Dataset of vehicle chase measurements in real-world subfreezing winter conditions.

This dataset comprises thorough measurements of light-duty vehicles emissions conducted in Siilinjärvi and Kuopio, Finland, during February 2021, using a mobile laboratory. The measurements focused on subfreezing conditions to capture emissions nuances during cold weather. Measurements were carried out on minimally trafficked roads to diminish external disturbances. The dataset includes a large number of variables from gas and particle emissions. Gaseous emissions of CO, CO2, and NOx were measured. Measured variables of particle emissions were number concentration (CPC), size distribution (ELPI+), black carbon concentration (AE33), and chemical composition (SP-AMS). A total of six light-duty vehicles were investigated, featuring three diesel and three gasoline engines. The measurements incorporated three distinct drive scenarios: subfreezing-cold start, preheated-cold start (utilizing either electrical or fuel-operated auxiliary heaters), and hot start (where a vehicle engine has reached the optimal temperature through prior driving). Each drive type was replicated twice, resulting in six driven rounds per vehicle and 36 rounds in total. Additionally, daily background measurements were conducted by following the same route without chasing a specific vehicle. Meteorological conditions during the measurements were representative of winter in Finland, with outside temperatures ranging from -9 °C to -28 °C. The effect of weather conditions on the measurements were minimal. Only a minor effect was due to the occasional snowfall, especially on the last day when the road surface was snowy, and the car being chased lifted the snow from the road surface. We didn't recognize other factors, such as high wind speeds or major road dust emissions, that could have affected the measurement results. This dataset serves as a valuable resource for comparing emissions under diverse environmental conditions, particularly in real-life winter settings where data are scarce. Furthermore, it provides an opportunity for meta-analysis of emission factors from various passenger vehicle types. The dataset's richness and specificity make it a valuable contribution to the understanding of winter-time vehicular emissions.

Particle lung deposited surface area (LDSAal) size distributions in different urban environments and geographical regions: Towards understanding of the PM2.5 dose-response.

Recent studies indicate that monitoring only fine particulate matter (PM2.5) may not be enough to understand and tackle the health risk caused by particulate pollution. Health effects per unit PM2.5 seem to increase in countries with low PM2.5, but also near local pollution sources (e.g., traffic) within cities. The aim of this study is to understand the differences in the characteristics of lung-depositing particles in different geographical regions and urban environments. Particle lung deposited surface area (LDSAal) concentrations and size distributions, along with PM2.5, were compared with ambient measurement data from Finland, Germany, Czechia, Chile, and India, covering traffic sites, residential areas, airports, shipping, and industrial sites. In Finland (low PM2.5), LDSAal size distributions depended significantly on the urban environment and were mainly attributable to ultrafine particles (<100 nm). In Central Europe (moderate PM2.5), LDSAal was also dependent on the urban environment, but furthermore heavily influenced by the regional aerosol. In Chile and India (high PM2.5), LDSAal was mostly contributed by the regional aerosol despite that the measurements were done at busy traffic sites. The results indicate that the characteristics of lung-depositing particles vary significantly both within cities and between geographical regions. In addition, ratio between LDSAal and PM2.5 depended notably on the environment and the country, suggesting that LDSAal exposure per unit PM2.5 may be multiple times higher in areas having low PM2.5 compared to areas with continuously high PM2.5. These findings may partly explain why PM2.5 seems more toxic near local pollution sources and in areas with low PM2.5. Furthermore, performance of a typical sensor based LDSAal measurement is discussed and a new LDSAal2.5 notation indicating deposition region and particle size range is introduced. Overall, the study emphasizes the need for country-specific emission mitigation strategies, and the potential of LDSAal concentration as a health-relevant pollution metric.

Exhaust particle number and composition for diesel and gasoline passenger cars under transient driving conditions: Real-world emissions down to 1.5 nm.

