Measurements of ultrafine particles and other vehicular pollutants inside school buses in South Texas |
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| Authors: | Qunfang Zhang Yifang Zhu |
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| Institution: | 1. International Laboratory for Air Quality and Health, Institute of Health and Biomedical Innovation, Queensland University of Technology, Brisbane 4000, Australia;2. Faculty of Applied Sciences, Universiti Teknologi MARA, Shah Alam, 40450 Selangor, Malaysia;1. Air Health Science Division, Health Canada, 269 Laurier Ave West, Ottawa, Ontario, Canada K1A 0K9;2. Department of Civil Engineering, McGill University, 817 Sherbrooke Street West, Montreal, Quebec, Canada H3A 0C3;3. Division of Clinical Epidemiology, McGill University, 687 Pine Avenue West, Montreal, Quebec, Canada H3A 1A1;1. Global Centre for Clean Air Research, Department of Civil and Environmental Engineering, Faculty of Engineering and Physical Sciences (FEPS), University of Surrey, Guildford GU2 7XH, United Kingdom;2. Department of Civil, Structural & Environmental Engineering, School of Engineering, Trinity College Dublin, Ireland;3. Health Effects Institute, Boston, MA, USA;4. Department of Civil & Environmental Engineering, Tufts University, Medford, MA, USA;5. Department of Civil, Construction, and Environmental Engineering, North Carolina State University, Campus Box 7908, Raleigh, NC 27695-7908, USA;1. Institute for Environmental Assessment and Water Research (IDÆA-CSIC), C/ Jordi Girona 18-26, 08034 Barcelona, Spain;2. Centre for Research in Environmental Epidemiology (CREAL), C/ Dr. Aiguader 88, 08003 Barcelona, Spain;3. Hospital del Mar Research Institute (IMIM), C/ Dr. Aiguader 88, 08003 Barcelona, Spain;4. Universitat Pompeu Fabra (UPF), C/ Dr. Aiguader 88, 08003 Barcelona, Spain;5. CIBER Epidemiología y Salud Pública (CIBERESP), C/ Monforte de Lemos 3-5, 28029 Madrid, Spain;6. Institut de Ciencia i Tecnologia Ambientals, Universitat Autònoma de Barcelona (UAB), Edifici C Campus UAB, 08193 Bellaterra Cerdanyola, Spain;7. Department of Genes and Environment, Division of Epidemiology, Norwegian Institute of Public Health, Oslo, Norway;1. Department of Environmental Health, Rollins School of Public Health at Emory University, Atlanta, GA 30322, USA;2. Division of Epidemiology, Human Genetics and Environmental Sciences, The University of Texas Health Science Center at Houston, School of Public Health, Houston, TX 77030, USA;3. Environmental Science and Engineering Ph.D. Program, The University of Texas at El Paso, El Paso, TX 79968, USA;4. University of Pittsburgh Medical Center, Pittsburgh, PA 15213, USA;5. Department of Biostatistics and Bioinformatics, Rollins School of Public Health at Emory University, Atlanta, GA 30322, USA;6. Department of Civil Engineering, The University of Texas at El Paso, El Paso, TX 79968, USA;1. VITO – Flemish Institute for Technological Research, 2400 Mol, Belgium;2. KERMIT, Dept. of Mathematical Modelling, Statistics and Bioinformatics, Faculty of Bioscience Engineering, Ghent University, 9000 Ghent, Belgium |
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| Abstract: | Increasing evidence has demonstrated toxic effects of vehicular emitted ultrafine particles (UFPs, diameter < 100 nm), with the highest human exposure usually occurring on and near roadways. Children are particularly at risk due to immature respiratory systems and faster breathing rates. In this study, children’s exposure to in-cabin air pollutants, especially UFPs, was measured inside four diesel-powered school buses. Two 1990 and two 2006 model year diesel-powered school buses were selected to represent the age extremes of school buses in service. Each bus was driven on two routine bus runs to study school children’s exposure under different transportation conditions in South Texas. The number concentration and size distribution of UFPs, total particle number concentration, PM2.5, PM10, black carbon (BC), CO, and CO2 levels were monitored inside the buses. The average total particle number concentrations observed inside the school buses ranged from 7.3 × 103 to 3.4 × 104 particles cm?3, depending on engine age and window position. When the windows were closed, the in-cabin air pollutants were more likely due to the school buses’ self-pollution. The 1990 model year school buses demonstrated much higher air pollutant concentrations than the 2006 model year ones. When the windows were open, the majority of in-cabin air pollutants came from the outside roadway environment with similar pollutant levels observed regardless of engine ages. The highest average UFP concentration was observed at a bus transfer station where approximately 27 idling school buses were queued to load or unload students. Starting-up and idling generated higher air pollutant levels than the driving state. Higher in-cabin air pollutant concentrations were observed when more students were on board. |
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