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Particulate black carbon (BC) affects global warming by absorbing the solar radiation, by affecting cloud formation, and by decreasing ground albedo when deposited to snow or ice. BC has also a wide variety of adverse effects on human population health. In this article we reviewed the BC emission factors (EFs) of major anthropogenic sources, i.e. traffic (incl. marine and aviation), residential combustion, and energy production. We included BC EFs measured directly from individual sources and EFs derived from ambient measurements. Each source category was divided into sub-categories to find and demonstrate systematical trends, such as the potential influence of fuel, combustion technologies, and exhaust/flue gas cleaning systems on BC EFs. Our review highlights the importance of society level emission regulation in BC emission mitigation; a clear BC emission reduction was observed in ambient studies for road traffic as well as in direct emission measurements of diesel-powered individual vehicles. However, the BC emissions of gasoline vehicles were observed to be higher for vehicles with direct fuel injection techniques (gasoline direct injection) than for vehicles with port-fueled injection, indicating potentially negative trend in gasoline vehicle fleet BC EFs. In the case of shipping, a relatively clear correlation was seen between the engine size and BC EFs so that the fuel specific BC EFs of the largest engines were the lowest. Regarding the BC EFs from residential combustion, we observed large variation in EFs, indicating that fuel type and quality as well as combustion appliances significantly influence BC EFs. The largest data gaps were in EFs of large-scale energy production which can be seen crucial for estimating global radiative forcing potential of anthropogenic BC emissions. In addition, much more research is needed to improve global coverage of BC EFs. Furthermore, the use of existing data is complicated by different EF calculation methods, different units used in reporting and by variation of results due to different experimental setups and BC measurement methods. In general, the conducted review of BC EFs is seen to significantly improve the accuracy of future emission inventories and the evaluations of the climate, air quality, and health impacts of anthropogenic BC emissions.

Aims/hypothesisWe studied for the first time the long-term effects of a combined physical activity and dietary intervention on insulin resistance and fasting plasma glucose in a general population of predominantly normal-weight children.MethodsWe carried out a 2 year non-randomised controlled trial in a population sample of 504 children aged 6–9 years at baseline. The children were allocated to a combined physical activity and dietary intervention group (306 children at baseline, 261 children at 2-year follow-up) or a control group (198 children, 177 children) without blinding. We measured fasting insulin and fasting glucose, calculated HOMA-IR, assessed physical activity and sedentary time by combined heart rate and body movement monitoring, assessed dietary factors by a 4 day food record, used the Finnish Children Healthy Eating Index (FCHEI) as a measure of overall diet quality, and measured body fat percentage (BF%) and lean body mass by dual-energy x-ray absorptiometry. The intervention effects on insulin, glucose and HOMA-IR were analysed using the intention-to-treat principle and linear mixed-effects models after adjustment for sex, age at baseline, and pubertal status at baseline and 2 year follow-up. The measures of physical activity, sedentary time, diet and body composition at baseline and 2 year follow-up were entered one-by-one as covariates into the models to study whether changes in these variables might partly explain the observed intervention effects.ResultsCompared with the control group, fasting insulin increased 4.65 pmol/l less (absolute change +8.96 vs +13.61 pmol/l) and HOMA-IR increased 0.18 units less (+0.31 vs +0.49 units) over 2 years in the combined physical activity and dietary intervention group. The intervention effects on fasting insulin (regression coefficient β for intervention effect −0.33 [95% CI −0.62, −0.04], p = 0.026) and HOMA-IR (β for intervention effect −0.084 [95% CI −0.156, −0.012], p = 0.023) were statistically significant after adjustment for sex, age at baseline, and pubertal status at baseline and 2 year follow-up. The intervention had no effect on fasting glucose, BF% or lean body mass. Changes in total physical activity energy expenditure, light physical activity, moderate-to-vigorous physical activity, total sedentary time, the reported consumption of high-fat (≥60%) vegetable oil-based spreads, and FCHEI, but not a change in BF% or lean body mass, partly explained the intervention effects on fasting insulin and HOMA-IR.Conclusions/interpretationThe combined physical activity and dietary intervention attenuated the increase in insulin resistance over 2 years in a general population of predominantly normal-weight children. This beneficial effect was partly mediated by changes in physical activity, sedentary time and diet but not changes in body composition.Trial registrationClinicalTrials.gov NCT01803776

Fuel-operated auxiliary heaters (AHs) can be notable sources of particle emissions from vehicles. The emissions of AHs are unregulated, and the number of devices is high; therefore, they make considerable contributions to local air quality, and even the global emissions budget. Experiments for studying the emissions were performed in Finland for a total of eight selected vehicles with Original Equipment Manufacturer (OEM) AHs installed, including both diesel- and gasoline-operated heaters. We present the numerical results of particle emissions and compare the particle concentrations in the AH exhaust to values found in the tailpipe exhaust of the same vehicle. Our results show that the emissions from auxiliary heaters are typically several orders of magnitude higher than of a car exhaust when idling. This raises the question of whether the use of heaters is justified based on the goal to reduce total emissions from vehicle use; furthermore, whether fuel-operated heaters should also be applied in electric vehicles for cabin heating. More research will be needed to characterize the emissions more thoroughly to understand the air quality and climate effects from AHs, and to provide further recommendations on the use of these heaters.

