Solid fuels, an important source of severe Household Air Pollution (HAP) linked to many adverse health outcomes, has been widely consumed around the world. China consumes large amounts of solid fuels and suffers from serious indoor and outdoor air pollution. Though global HAP issues had been reviewed in previous literatures, peer-reviewed Chinese publications were seldom included in those reviews. We conducted a literature review on the studies of HAP and personal exposure in rural China with inputs from peer-reviewed publications in both English and Chinese. A total of 36,572 articles were retrieved, 294 were read in full text, of which 92 were included in final data extraction and in-depth analysis. Although HAP is a very serious issue in China, studies on either HAP or personal exposure assessment were very limited. From existing studies, levels of air pollutants including carbon monoxide, sulfur dioxide, particulate matter (PM), organic carbon, elemental carbon, polycyclic aromatic hydrocarbons (PAHs), etc., in indoor and ambient air were analyzed for their temporal and spatial variations, and the differences across different fuel types were compared. The studies showed that PM and PAHs levels in most rural homes exceeded the World Health Organization (WHO) and Chinese National Standards, especially during the heating season in northern China. Replacing traditional fuels with cleaner ones (such as liquid petroleum gas (LPG), biogas or electricity) was considered as the most appropriate way to mitigate HAP. The daily exposure to PM and PAHs from using LPG, biogas or electricity was considerably lower than that from using traditional solid fuels. However, the level was still higher than the guideline values for PM and PAHs set by WHO to protect human health. To achieve a more effective control, the current data gap need to be closed and suggestions for future research were discussed in this review.

In recent years, air pollution events have occurred frequently in China during the winter. Most studies have focused on the physical and chemical composition of polluted air. Some studies have examined the bacterial bioaerosols both indoors and outdoors. But few studies have focused on the relationship between air pollution and bacteria, especially pathogenic bacteria. Airborne PM samples with different diameters and different air quality index values were collected in Hangzhou, China from December 2014 to January 2015. High-throughput sequencing of 16S rRNA was used to categorize the airborne bacteria. Based on the NCBI database, the “Human Pathogen Database” was established, which is related to human health. Among all the PM samples, the diversity and concentration of total bacteria were lowest in the moderately or heavily polluted air. However, in the PM2.5 and PM10 samples, the relative abundances of pathogenic bacteria were highest in the heavily and moderately polluted air respectively. Considering the PM samples with different particle sizes, the diversities of total bacteria and the proportion of pathogenic bacteria in the PM10 samples were different from those in the PM2.5 and TSP samples. The composition of PM samples with different sizes range may be responsible for the variances. The relative humidity, carbon monoxide and ozone concentrations were the main factors, which affected the diversity of total bacteria and the proportion of pathogenic bacteria. Among the different environmental samples, the compositions of the total bacteria were very similar in all the airborne PM samples, but different from those in the water, surface soil, and ground dust samples. Which may be attributed to that the long-distance transport of the airflow may influence the composition of the airborne bacteria. This study of the pathogenic bacteria in airborne PM samples can provide a reference for environmental and public health researchers.