Recent recommendations given by WHO include systematic measurements of ambient particle number concentration and black carbon (BC) concentrations. In India and several other highly polluted areas, the air quality problems are severe and the need for air quality related information is urgent. This study focuses on particle number emissions and BC emissions of passenger cars that are technologically relevant from an Indian perspective. Particle number and BC were investigated under real-world conditions for driving cycles typical for Indian urban environments. Two mobile laboratories and advanced aerosol and trace gas instrumentation were utilized. Our study shows that passenger cars without exhaust particle filtration can emit in real-world conditions large number of particles, and especially at deceleration a significant fraction of particle number can be even in 1.5-10 nm particle sizes. The mass concentration of exhaust plume particles was dominated by BC that was emitted especially at acceleration conditions. However, exhaust particles contained also organic compounds, indicating the roles of engine oil and fuel in exhaust particle formation. In general, our study was motivated by serious Indian air quality problems, by the recognized lack of emission information related to Indian traffic, and by the recent WHO air quality guidance; our results emphasize the importance of monitoring particle number concentrations and BC also in Indian urban areas and especially in traffic environments where people can be significantly exposed to fresh exhaust emissions.

High Particle Number Emissions Determined with Robust Regression Plume Analysis (RRPA) from Hundreds of Vehicle Chases.

Particle number emission factors were determined for hundreds of individual diesel and gasoline vehicles in their real operation on Finnish highways and regional roads in 2020 with one-by-one chase measurements and Robust Regression Plume Analysis (RRPA). RRPA is a rapid way to analyze data from a large number of vehicle chases automatically. The particle number emission factors were determined for four ranges of particle diameters (>1.3, > 2.5, > 10, and >23 nm). The emission factors for most of the measured vehicles were observed to significantly exceed the non-volatile particle number limits used in the most recent European emission regulation levels, for both light-duty and heavy-duty vehicles. Additionally, most of the newest vehicles (covering regulation levels up to Euro 6), for which the particle number emission regulations (non-volatile >23 nm particles) apply, showed emission factors of the >23 nm particles clearly above the regulation limits. Although the experiments included measurements of real-world plume particles (mixture of non-volatile and semi-volatile particles) and not only the non-volatile regulated particles, it is important to note that the emissions of regulated particles were also estimated to exceed the limits, based on non-volatile >23 nm particle fraction from curbside studies. Moreover, the emission factors of the >1.3 nm particles were mostly about an order of magnitude higher compared to the >23 nm particles.

Prevalence of Erosive Tooth Wear and Associated Dietary Factors among a Group of Finnish Adolescents.

The aim of this study was to investigate the prevalence and severity of erosive tooth wear (ETW) among Finnish adolescents and to evaluate how frequency as well as amount of the use of erosive products is associated with ETW. The study population consisted of 328 voluntary, >15-year-old secondary school students (males 49.1%, females 50.9%) in three municipalities in Finland. Clinical examination to measure ETW (BEWE index) was carried out by trained and calibrated dentists. Piloted questionnaires included questions on consumption of drinks, fruits and berries, as well as tooth brushing frequency. Means and medians of frequencies and amounts of consumed erosive products were calculated and associations with ETW severity were analysed by logistic regression models. One-third (36.9%) of the participants were in need of at least preventive measures for ETW (BEWE sum score ≥3), but severe ETW (BEWE sum score >9) was rare (2.1%). Boys had severe ETW significantly more frequently than girls (p < 0.001). Habitual consumption of erosive drinks was common especially among boys compared to girls (p = 0.001). ETW was significantly associated with the amount of consumed erosive drinks, fruits, or berries. The prevalence of ETW among adolescences in Finland seems to be at the same level as in other Nordic and European countries. Consumption of erosive products is common and thus, the risk for tooth erosion is high, especially in boys. In addition to erosive drinks, also berries and fruits are associated with ETW and should be included in individual dietary counselling when early signs of ETW are clinically detected.

Real-world particle emissions and secondary aerosol formation from a diesel oxidation catalyst and scrubber equipped ship operating with two fuels in a SECA area.

