Household and personal air pollution exposure measurements from 120 communities in eight countries: results from the PURE-AIR study.

BACKGROUND: Approximately 2·8 billion people are exposed to household air pollution from cooking with polluting fuels. Few monitoring studies have systematically measured health-damaging air pollutant (ie, fine particulate matter [PM2·5] and black carbon) concentrations from a wide range of cooking fuels across diverse populations. This multinational study aimed to assess the magnitude of kitchen concentrations and personal exposures to PM2·5 and black carbon in rural communities with a wide range of cooking environments. METHODS: As part of the Prospective Urban and Rural Epidemiological (PURE) cohort, the PURE-AIR study was done in 120 rural communities in eight countries (Bangladesh, Chile, China, Colombia, India, Pakistan, Tanzania, and Zimbabwe). Data were collected from 2541 households and from 998 individuals (442 men and 556 women). Gravimetric (or filter-based) 48 h kitchen and personal PM2·5 measurements were collected. Light absorbance (10-5m-1) of the PM2·5 filters, a proxy for black carbon concentrations, was calculated via an image-based reflectance method. Surveys of household characteristics and cooking patterns were collected before and after the 48 h monitoring period. FINDINGS: Monitoring of household air pollution for the PURE-AIR study was done from June, 2017, to September, 2019. A mean PM2·5 kitchen concentration gradient emerged across primary cooking fuels: gas (45 µg/m3 [95% CI 43-48]), electricity (53 µg/m3 [47-60]), coal (68 µg/m3 [61-77]), charcoal (92 µg/m3 [58-146]), agricultural or crop waste (106 µg/m3 [91-125]), wood (109 µg/m3 [102-118]), animal dung (224 µg/m3 [197-254]), and shrubs or grass (276 µg/m3 [223-342]). Among households cooking primarily with wood, average PM2·5 concentrations varied ten-fold (range: 40-380 µg/m3). Fuel stacking was prevalent (981 [39%] of 2541 households); using wood as a primary cooking fuel with clean secondary cooking fuels (eg, gas) was associated with 50% lower PM2·5 and black carbon concentrations than using only wood as a primary cooking fuel. Similar average PM2·5 personal exposures between women (67 µg/m3 [95% CI 62-72]) and men (62 [58-67]) were observed. Nearly equivalent average personal exposure to kitchen exposure ratios were observed for PM2·5 (0·79 [95% 0·71-0·88] for men and 0·82 [0·74-0·91] for women) and black carbon (0·64 [0·45-0·92] for men and 0·68 [0·46-1·02] for women). INTERPRETATION: Using clean primary fuels substantially lowers kitchen PM2·5 concentrations. Importantly, average kitchen and personal PM2·5 measurements for all primary fuel types exceeded WHO's Interim Target-1 (35 µg/m3 annual average), highlighting the need for comprehensive pollution mitigation strategies. FUNDING: Canadian Institutes for Health Research, National Institutes of Health.

Evaluation of solid particle number and black carbon for very low particulate matter emissions standards in light-duty vehicles.

To reliably measure at the low particulate matter (PM) levels needed to meet California's Low Emission Vehicle (LEV III) 3- and 1-mg/mile particulate matter (PM) standards, various approaches other than gravimetric measurement have been suggested for testing purposes. In this work, a feasibility study of solid particle number (SPN, d50 = 23 nm) and black carbon (BC) as alternatives to gravimetric PM mass was conducted, based on the relationship of these two metrics to gravimetric PM mass, as well as the variability of each of these metrics. More than 150 Federal Test Procedure (FTP-75) or Supplemental Federal Test Procedure (US06) tests were conducted on 46 light-duty vehicles, including port-fuel-injected and direct-injected gasoline vehicles, as well as several light-duty diesel vehicles equipped with diesel particle filters (LDD/DPF). For FTP tests, emission variability of gravimetric PM mass was found to be slightly less than that of either SPN or BC, whereas the opposite was observed for US06 tests. Emission variability of PM mass for LDD/DPF was higher than that of both SPN and BC, primarily because of higher PM mass measurement uncertainties (background and precision) near or below 0.1 mg/mile. While strong correlations were observed from both SPN and BC to PM mass, the slopes are dependent on engine technologies and driving cycles, and the proportionality between the metrics can vary over the course of the test. Replacement of the LEV III PM mass emission standard with one other measurement metric may imperil the effectiveness of emission reduction, as a correlation-based relationship may evolve over future technologies for meeting stringent greenhouse standards. IMPLICATIONS: Solid particle number and black carbon were suggested in place of PM mass for the California LEV III 1-mg/mile FTP standard. Their equivalence, proportionality, and emission variability in comparison to PM mass, based on a large light-duty vehicle fleet examined, are dependent on engine technologies and driving cycles. Such empirical derived correlations exhibit the limitation of using these metrics for enforcement and certification standards as vehicle combustion and after-treatment technologies advance.

