Vehicle Occupant Exposure to Carbon Monoxide

Abstract

This paper focuses on the auto commuting micro-environment and presents typical carbon monoxide (CO) concentrations to which auto commuters in central Riyadh, Saudi Arabia were exposed. Two test vehicles traveling over four main arterial roadways were monitored for inside and outside CO levels during eighty peak and off-peak hours extending over an eight month period. The relative importance of several variables which explained the variability in CO concentrations inside autos was also assessed. It was found that during peak hours auto commuters were exposed to mean CO levels that ranged from 30 to 40 ppm over trips that typically took between 25 to 40 minutes. The mean ratio of inside to outside CO levels was 0.84. Results of variance component analyses indicated that the most important variables affecting CO concentrations inside autos were, in addition to the smoking of vehicle occupants, traffic volume, vehicle speed, period of day and wind velocity. An increase in traffic volume from 1,000 to 5,000 vehicles per hour (vph) increased mean CO level exposure by 71 percent. An increase in vehicle speed from 14 to 55 km/h reduced mean CO exposure by 36 percent. The number of traffic interruptions had a moderate effect on mean concentrations of CO inside vehicles.     

Personal carbon monoxide exposure in five European cities and its determinants

Studies involving carbon monoxide (CO) exposure assessment are mainly based on measurements at outdoor fixed sites or in various indoor micro-environments. Few studies have been based on personal exposure measurements. In this paper, we report results on personal measurements of CO in five European cities and we investigate determinants which may influence this personal exposure.Within the multi-centre European EXPOLIS study, personal exposure to CO, measured every minute for 48 h, of 401 randomly selected study participants (mainly non-smokers) was monitored in Athens, Basle, Helsinki, Milan and Prague. Each participant also completed a time-microenvironment-activity diary and an extended questionnaire. In addition, for the same time period, ambient levels of CO from fixed site stations were collected.There are significant differences in both personal exposure and ambient levels within the five cities, ranging from high values in Milan and Athens to low in Helsinki. Ambient levels are a significant correlate and determinant of CO 48-h personal exposure in all cities. From the other determinants studied (time spent in street traffic, time of exposure to ETS and time of exposure to gas burning devices) none was consistently significant for all cities. Change of the ambient CO levels from the 25th to the 75th percentile of its distribution resulted in a 1.5–2 fold increase of 48-h personal exposure. Short time personal exposure was also studied in order to assess the influence of specific sources. Exposure levels were significantly higher when participants were in street traffic and in indoor locations in the presence of smokers.Personal 48-h exposure of non-smokers to CO varies among urban populations depending primarily on the ambient levels. For a CO source to be a significant determinant of the personal 48-h CO exposure, it has to affect the levels of CO in the person's proximity for an adequate length of time. Activities of individuals affect shorter term personal exposure.     

Oxidant stress, antioxidants and nitric oxide in traffic police of Hyderabad, India

Exposure to environmental pollutants is known to be harmful to health, in general, and to lungs in particular. In this respect, traffic police are at particular risk due to the nature of their job, since they are exposed to emissions from the vehicles. Here, we show that in the traffic police of Hyderabad city, India, the plasma levels of lipid peroxides are high, whereas the concentrations of the nitric oxide are low. In addition, the levels of various antioxidants in the RBC lysate such as catalase, superoxide dismutase and glutathione peroxidase were found to be low with no significant alteration in plasma ceruloplasmin levels. These results suggest that exposure to air pollutants, a major portion of which is due to emissions from the vehicles, can increase oxidant stress, decrease the levels of antioxidants and nitric oxide. This imbalance in the oxidant/antioxidant system may lead to lung damage and is likely to cause respiratory problems in individuals exposed to air pollution.     

Blood lead levels among populations differentially exposed to vehicular exhaust in Rohtak, India

In the absence of local industrial sources of lead, leaded gasoline has been suggested as the major source of lead in the urban atmosphere of Rohtak town, situated near Delhi metropolitan city and with a high vehicular density. Blood lead levels were measured in 42 male volunteers from within the Rohtak area with varying degrees of exposure to vehicular exhaust. The occupationally exposed group with a daily exposure of 10-12 h in automobile workshops was found to have the highest levels of blood lead (mean value 21.26 microg dl(-1)) followed by roadside population (mean value 14.91 microg/dl(-1)). This group of people had a daily exposure of 8-10 h in their business establishments, situated at a distance of less than 5 to about 10 ft (< 1.5-c. 3.0 m) from the road with an average traffic density of 8000 vehicles day(-1). Urban residents were found to have higher blood lead levels (mean value 9.85 microg/dl(-1)) than the rural ones (mean value 3.34 microg/dl(-1)). The values were found to increase correspondingly with the increase in age and smoking habits within the particular categories of volunteers. The levels found in the present study are comparable to those reported from other major cities of India, but well within the tolerable limits as recommended by the European Economic Community.     