Nanoparticles are a topic of interest because of their effects on human health and the climate, but the current options for evaluating their chemical composition—one of the key properties that determine the mechanisms of these effects—remain very limited and often require long collection times. For example, the Soot Particle Aerosol Mass Spectrometer (SP-AMS) is an instrument that measures the chemical properties of particles in real time, but sampling loss fixes its lower particle size limit at 50 nm, thus excluding nanoparticles. Hence, we developed the Soot Particle Agglomeration Inlet (SPAI), an addition to the SP-AMS that enables it to detect and analyze nanoparticles by attaching them to the surfaces of artificially generated soot particles. We characterized and optimized the soot generation and the soot–nanoparticle agglomeration via laboratory testing and then assessed the SPAI’s performance using silver nanoparticles as the test aerosol. The SPAI increased the SP-AMS’s capability to detect the silver nanoparticles by 35 times, demonstrating its potential in resolving issues related to analyzing the chemical composition of nanoparticles, either as an enhancement of the SP-AMS or as an addition to other sample pretreatment systems.

The immersion freezing ability of soot particles has in previous studies been reported in the range of low/insignificant to very high. The aims of this study were to: (i) perform detailed physico-chemical characterisation of freshly produced soot particles with very different properties, (ii) investigate the immersion freezing ability of the same particles, and (iii) investigate the potential links between physico-chemical particle properties and ice-activity. A miniCAST soot generator was used to produce eight different soot samples representing a wide range of physico-chemical properties. A continuous flow diffusion chamber was used to study each sample online in immersion mode over the temperature (T) range from −41 to −32 °C, at a supersaturation of about 10% with respect to liquid water. All samples exhibited low to no heterogeneous immersion freezing. The most active sample reached ice-activated fractions (AF) of 10−3 and 10−4 at temperatures of 1.7 and 1.9 K , respectively, above the homogeneous freezing temperature. The samples were characterized online with respect to a wide range of physico-chemical properties including effective particle density, optical properties, particle surface oxidation and soot maturity. We did observe indications of increasing immersion freezing ice-activity with increasing effective particle density and increasing particulate PAH fraction. Hence, those properties, or other properties co-varying with those, could potentially enhance the immersion freezing ice-activity of the studied soot particle types. However, we found no significant correlation between the physico-chemical properties and the observed ice-nucleating ability when the particle ensemble was extended to include previously published results including more ice-active biomass combustion soot particles. We conclude that it does not appear possible in general and in any straightforward way to link observed soot particle physico-chemical properties to the ice-nucleating ability using the online instrumentation included in this study. Furthermore, our observations support that freshly produced soot particles with a wide range of physico-chemical properties have low to insignificant immersion freezing ice-nucleating ability.

Black carbon (BC) emissions intensify global warming and are linked to adverse health effects. The International Maritime Organization (IMO) considers the impact of BC emissions from international shipping. A prerequisite for the anticipated limits to BC emissions from marine engines is a reliable measurement method. The three candidate methods (photoacoustic spectroscopy (PAS), laser-induced incandescence (LII), and filter smoke number (FSN)) selected by the IMO were evaluated with extensive ship exhaust matrices obtained by different fuels, engines, and emission control devices. A few instruments targeted for atmospheric measurements were included as well. The BC concentrations were close to each other with the smoke meters (AVL 415S and 415SE), PAS (AVL MSS), LII (Artium-300), MAAP 5012, aethalometers (Magee AE-33 and AE-42), and EC (TOA). In most cases, the standard deviation between instruments was in the range of 5–15% at BC concentrations below 30 mg Sm−3. Some differences in the BC concentrations measured with these instruments were potentially related to the ratio of light-absorbing compounds to sulphates or to particle sizes and morphologies. In addition, calibrations, sampling, and correction of thermophoretic loss of BC explained differences in the BC results. However, overall differences in the BC results obtained with three candidate methods selected by the IMO were low despite challenging exhaust compositions from marine diesel engines. Findings will inform decision making on BC emission control from marine engines.