SOx Emissions Control Areas (SECAs) have been established to reduce harmful effects of atmospheric sulfur. Typical technological changes for ships to conform with these regulations have included the combustion of low-sulfur fuels or installment of SOx scrubbers. This paper presents experimental findings from high-end real-time measurements of gaseous and particulate pollutants onboard a Roll-on/Roll-off Passenger ship sailing inside a SECA equipped with a diesel oxidation catalyst (DOC) and a scrubber as the exhaust aftertreatment. The ship operates between two ports and switched off the SOx scrubbing when approaching one of the ports and used low-sulfur fuel instead. Measurement results showed that the scrubber effectively reduced SO2 concentrations with over 99% rate. In terms of fuel, the engine-out PM was higher for heavy fuel oil than for marine gas oil. During open sea cruising (65% load) the major chemical components in PM having emission factor of 1.7 g kgfuel-1 were sulfate (66%) and organics (30%) whereas the contribution of black carbon (BC) in PM was low (∼4%). Decreased engine load on the other hand increased exhaust concentrations of BC by a factor exceeding four. As a novel finding, the secondary aerosol formation potential of the emitted exhaust measured with an oxidation flow reactor and an aerosol mass spectrometer was found negligible. Thus, it seems that either DOC, scrubber, or their combination is efficient in eliminating SOA precursors. Overall, results indicate that in addition to targeting sulfur and NOx emissions from shipping, future work should focus on mitigating harmful particle emissions.

Using an oxidation flow reactor to understand the effects of gasoline aromatics and ethanol levels on secondary aerosol formation.

Fuel type and composition affect tailpipe emissions and secondary aerosol production from mobile sources. This study assessed the influence of gasoline fuels with varying levels of aromatics and ethanol on the primary emissions and secondary aerosol formation from a flexible fuel vehicle equipped with a port fuel injection engine. The vehicle was exercised over the LA92 and US06 driving cycles using a chassis dynamometer. Secondary aerosol formation potential was measured using a fast oxidation flow reactor. Results showed that the high aromatics fuels led to higher gaseous regulated emissions, as well as particulate matter (PM), black carbon, and total and solid particle number. The high ethanol content fuel (E78) resulted in reductions for the gaseous regulated pollutants and particulate emissions, with some exceptions where elevated emissions were seen for this fuel compared to both E10 fuels, depending on the driving cycle. Secondary aerosol formation potential was dominated by the cold-start phase and increased for the high aromatics fuel. Secondary aerosol formation was seen in lower levels for E78 due to the lower formation of precursor emissions using this fuel. In addition, operating driving conditions and aftertreatment efficiency played a major role on secondary organic and inorganic aerosol formation, indicating that fuel properties, driving conditions, and exhaust aftertreatment should be considered when evaluating the emissions of secondary aerosol precursors from mobile sources.

Effects of driving conditions on secondary aerosol formation from a GDI vehicle using an oxidation flow reactor.

A comprehensive study on the effects of photochemical aging on exhaust emissions from a vehicle equipped with a gasoline direct injection engine when operated over seven different driving cycles was assessed using an oxidation flow reactor. Both primary emissions and secondary aerosol production were measured over the Federal Test Procedure (FTP), LA92, New European Driving Cycle (NEDC), US06, and the Highway Fuel Economy Test (HWFET), as well as over two real-world cycles developed by the California Department of Transportation (Caltrans) mimicking typical highway driving conditions. We showed that the emissions of primary particles were largely depended on cold-start conditions and acceleration events. Secondary organic aerosol (SOA) formation also exhibited strong dependence on the cold-start cycles and correlated well with SOA precursor emissions (i.e., non-methane hydrocarbons, NMHC) during both cold-start and hot-start cycles (correlation coefficients 0.95-0.99), with overall emissions of ∼68-94 mg SOA per g NMHC. SOA formation significantly dropped during the hot-running phases of the cycles, with simultaneous increases in nitrate and ammonium formation as a result of the higher nitrogen oxide (NOx) and ammonia emissions. Our findings suggest that more SOA will be produced during congested, slow speed, and braking events in highways.

Shipping Remains a Globally Significant Source of Anthropogenic PN Emissions Even after 2020 Sulfur Regulation.