Atmospheric impacts of black carbon emission reductions through the strategic use of biodiesel in California.

The use of biodiesel as a replacement for petroleum-based diesel fuel has gained interest as a strategy for greenhouse gas emission reductions, energy security, and economic advantage. Biodiesel adoption may also reduce particulate elemental carbon (EC) emissions from conventional diesel engines that are not equipped with after-treatment devices. This study examines the impact of biodiesel blends on EC emissions from a commercial off-road diesel engine and simulates the potential public health benefits and climate benefits. EC emissions from the commercial off-road engine decreased by 76% when ultra-low sulfur commercial diesel (ULSD) fuel was replaced by biodiesel. Model calculations predict that reduced EC emissions translate directly into reduced EC concentrations in the atmosphere, but the concentration of secondary particulate matter was not directly affected by this fuel change. Redistribution of secondary particulate matter components to particles emitted from other sources did change the size distribution and therefore deposition rates of those components. Modification of meteorological variables such as water content and temperature influenced secondary particulate matter formation. Simulations with a source-oriented WRF/Chem model (SOWC) for a severe air pollution episode in California that adopted 75% biodiesel blended with ULSD in all non-road diesel engines reduced surface EC concentrations by up to 50% but changed nitrate and total PM2.5 mass concentrations by less than ±5%. These changes in concentrations will have public health benefits but did not significantly affect radiative forcing at the top of the atmosphere. The removal of EC due to the adoption of biodiesel produced larger coatings of secondary particulate matter on other atmospheric particles containing residual EC leading to enhanced absorption associated with those particles. The net effect was a minor change in atmospheric optical properties despite a large change in atmospheric EC concentrations. These results emphasize the importance of considering EC mixing state in climate research.

A multi-site analysis of the association between black carbon concentrations and vehicular idling, traffic, background pollution, and meteorology during school dismissals.

A study was performed to assess the relationship between black carbon (BC), passing traffic, and vehicular idling outside New York City (NYC) schools during student dismissal. Monitoring was performed at three school sites in East Harlem, the Bronx, and Brooklyn for 1month per year over a two-year period from November 2006-October 2008. Monitoring at each site was conducted before and after the Asthma Free School Zone (AFSZ) asthma reduction education program was administered. Real-time equipment with a one-minute averaging interval was used to obtain the BC data, while volume counts of idling and passing school busses, trucks, and automobiles were collected each minute by study staff. These data were matched to ambient PM(2.5) and meteorology data obtained from the New York State Department of Environmental Conservation. A generalized additive model (GAM) model was run to examine the relationship between BC concentration and each variable while accounting for site-to-site differences. F-tests were employed to assess the significance of each of the predictor variables. The model results suggested that variability in ambient PM(2.5) concentration contributed 24% of the variability in transformed BC concentration, while variability in the number of idling busses and trucks on the street during dismissal contributed 20% of the variability in transformed BC concentration. The results of this study suggest that a combination of urban scale and local traffic control approaches in combination with cessation of school bus idling will produce improved local BC concentration outside schools.

Photoacoustic measurements of black carbon light absorption coefficients in Irbid city, Jordan.

There is a need to recognize air pollution levels by particles, especially in developing countries such as Jordan where data are scarce due to the absence of routine monitoring of ambient air quality. This study aims at studying the air quality in different locations at Irbid, Jordan through the measurement and analysis of the time series of black carbon light absorption coefficients (B (abs)). Black carbon light absorption coefficients were measured with a photoacoustic instrument at a wavelength of 870 nm. The measurements were conducted during July 2007 at six sites in Irbid city, Jordan. Comparisons of black carbon concentrations at various locations were conducted to understand where values tend to be largest. The average value of B (abs) of all sites was 40.4 Mm(-1). The largest value of B (abs) was 61.2 Mm(-1) at Palestine Street which is located at a very crowded street in a highly populated region in the city center. The lowest value was 14.1 Mm(-1) at Thirtieth Street which is located at a main street in an open plain region in the east of the city. The black carbon light absorption coefficients fluctuate above a background level (transported black carbon from the neighboring states), which are almost identical at all sampling sites. The light absorption coefficients will be used as a benchmark in later years as combustion efficiencies and population patterns change.