In densely populated areas, traffic is a significant source of atmospheric aerosol particles. Owing to their small size and complicated chemical and physical characteristics, atmospheric particles resulting from traffic emissions pose a significant risk to human health and also contribute to anthropogenic forcing of climate. Previous research has established that vehicles directly emit primary aerosol particles and also contribute to secondary aerosol particle formation by emitting aerosol precursors. Here, we extend the urban atmospheric aerosol characterization to cover nanocluster aerosol (NCA) particles and show that a major fraction of particles emitted by road transportation are in a previously unmeasured size range of 1.3–3.0 nm. For instance, in a semiurban roadside environment, the NCA represented 20–54% of the total particle concentration in ambient air. The observed NCA concentrations varied significantly depending on the traffic rate and wind direction. The emission factors of NCA for traffic were 2.4·1015 (kgfuel)−1 in a roadside environment, 2.6·1015 (kgfuel)−1 in a street canyon, and 2.9·1015 (kgfuel)−1 in an on-road study throughout Europe. Interestingly, these emissions were not associated with all vehicles. In engine laboratory experiments, the emission factor of exhaust NCA varied from a relatively low value of 1.6·1012 (kgfuel)−1 to a high value of 4.3·1015 (kgfuel)−1. These NCA emissions directly affect particle concentrations and human exposure to nanosized aerosol in urban areas, and potentially may act as nanosized condensation nuclei for the condensation of atmospheric low-volatile organic compounds.

An aerosol gas exchange system (AGES) for nanoparticle sampling at elevated temperatures was developed, modeled, and further characterized with laboratory tests with respect to gas exchange efficiency and particle losses. The model describing the gas exchange was first verified with oxygen and later studied with several inert gases having molecular masses between 18 and 135 u. The exchange rate of the lightest compounds exceeds 90% efficiency at the flow rates used. In order to reach similarly high removal efficiencies for larger molecules, the residence time in the AGES has to be increased. The removal of sticky gases was studied with gaseous sulfuric acid. Results agreed with the model where the boundary condition is zero concentration on the wall. The AGES exhibits very limited particle losses (<5%) for mono-disperse 6 nm particles. Furthermore, diffusional losses for particles down to 1.2 nm were measured utilizing polydisperse aerosol. The experimental findings are in good agreement with the model derived. As both, gas exchange rate and particle losses, rely on the physical effect of diffusion, an optimization for enhanced gas exchange efficiency will come at the cost of increased diffusional particle losses. The presented model can be used as a tool to redesign and optimize the AGES for a desired application. With an application targeted design, particle dilution can be avoided, which can lead to improved results in many fields of aerosol measurement.

Vehicle chase measurements used for studying real-world emissions apply various methods for calculating emission factors. Currently available methods are typically based on the dilution of emitted carbon dioxide (CO2) and the assumption that other emitted pollutants dilute similarly. A problem with the current methods arises when the studied vehicle is not producing CO2, e.g. during engine-motoring events, such as on downhill sections. This problem is also encountered when studying non-exhaust particulate emissions, e.g. from electric vehicles. In this study, we compare multiple methods previously applied for determining the dilution ratios. Additionally, we present a method applying multivariate adaptive regression splines and a new method called near-wake dilution. We show that emission factors for particulate emissions calculated with both methods are in line with the current methods for vehicles producing CO2. In downhill sections, the new methods were more robust to low CO2 concentrations than some of the current methods. The methods introduced in this study can hence be applied in chase measurements with changing driving conditions and be possibly extended to estimate non-exhaust emissions in the future.

Changes in vehicle emission reduction technologies significantly affect traffic-related emissions in urban areas. In many densely populated areas the amount of traffic is increasing, keeping the emission level high or even increasing. To understand the health effects of traffic-related emissions, both primary (direct) particulate emission and secondary particle formation (from gaseous precursors in the exhaust emissions) need to be characterized. In this study, we used a comprehensive set of measurements to characterize both primary and secondary particulate emissions of a Euro 5 level gasoline passenger car. Our aerosol particle study covers the whole process chain in emission formation, from the tailpipe to the atmosphere, and also takes into account differences in driving patterns. We observed that, in mass terms, the amount of secondary particles was 13 times higher than the amount of primary particles. The formation, composition, number and mass of secondary particles was significantly affected by driving patterns and engine conditions. The highest gaseous and particulate emissions were observed at the beginning of the test cycle when the performance of the engine and the catalyst was below optimal. The key parameter for secondary particle formation was the amount of gaseous hydrocarbons in primary emissions; however, also the primary particle population had an influence.