Shipping is the main source of anthropogenic particle emissions in large areas of the globe, influencing climate, air quality, and human health in open seas and coast lines. Here, we determined, by laboratory and on-board measurements of ship engine exhaust, fuel-specific particle number (PN) emissions for different fuels and desulfurization applied in shipping. The emission factors were compared to ship exhaust plume observations and, furthermore, exploited in the assessment of global PN emissions from shipping, utilizing the STEAM ship emission model. The results indicate that most particles in the fresh ship engine exhaust are in ultrafine particle size range. Shipping PN emissions are localized, especially close to coastal lines, but significant emissions also exist on open seas and oceans. The global annual PN produced by marine shipping was 1.2 × 1028 (±0.34 × 1028) particles in 2016, thus being of the same magnitude with total anthropogenic PN emissions in continental areas. The reduction potential of PN from shipping strongly depends on the adopted technology mix, and except wide adoption of natural gas or scrubbers, no significant decrease in global PN is expected if heavy fuel oil is mainly replaced by low sulfur residual fuels. The results imply that shipping remains as a significant source of anthropogenic PN emissions that should be considered in future climate and health impact models.

A 2 year physical activity and dietary intervention attenuates the increase in insulin resistance in a general population of children: the PANIC study.

AIMS/HYPOTHESIS: We 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. METHODS: We 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. RESULTS: Compared 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 ß for intervention effect -0.33 [95% CI -0.62, -0.04], p = 0.026) and HOMA-IR (ß 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/INTERPRETATION: The 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 REGISTRATION: ClinicalTrials.gov NCT01803776 Graphical abstract.

Particulate emissions of a modern diesel passenger car under laboratory and real-world transient driving conditions.

Exhaust emissions from diesel vehicles are significant sources of air pollution. In this study, particle number emissions and size distributions of a modern Euro 5b -compliant diesel passenger car exhaust were measured under the NEDC and US06 standard cycles as well as during different transient driving cycles. The measurements were conducted on a chassis dynamometer; in addition, the transient cycles were repeated on-road by a chase method. Since the diesel particulate filter (DPF) removed practically all particles from the engine exhaust, it was by-passed during most of the measurements in order to determine effects of lubricant on the engine-out exhaust aerosol. Driving conditions and lubricant properties strongly affected exhaust emissions, especially the number emissions and volatility properties of particles. During acceleration and steady speeds particle emissions consisted of non-volatile soot particles mainly larger than ∼50 nm independently of the lubricant used. Instead, during engine motoring particle number size distribution was bimodal with the modes peaking at 10-20 nm and 100 nm. Thermal treatment indicated that the larger mode consisted of non-volatile particles, whereas the nanoparticles had a non-volatile core with volatile material condensed on the surfaces; approximately, 59-64% of the emitted nanoparticles evaporated. Since during engine braking the engine was not fueled, the origin of these particles is lubricant oil. The particle number emission factors over the different cycles varied from 1.0 × 1014 to 1.3 × 1015 #/km, and engine motoring related particle emissions contributed 12-65% of the total particle emissions. The results from the laboratory and on-road transient tests agreed well. According to authors' knowledge, high particle formation during engine braking under real-world driving conditions has not been reported from diesel passenger cars.

Aerosol gas exchange system (AGES) for nanoparticle sampling at elevated temperatures: Modeling and experimental characterization.

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.

Characterization of laboratory and real driving emissions of individual Euro 6 light-duty vehicles - Fresh particles and secondary aerosol formation.

Emissions from passenger cars are one of major sources that deteriorate urban air quality. This study presents characterization of real-drive emissions from three Euro 6 emission level passenger cars (two gasoline and one diesel) in terms of fresh particles and secondary aerosol formation. The gasoline vehicles were also characterized by chassis dynamometer studies. In the real-drive study, the particle number emissions during regular driving were 1.1-12.7 times greater than observed in the laboratory tests (4.8 times greater on average), which may be caused by more effective nucleation process when diluted by real polluted and humid ambient air. However, the emission factors measured in laboratory were still much higher than the regulatory value of 6 × 1011 particles km-1. The higher emission factors measured here result probably from the fact that the regulatory limit considers only non-volatile particles larger than 23 nm, whereas here, all particles (also volatile) larger than 3 nm were measured. Secondary aerosol formation potential was the highest after a vehicle cold start when most of the secondary mass was organics. After the cold start, the relative contributions of ammonium, sulfate and nitrate increased. Using a novel approach to study secondary aerosol formation under real-drive conditions with the chase method resulted mostly in emission factors below detection limit, which was not in disagreement with the laboratory findings.