BTX measurements in a medium-sized European city

The BTX levels are significantly high compared to the EU directive for benzene in European cities with population around or higher one million. Since there are hundreds of towns in Europe with smaller population, it is important to know the levels of aromatics in these areas.This work presents the results of a benzene, toluene and xylene (BTX) measurement campaign that took place in Ioannina, a medium-sized Greek city. As a result of traffic situation and the local meteorological conditions, pollution levels in Ioannina are unusually high, at least for a city of that size. BTX levels were measured using passive samplers placed at several points around the city, as well as across a selected street canyon using both passive and active samplers, combined with simultaneous measurements of traffic flow and wind speed. The measurement procedure was repeated in an exact manner for all four seasons and the results suggest that benzene levels, at all sampling points, exceed the limit set by EU Directive 2000/69. Benzene levels appear correlated to traffic density, while benzene/toluene/xylene ratios present a seasonal variation linked to meteorological conditions.     

Lead and polycyclic aromatic hydrocarbons (PAHs) in surface soil from day care centres in the city of Bergen, Norway

Surface soil (0-2cm) quality in 87 day care centres in the city of Bergen, Norway has been studied. Approximately 45% of the day care centres contained Pb and PAH values above recommended action levels. There are clear variations between different areas of the city. The old central part of the city hosts most of the contaminated day care centres. In suburban areas most of the day care centres have Pb and PAH concentrations below action levels. City fires, gas work emission, lead-based paint, and traffic are probably important anthropogenic contamination sources, together with uncontrolled transportation of soil from contaminated to clean areas. Geological or other natural sources are probably not an important contributor to the high levels of lead and PAH.     

The Need for Representative Ambient Air Carbon Monoxide Sampling

Recent investigations have indicated that ambient air CO measurements may not reflect population exposure to CO. The lack of correlation may be due to improper siting of CO instruments, improper interpretation of air quality data, or both. Studies of population carboxy-hemoglobin levels are evaluated and compared with ambient air data.,

No significant correlation was found between median population COHb levels and reductions in CO concentrations required to meet ambient air standards when calculations used to estimate reductions were based on the second highest 8 hour average. However, calculated reductions based on annual average concentrations and a trend analysis technique correlated significantly with COHb levels in five cities from which both CAMP and COHb data were available.

Studies to determine the nature of the relationship between ambient air CO concentrations and population COHb levels are needed. The differences between the Occupational Safety and Health Act Regulations and the National Ambient Air Standards for carbon monoxide should be scrutinized to determine if a redefinition of the standards or their applicability is warranted. A reevaluation of the controls necessary to make reductions in population COHb burden may be necessary.     

The Exposure to Carbon Monoxide of Occupants of Vehicles Moving in Heavy Traffic

Carbon monoxide and hydrocarbons were sampled at operator’s nose height inside vehicles moving in moderate to heavy traffic in six cities. The samples were integrated over 20-30 minutes by collection in Mylar bags. Carbon monoxide and hydrocarbons were analyzed by infrared and flame ionization, respectively, with instruments at the Continuous Air Monitoring Program (CAMP) station in each city. Detector tubes for carbon monoxide were also used to determine 5-min concentrations at suspected high points in the field. Estimates of traffic density were made. Three types of traffic arteries were considered: (7) heavily traveled, wide expressways, (2) main city streets with moderately rapid vehicular traffic, and (3) center city streets with slow-moving traffic. Integrated half-hour CO concentrations obtained within the vehicles while in traffic were generally considerably higher than the concurrent concentrations measured at the CAMP sites. In-traffic CO values in all cities sampled exceeded 30 ppm in at least 10% of the integrated samples. The range of city averages was 21–39 ppm carbon monoxide and the range of individual integrated samples was 7–77 ppm of carbon monoxide.     