Maternal exposure to ambient air pollution has been related to oral clefts in offspring; however, the epidemiologic evidence is equivocal. Especially, the association between high levels of exposure to ambient air pollution during pregnancy and oral clefts remains unclear. The objective of this study was to evaluate whether high levels of maternal exposure to PM2.5, PM10, O3, CO and SO2 are related to increased risk of oral clefts in Wuhan, China. A population-based study was conducted using cohort of 105,927 live-born infants, fetal deaths, and stillbirths during a two-year period from 2011 to 2013. For each participant, weekly and monthly averages of daily mean concentrations for each pollutant were estimated. Multiple logistic regression analyses were constructed to quantify the adjusted odds ratios (aORs) for the relationship between each air pollutant and oral clefts while controlling for key covariates. Using monthly averages, a cleft lip with or without cleft palate (CLP) was associated with PM2.5 (aORs 2nd month = 1.34, CI:1.19–1.49; aORs 3rd month=1.14, CI:1.02–1.28), PM10 (aORs 2nd month = 1.11, CI:1.00–1.23) and CO (aORs 2nd month = 1.31, CI:1.14–1.51; aORs 3rd month = 1.17, CI:1.03–1.33). A cleft palate only (CPO) was associated with PM2.5 (aORs 2nd month = 1.24, CI: 1.03–1.48), and O3 (aORs 2nd month = 1.21, CI: 1.03–1.42; aORs 3rd month = 1.18, CI: 1.02–1.37). Our findings reveal an association between air pollutants exposure and the risk of oral clefts. Future studies are needed to confirm these associations, and clarify the causality related to specific pollutants during the most relevant vulnerable exposure time windows for oral clefts during pregnancy.

Emissions from the transportation sector are rapidly changing worldwide; however, the interplay of such emission changes in the face of climate change are not as well understood. This two-part study examines the impact of projected emissions from the U.S. transportation sector (Part I) on ambient air quality in the face of climate change (Part II). In Part I of this study, we describe the methodology and results of a novel Technology Driver Model (see graphical abstract) that includes 1) transportation emission projections (including on-road vehicles, non-road engines, aircraft, rail, and ship) derived from a dynamic technology model that accounts for various technology and policy options under an IPCC emission scenario, and 2) the configuration/evaluation of a dynamically downscaled Weather Research and Forecasting/Community Multiscale Air Quality modeling system.By 2046–2050, the annual domain-average transportation emissions of carbon monoxide (CO), nitrogen oxides (NOx), volatile organic compounds (VOCs), ammonia (NH3), and sulfur dioxide (SO2) are projected to decrease over the continental U.S. The decreases in gaseous emissions are mainly due to reduced emissions from on-road vehicles and non-road engines, which exhibit spatial and seasonal variations across the U.S. Although particulate matter (PM) emissions widely decrease, some areas in the U.S. experience relatively large increases due to increases in ship emissions. The on-road vehicle emissions dominate the emission changes for CO, NOx, VOC, and NH3, while emissions from both the on-road and non-road modes have strong contributions to PM and SO2 emission changes. The evaluation of the baseline 2005 WRF simulation indicates that annual biases are close to or within the acceptable criteria for meteorological performance in the literature, and there is an overall good agreement in the 2005 CMAQ simulations of chemical variables against both surface and satellite observations.

In Part II of this work we present the results of the downscaled offline Weather Research and Forecasting/Community Multiscale Air Quality (WRF/CMAQ) model, included in the “Technology Driver Model” (TDM) approach to future U.S. air quality projections (2046–2050) compared to a current-year period (2001–2005), and the interplay between future emission and climate changes. By 2046–2050, there are widespread decreases in future concentrations of carbon monoxide (CO), nitrogen oxides (NOx = NO + NO2), volatile organic compounds (VOCs), ammonia (NH3), sulfur dioxide (SO2), and particulate matter with an aerodynamic diameter ≤ 2.5 μm (PM2.5) due mainly to decreasing on-road vehicle (ORV) emissions near urban centers as well as decreases in other transportation modes that include non-road engines (NRE). However, there are widespread increases in daily maximum 8-hr ozone (O3) across the U.S., which are due to enhanced greenhouse gases (GHG) including methane (CH4) and carbon dioxide (CO2) under the Intergovernmental Panel on Climate Change (IPCC) A1B scenario, and isolated areas of larger reduction in transportation emissions of NOx compared to that of VOCs over regions with VOC-limited O3 chemistry. Other notable future changes are reduced haze and improved visibility, increased primary organic to elemental carbon ratio, decreases in PM2.5 and its species, decreases and increases in dry deposition of SO2 and O3, respectively, and decreases in total nitrogen (TN) deposition. There is a tendency for transportation emission and CH4 changes to dominate the increases in O3, while climate change may either enhance or mitigate these increases in the west or east U.S., respectively. Climate change also decreases PM2.5 in the future. Other variable changes exhibit stronger susceptibility to either emission (e.g., CO, NOx, and TN deposition) or climate changes (e.g., VOC, NH3, SO2, and total sulfate deposition), which also have a strong dependence on season and specific U.S. regions.