Strategies To Diminish the Emissions of Particles and Secondary Aerosol Formation from Diesel Engines.

Particle emissions and secondary aerosol formation from internal combustion engines deteriorate air quality and significantly affect human wellbeing and health. Both the direct particle emissions and the emissions of compounds contributing to secondary aerosol formation depend on choices made in selecting fuels, engine technologies, and exhaust aftertreatment (EAT). Here we study how catalytic EATs, particle filtration, and fuel choices affect these emissions concerning heavy-duty diesel engine. We observed that the most advanced EAT decreased the emissions of fresh exhaust particle mass as much as 98% (from 44.7 to 0.73 mg/kWh) and the formation of aged exhaust particle mass ∼100% (from 106.2 to ∼0 mg/kWh). The composition of emitted particles depended significantly on the EAT and oxidative aging. While black carbon typically dominated the composition of fresh exhaust particles, aged particles contained more sulfates and organics. The fuel choices had minor effects on the secondary aerosol formation, implicating that, in diesel engines, either the lubricant is a significant source of secondary aerosol precursors or the precursors are formed in the combustion process. Results indicate that the utilization of EAT in diesel engines would produce benefits with respect to exhaust burden on air quality, and thus their utilization should be promoted especially in geographical areas suffering from poor air quality.

Particle emissions of Euro VI, EEV and retrofitted EEV city buses in real traffic.

Exhaust emissions from traffic significantly affect urban air quality. In this study, in-traffic emissions of diesel-fueled city buses meeting enhanced environmentally friendly vehicle (EEV) and Euro VI emission limits and the effects of retrofitting of EEV buses were studied on-road by chasing the buses with a mobile laboratory in the Helsinki region, Finland. The average emission factors of particle number (PN), particle mass (PM1) and black carbon mass (BC) were 0.86·1015 1/kgfuel, 0.20 g/kgfuel and 0.10 g/kgfuel, respectively, for EEV buses. For Euro VI buses, the emissions were below 0.5·1015 1/kgfuel (PN), 0.07 g/kgfuel (PM1) and 0.02 g/kgfuel (BC), and the exhaust plume concentrations of these pollutants were close to the background concentrations. The emission factors of PM1 and BC of retrofitted EEV buses were at the level of Euro VI buses, but their particle number emissions varied significantly. On average, the EEV buses were observed to emit the largest amounts of nanocluster aerosol (NCA) (i.e., the particles with size between 1.3 and 3 nm). High NCA emissions were linked with high PN emissions. In general, results demonstrate that advanced exhaust aftertreatment systems reduce emissions of larger soot particles but not small nucleation mode particles in all cases.

Particulate Mass and Nonvolatile Particle Number Emissions from Marine Engines Using Low-Sulfur Fuels, Natural Gas, or Scrubbers.

In order to meet stringent fuel sulfur limits, ships are increasingly utilizing new fuels or, alternatively, scrubbers to reduce sulfur emissions from the combustion of sulfur-rich heavy fuel oil. The effects of these methods on particle emissions are important, because particle emissions from shipping traffic are known to have both climatic and health effects. In this study, the effects of lower sulfur level liquid fuels, natural gas (NG), and exhaust scrubbers on particulate mass (PM) and nonvolatile particle number (PN greater than 23 nm) emissions were studied by measurements in laboratory tests and in use. The fuel change to lower sulfur level fuels or to NG and the use of scrubbers significantly decreased the PM emissions. However, this was not directly linked with nonvolatile PN emission reduction, which should be taken into consideration when discussing the health effects of emitted particles. The lowest PM and PN emissions were measured when utilizing NG as fuel, indicating that the use of NG could be one way to comply with up-coming regulations for inland waterway vessels. Low PN levels were associated with low elemental carbon. However, a simultaneously observed methane slip should be taken into consideration when evaluating the climatic impacts of NG-fueled engines.