Ambient air quality levels in Tehran, Iran, from 1988 to 1993

The objectives of this study were to describe trends in ambient air quality in Tehran between 1988 and 1993, to determine if these levels exceeded the World Health Organization (WHO) guidelines, and to discuss possible health effects related to exposure for these particular pollutants. Data were acquired from Iran's Environmental Protection Agency (IEPA) and the Ministry of Health (MH). These agencies operate five automated ambient air monitoring stations located in areas with heavy traffic. Daily samples of SO₂, NO₂, CO, total suspended particulate matter (TSM), and hydrocarbons (HC) were collected to provide 24 hour averages for each pollutant. Every three months, mean concentrations were reported to IEPA. Composite samples from all five stations were stored in a databank operated by IEPA. The ambient air quality guidelines were obtained from WHO reports. Statistical analysis was carried out using a regression model, which was designed to fit the air pollution data and take into account missing data. The results showed that there was a statistically significant upward trend in air pollution levels for all of the measured pollutants, except NO2, during the years 1988 to 1993. WHO guidelines were routinely and substantially exceeded by all pollutants except TSM. These findings suggest that as the population continues to grow, and increasing numbers of motor vehicles are driven in Tehran, there is concern for the health effects that may result from exposure to these pollutants.     

Spatial heterogeneity of PM10 and O3 in São Paulo, Brazil, and implications for human health studies

Developing exposure estimates is a challenging aspect of investigating the health effects of air pollution. Pollutant levels recorded at centrally located ambient air quality monitors in a community are commonly used as proxies for population exposures. However, if ample intraurban spatial variation in pollutants exists, city-wide averages of concentrations may introduce exposure misclassification. We assessed spatial heterogeneity of particulate matter with an aerodynamic diameter < or = 10 microm (PM10) and ozone (O3) and evaluated implications for epidemiological studies in S?o Paulo, Brazil, using daily (24-hr) and daytime (12-hr) averages and 1-hr daily maximums of pollutant levels recorded at the regulatory monitoring network. Monitor locations were also analyzed with respect to a socioeconomic status index developed by the municipal government. Hourly PM10 and O3 data for the Sāo Paulo Municipality and Metropolitan Region (1999-2006) were used to evaluate heterogeneity by comparing distance between monitors with pollutants' correlations and coefficients of divergence (CODs). Both pollutants showed high correlations across monitoring sites (median = 0.8 for daily averages). CODs across sites averaged 0.20. Distance was a good predictor of CODs for PM10 (p < 0.01) but not O3, whereas distance was a good predictor of correlations for O3 (p < 0.01) but not PM10. High COD values and low temporal correlation indicate a spatially heterogeneous distribution of PM10. Ozone levels were highly correlated (r > or = 0.75), but high CODs suggest that averaging over O3 levels may obscure important spatial variations. Of municipal districts in the highest of five socioeconomic groups, 40% have > or = 1 monitor, whereas districts in the lowest two groups, representing half the population, have no monitors. Results suggest that there is a potential for exposure misclassification based on the available monitoring network and that spatial heterogeneity depends on pollutant metric (e.g., daily average vs. daily 1-hr maximum). A denser monitoring network or alternative exposure methods may be needed for epidemiological research. Findings demonstrate the importance of considering spatial heterogeneity and differential exposure misclassification by subpopulation.     

Urban air quality

Since 1950 the world population has more than doubled, and the global number of cars has increased by a factor of 10. In the same period the fraction of people living in urban areas has increased by a factor of 4. In year 2000 this will amount to nearly half of the world population. About 20 urban regions will each have populations above 10 million people.Seen over longer periods, pollution in major cities tends to increase during the built up phase, they pass through a maximum and are then again reduced, as abatement strategies are developed. In the industrialised western world urban air pollution is in some respects in the last stage with effectively reduced levels of sulphur dioxide and soot. In recent decades however, the increasing traffic has switched the attention to nitrogen oxides, organic compounds and small particles. In some cities photochemical air pollution is an important urban problem, but in the northern part of Europe it is a large-scale phenomenon, with ozone levels in urban streets being normally lower than in rural areas. Cities in Eastern Europe have been (and in many cases still are) heavily polluted. After the recent political upheaval, followed by a temporary recession and a subsequent introduction of new technologies, the situation appears to improve. However, the rising number of private cars is an emerging problem. In most developing countries the rapid urbanisation has so far resulted in uncontrolled growth and deteriorating environment. Air pollution levels are here still rising on many fronts.Apart from being sources of local air pollution, urban activities are significant contributors to transboundary pollution and to the rising global concentrations of greenhouse gasses. Attempts to solve urban problems by introducing cleaner, more energy-efficient technologies will generally have a beneficial impact on these large-scale problems. Attempts based on city planning with a spreading of the activities, on the other hand, may generate more traffic and may thus have the opposite effect.     