In this study, the effects of descent flight path angle (between 1.25° and 4.25°) on aircraft gaseous emissions (carbon monoxide, total hydrocarbons and nitrogen oxides) are explored using actual flight data from aircraft flight data recording system and emissions indices from the International Civil Aviation Organization. All emissions parameters are corrected to flight conditions using Boeing Fuel Flow Method2, where the ambient air pressure, temperature and humidity data are obtained from long-term radiosonde data measured close to the arrival airport. The main findings highlight that the higher the flight path angle, the higher the emission indices of CO and HC, whereas the lower the emissions index of NOx and fuel consumption. Furthermore, during a descent, a heavier aircraft tends to emit less CO and HC, and more NOx. For a five-tonne aircraft mass increase, the average change in emissions indices are found to be −4.1% and −5.7% (CO), −5.4% and −8.2% (HC), and +1.1% and +1.6% (NOx) for high and low flight path angle groups, respectively. The average emissions indices for CO, HC and NOx during descent are calculated to be 24.5, 1.7 and 5.6 g/kg of fuel, whereas the average emissions for descending from 32,000 ft (9.7 km) and 24,000 ft (7.3 km) are calculated to be 7–8 kg (CO), ∼0.5 kg (HC) and ∼3 kg (NOx).

In the Mediterranean ecosystem, wildfires are very frequent and the predicted future with a probable increase of fires could drastically modify the vegetation scenarios. Vegetation fires are an important source of gases and primary emissions of fine carbonaceous particles in the atmosphere. In this paper, we present gaseous and particulate emissions data from the combustion of different plant tissues (needles/leaves, branches and needle/leaf litter), obtained from one conifer (Pinus halepensis) and one deciduous broadleaf tree (Quercus pubescens). Both species are commonly found throughout the Mediterranean area, often subject to wildfires. Experiments were carried out in a combustion chamber continuously sampling emissions throughout the different phases of a fire (pre-ignition, flaming and smoldering). We identified and quantified 83 volatile organic compounds including important carcinogens that can affect human health. CO and CO₂ were the main gaseous species emitted, benzene and toluene were the dominant aromatic hydrocarbons, methyl-vinyl-ketone and methyl-ethyl-ketone were the most abundant measured oxygenated volatile organic compounds. CO₂ and methane emissions peaked during the flaming phase, while the peak of CO emissions occurred during the smoldering phase. Overall, needle/leaf combustion released a greater amount of volatile organic compounds into the atmosphere than the combustion of branches and litter. There were few differences between emissions from the combustion of the two tree species, except for some compounds. The combustion of P. halepensis released a great amount of monoterpenes as α-pinene, β-pinene, p-cymene, sabinene, 3-carene, terpinolene and camphene that are not emitted from the combustion of Q. pubescens. The combustion of branches showed the longest duration of flaming and peak of temperature. Data presented appear crucial for modeling with the intent of understanding the loss of C during different phases of fire and how different typologies of biomass can affect wildfires and their speciation emissions profile.

