentrations when following 5–20 m behind a sport utility vehicle (SUV) as an emitter vehicle equipped with a portable emission monitoring system (PEMS). The PEMS measured exhaust gases at the tailpipe for input data of the CFD simulations. After the CFD method was verified with experimental results of the SUV, dispersion of exhaust plumes emitted from a bus and a sedan was numerically analyzed.More dilution of the exhaust plume was observed at higher vehicle speeds, probably because of eddy diffusion that was proportional to turbulent kinetic energy and vehicle speed. The CO2 and NOx concentrations behind the emitter vehicle showed less overestimation as both the distance between the two vehicles and their background concentrations increased. If the height of the ML inlet is lower than 2 m and the ML travels within 20 m behind a SUV and a sedan ahead at 20 km h−1, the overestimation should be considered by as much as 200 ppb in NOx and 80 ppm in CO2. Following a bus should be avoided if possible, because effect of exhaust plumes from a bus ahead could not be negligible even when the distance between the bus and the ML with the inlet height of 2 m, was more than 40 m. Recommendations are provided to avoid the unintended influence of exhaust plumes from vehicles ahead of the ML during on-road measurement in urban dense traffic conditions.

The challenge to mitigate real-world emissions from vehicles calls for powerful in-use compliance supervision. The remote on-board diagnostic (OBD) approach, with wireless data communications, is one of the promising next-generation monitoring methods. We collected second-by-second profiles of carbon dioxide (CO2) and nitrogen oxides (NOX) emissions, driving conditions and engine performance for three conventional diesel and three hybrid diesel buses participating in a remote OBD pilot program in Nanjing, China. Our results showed that the average CO2 emissions for conventional diesel and hybrid diesel buses were 816 ± 83 g km−1 and 627 ± 54 g km−1, respectively, under a typical driving pattern. An operating mode binning analysis indicated that CO2 emissions reduction by series-parallel hybrid technology was largely because of the significant benefits of the technology under the modes of low speed and low power demand. However, significantly higher CO2 emissions were observed for conventional diesel buses during rush hours, higher than 1200 g km−1. The OBD data suggested no improvement in NOX emission reduction for hybrid buses compared with conventional buses; both were approximately 12 g km−1 because of poor performance of the selective catalyst reduction (SCR) systems in the real world. Speed-dependent functions for real-world CO2 and NOX emissions were also constructed. The CO2 emissions of hybrid buses were much less sensitive to the average speed than conventional buses. If the average speed decreased from 20 km h−1 to 10 km h−1, the estimated CO2 emission factor for conventional buses would be increased by 34%. Such a change in speed would increase NOX emissions for conventional and hybrid buses by 38% and 56%, respectively. This paper demonstrates the useful features of the remote OBD system and can inform policy makers how to take advantage of these features in monitoring in-use vehicles.

Traffic-related air pollutants are major contributors to deteriorating urban air quality and pose a serious threat to pedestrians. From both a scientific and a regulatory standpoint, it is important and challenging to understand the contributions of local and non-local sources to accurately apportion specific sources such as traffic emissions contribution to on-road and near-road microenvironment air quality. In this study, we deployed mobile sensors on-board buses to monitor NO, NO₂, CO and PM₂.₅ along ten important routes in Hong Kong. The measurements include two seasons: April 2017 and July 2017. Two types of baseline extraction methods were evaluated and applied to separate local and background concentrations. The results show NO and NO₂ are locally dominated air pollutants in spring, constituting 72%–84% and 58%–71%, respectively, with large inter-road variation. PM₂.₅ and CO largely arise from background sources, which contribute 55%–65% and 73%–79% respectively. PM₂.₅ displays a homogeneous spatial pattern, and the contributions show seasonal change, decreasing during summer. Regional transport pollution is the primary contributor during high pollution episodes. Isolated vehicle plumes show highly skewed concentration distributions. There are characteristic polluted segments on routes and they are most evident at rush hours. The most polluted road segments (top 10%) cluster at tunnel entrances and congested points. Some of these polluted locations were observed in Hong Kong's Low Emission Zones and suggest limitations to the existing control strategies, which only address larger buses. Our work gives new insights in the importance of regional cooperation to improve background air pollution combined with local control strategies to improve roadside air quality in Hong Kong.

The level of di-(2-ethylhexyl) phthalate (DEHP) is elevated in chronic kidney disease patients undergoing dialysis. However, statins are unable to reduce the cardiovascular events in chronic dialysis patients. In this study, we investigated the effects of DEHP on statin-conferred pleiotropic effects and the underlying molecular mechanism in peritoneal dialysis (PD) patients and endothelial cells (ECs). In PD patients with serum DEHP level ≥0.0687 μg/mL, statin treatment was not associated with lower risk of cardiovascular disease. In ECs, exposure to DEHP abrogated the simvastatin-induced NO bioavailability and EC-related functions. Additionally, DEHP abolished the anti-inflammatory effect of simvastatin on the tumor necrosis factor α-induced upregulation of adhesion molecules and monocyte adhesion to ECs. Mechanistically, DEHP blunted the activation of transient receptor potential vanilloid type 1 (TRPV1), which is required for NO production by simvastatin in ECs. Notably, DEHP increased the activity and expression of protein phosphatase 2B (PP2B), a negative regulator of TRPV1 activity. The effect of DEHP on PP2B activation was mediated by the activation of the NADPH oxidase/reactive oxygen species (NOX−ROS) pathway. Inhibition of PP2B activity by pharmacological antagonists prevented the inhibitory effects of DEHP on simvastatin-induced Ca²⁺ influx, NO bioavailability, and EC migration, proliferation, tube formation, and anti-inflammatory action. Collectively, DEHP activates the NOX−ROS−PP2B pathway, which in turns inhibits TRPV1/Ca²⁺-dependent signaling and abrogates the statin-conferred pleiotropic protection in ECs.

There is currently great interest in replacing fossil-oil with renewable fuels in energy production. Fast pyrolysis bio-oil (FPBO) made of lignocellulosic biomass is one such alternative to replace fossil oil, such as heavy fuel oil (HFO), in energy boilers. However, it is not known how this fuel change will alter the quantity and quality of emissions affecting human health. In this work, particulate emissions from a real-scale commercially operated FPBO boiler plant are characterized, including extensive physico-chemical and toxicological analyses. These are then compared to emission characteristics of heavy fuel-oil and wood fired boilers. Finally, the effects of the fuel choice on the emissions, their potential health effects and the requirements for flue gas cleaning in small-to medium-sized boiler units are discussed.The total suspended particulate matter and fine particulate matter (PM₁) concentrations in FPBO boiler flue gases before filtration were higher than in HFO boilers and lower or on a level similar to wood-fired grate boilers. FPBO particles consisted mainly of ash species and contained less polycyclic aromatic hydrocarbons (PAH) and heavy metals than had previously been measured from HFO combustion. This feature was clearly reflected in the toxicological properties of FPBO particle emissions, which showed less acute toxicity effects on the cell line than HFO combustion particles. The electrostatic precipitator used in the boiler plant efficiently removed flue gas particles of all sizes. Only minor differences in the toxicological properties of particles upstream and downstream of the electrostatic precipitator were observed, when the same particulate mass from both situations was given to the cells.