Longitudinal associations of physical activity and sedentary time with cardiometabolic risk factors in children.

BACKGROUND: There are few prospective studies on the associations of changes in objectively measured vigorous physical activity (VPA∆ ), moderate-to-vigorous physical activity (MVPA∆ ), light physical activity (LPA∆ ), and sedentary time (ST∆ ) with changes in cardiometabolic risk factors (∆ ) in children. We therefore investigated these relationships among children. METHODS: The participants were a population sample of 258 children aged 6-8 years followed for 2 years. We assessed PA and ST by a combined heart rate and movement sensor; computed continuous age- and sex-adjusted z-scores for waist circumference, blood pressure, and fasting insulin, glucose, triglycerides, and high-density lipoprotein (HDL) cholesterol; and constructed a cardiometabolic risk score (CRS) of these risk factors. Data were analyzed using linear regression models adjusted for age, sex, the explanatory and outcome variables at baseline, and puberty. RESULTS: VPA∆ associated inversely with CRS∆ (ß = -0.209, P = 0.001), body fat percentage (BF%)∆ (ß = -0.244, P = 0.001), insulin∆ (ß = -0.220, P = 0.001), and triglycerides∆ (ß = -0.164, P = 0.012) and directly with HDL cholesterol∆ (ß = 0.159, P = 0.023). MVPA∆ associated inversely with CRS∆ (ß = -0.178, P = 0.012), BF%∆ (ß = -0.298, P = <0.001), and insulin∆ (ß = -0.213, P = 0.006) and directly with HDL cholesterol∆ (ß = 0.184, P = 0.022). LPA∆ only associated negatively with CRS∆ (ß = -0.163, P = 0.032). ST∆ associated directly with CRS∆ (ß = 0.218, P = 0.003), BF%∆ (ß = 0.212, P = 0.016), and insulin∆ (ß = 0.159, P = 0.049). CONCLUSIONS: Increased VPA and MVPA and decreased ST were associated with reduced overall cardiometabolic risk and major individual risk factors. Change in LPA had weaker associations with changes in these cardiometabolic risk factors. Our findings suggest that increasing at least moderate-intensity PA and decreasing ST decrease cardiometabolic risk in children.

Traffic is a major source of atmospheric nanocluster aerosol.

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.

Physical activity, sedentary behaviour, and socioeconomic status among Finnish girls and boys aged 6-8 years.

We studied differences in physical activity (PA), sedentary behaviour (SB), and the types of PA and SB between Finnish girls and boys and children from different socioeconomic backgrounds (SES). We assessed PA, SB, parental education, and household income using detailed questionnaires in a representative population sample of 486 children (238 girls, 248 boys) aged 6-8 years. Girls spent on average 1.7 h/day and boys 2.0 h/day in total PA (p = 0.002). Altogether 66% of girls and 54% of boys had less than 2 h of total PA per day (p = 0.012). Girls had lower levels of unsupervised PA (45 vs. 54 min/day, p = 0.001), supervised PA (1.5 vs. 1.9 h/week, p = 0.009), and PA during school recess (1.8 vs. 1.9 h/week, p = 0.032) than boys. Girls had higher levels of total SB (3.8 vs. 3.4 h/day, p = 0.015) but lower levels of screen-based SB (1.5 vs. 1.9 h/day, p < 0.001) than boys. Lower parental education and household income were associated with lower levels of supervised PA in girls (p = 0.011 and p = 0.008, respectively) and in boys (p = 0.006 and p = 0.003, respectively). Lower parental education and household income were also related to higher levels of screen-based SB in boys (p = 0.005 and p < 0.001, respectively) but not in girls. Girls have lower levels of total, unsupervised, and supervised PA, PA during recess, and screen-based SB but higher levels of total SB than boys. Lower parental education and household income are associated with lower levels of supervised PA in both genders and higher levels of screen-based SB in boys.