High concentrations of the fine particles (PM₂.₅) are frequently observed during all seasons over the North China Plain (NCP) region in recent years. In NCP, the contributions of regional transports to certain area, e.g. Beijing city, are often discussed and estimated by models when considering an effective air pollution controlling strategy. In this study, we selected three sites from southwest to northeast in NCP, in which the concentrations of air pollutants displayed a multi-step decreasing trend in space. An approach based on the measurement results at these sites has been developed to calculate the relative contributions of the minimal local emission (MinLEC) and the maximum regional transport (MaxRTC) to the air pollutants (e.g., SO₂, NO₂, CO, PM₂.₅) in Beijing. The minimal influence of local emission is estimated by the difference of the air pollutants' concentrations between urban and rural areas under the assumption of a similar influence of regional transport. Therefore, it's convenient to estimate the contributions of local emission from regional transport based on the selective measurement results instead of the complex numerical model simulation. For the whole year of 2013, the averaged contributions of MinLEC (MaxRTC) for NO₂, SO₂, PM₂.₅ and CO are 61.7% (30.7%), 46.6% (48%), 52.1% (40.2%) and 35.8% (45.5%), respectively. The diurnal variation of MaxRTC for SO₂, PM₂.₅ and CO shows an increased pattern during the afternoon and reached a peak (more than 50%) around 18:00, which indicates that the regional transport is the important role for the daytime air pollution in Beijing.

A two-year remote sensing measurement program was carried out in Hong Kong to obtain a large dataset of on-road diesel vehicle emissions. Analysis was performed to evaluate the effect of vehicle manufacture year (1949–2015) and engine size (0.4–20 L) on the emission rates and high-emitters. The results showed that CO emission rates of larger engine size vehicles were higher than those of small vehicles during the study period, while HC and NO were higher before manufacture year 2006 and then became similar levels between manufacture years 2006 and 2015. CO, HC and NO of all vehicles showed an unexpectedly increasing trend during 1998–2004, in particular ≥6001 cc vehicles. However, they all decreased steadily in the last decade (2005–2015), except for NO of ≥6001 cc vehicles during 2013–2015. The distributions of CO and HC emission rates were highly skewed as the dirtiest 10% vehicles emitted much higher emissions than all the other vehicles. Moreover, this skewness became more significant for larger engine size or newer vehicles. The results indicated that remote sensing technology would be very effective to screen the CO and HC high-emitters and thus control the on-road vehicle emissions, but less effective for controlling NO emissions. No clear correlation was observed between the manufacture year and percentage of high-emitters for ≤3000 cc vehicles. However, the percentage of high-emitters decreased with newer manufacture year for larger vehicles. In addition, high-emitters of different pollutants were relatively independent, in particular NO emissions, indicating that high-emitter screening criteria should be defined on a CO-or-HC-or-NO basis, rather than a CO-and-HC-and-NO basis.

Environmental pollution, local climatic conditions and their association with the prevalence and exacerbation of asthma are topics of intense current medical investigation.Air pollution in the area of Vladivostock was estimated both by the index of emission volumes of "air gaseous components" (nitrogen oxide and nitrogen dioxide, formaldehyde, hydrogen sulfide, carbon monoxide) in urban atmosphere and by mass spectrometric analysis of precipitates in snow samples. A total of 172 local asthma patients (101 controlled-asthma patients–CAP and 71 non-controlled asthma patients – nCAP) were evaluated with the use of spirometry and body plethysmography. Airway obstruction reversibility was evaluated with the use of an inhaled bronchodilator. Using discriminant analysis the association of environmental parameters with clinical indices of asthma patients is explored and thresholds of impact are established.CAP presented high sensitivity to large-size suspended air particles and to several of the studied climatic parameters. Discriminant analysis showed high values of Wilks’ lambda index (α = 0.69–0.81), which implies limited influence of environmental factors on the respiratory parameters of CAP. nCAP were more sensitive and susceptible to the majority of the environmental factors studied, including air suspended toxic metals particles (Cr, Zn and Ni). Air suspended particles showed higher tendency for pathogenicity in nCAP population than in the CAP, with a wider range of particle sizes being involved. Dust fractions ranging from 0 to 1 μm and from 50 to 100 μm were additionally implicated compared to CAP group. Considerably lowest thresholds levels of impact are calculated for nCAP.