Comparison of trip average in-vehicle and exterior CO determinations by continuous and grab sampling using an electrochemical sensing method

In air quality monitoring studies, continuous sampling is capable of reflecting real time variation of gas levels, however, with a margin of uncertainty related to the response time of the sensor and to the speed of concentration fluctuation. In contrast, grab sampling allows the determination of average gas concentration over the whole sampling period eliminating thus the uncertainties associated with the continuous method. As studies of in-vehicle carbon monoxide (CO) exposure often show rapidly fluctuating CO levels and are increasingly using the continuous electrochemical sensing method, the present activity aims at validating the suitability of the latter method for this monitoring task. For this purpose, an electrochemical CO sensing monitor was used to continuously monitor CO level inside and outside of a vehicle moving in an urban area, and to analyze the content of concomitantly taken grab samples. Trip-average CO levels measured using the two testing methods were compared. For CO levels higher than the instrument detection limit (1 ppm), the observed percent difference between continuous and grab sampling results varied within a fairly acceptable range (0.6–15.4%). The regression of continuous sampling data against grab sampling data revealed an average error of 6.9%, indicating the suitability of the continuous electrochemical method for monitoring in-vehicle and exterior average CO concentration under typical urban traffic conditions.     

PM(10)-bound polycyclic aromatic hydrocarbons: biological indicators, lung cancer risk of realistic receptors and 'source-exposure-effect relationship' under different source scenarios

Cancer has become a critical health issue in the world heritage city Kandy, Sri Lanka. Polycyclic aromatic hydrocarbons (PAHs), one of persistent organic pollutants, in the atmosphere may be a major etiological factor in lung carcinogenicity. Over the very high concentrations of ambient air PAHs reported in Kandy, this paper is focused on setting priorities to control human exposure to PAHs in prevention of cancer.On re-appraisal of the classical indicator benzo(a)pyrene (B[a]P) for atmospheric PAHs-related carcinogenicity, B[a]P failed to reflect the toxicity completely and may not be the sole indicator for risk assessment studies in complex multi-sourced urban environments. The excess lifetime lung cancer risks of atmospheric PAHs with ‘less than lifetime exposure’ were assessed based on both ‘B[a]P toxic equivalents’ and ‘B[a]P surrogate epidemiological’ approach of risk quantification, over emissions characterized urban, suburban, and rural areas of Kandy. In urban heavy traffic areas, PAH-related additional cancer burden has been 942 million⁻¹ over 30 y of exposure. Over the whole study area, ∑p-PAHs show strong correlation (r = 0.8) to the predicted risk levels. While the urban and suburban predicted cancer risk levels could not show significant correlation to their emission sources indicating the real complexity in mega urban environments, the rural lung cancer risk levels correlated perfectly with the source, firewood combustion.Policy decisions on environment and health could be based on established correlations among ‘emission sources-exposures-health effects’. The priority for “analysis of options and policy formulation to reduce inhalation PAHs exposure of population in Kandy” was considered “moderate to high”.     

Determinants of perceived air pollution annoyance and association between annoyance scores and air pollution (PM2.5, NO2) concentrations in the European EXPOLIS study

Apart from its traditionally considered objective impacts on health, air pollution can also have perceived effects, such as annoyance. The psychological effects of air pollution may often be more important to well-being than the biophysical effects. Health effects of perceived annoyance from air pollution are so far unknown. More knowledge of air pollution annoyance levels, determinants and also associations with different air pollution components is needed. In the European air pollution exposure study, EXPOLIS, the air pollution annoyance as perceived at home, workplace and in traffic were surveyed among other study objectives. Overall 1736 randomly drawn 25–55-yr-old subjects participated in six cities (Athens, Basel, Milan, Oxford, Prague and Helsinki). Levels and predictors of individual perceived annoyances from air pollution were assessed. Instead of the usual air pollution concentrations at fixed monitoring sites, this paper compares the measured microenvironment concentrations and personal exposures of PM_2.5 and NO₂ to the perceived annoyance levels. A considerable proportion of the adults surveyed was annoyed by air pollution. Female gender, self-reported respiratory symptoms, downtown living and self-reported sensitivity to air pollution were directly associated with high air pollution annoyance score while in traffic, but smoking status, age or education level were not significantly associated. Population level annoyance averages correlated with the city average exposure levels of PM_2.5 and NO₂. A high correlation was observed between the personal 48-h PM_2.5 exposure and perceived annoyance at home as well as between the mean annoyance at work and both the average work indoor PM_2.5 and the personal work time PM_2.5 exposure. With the other significant determinants (gender, city code, home location) and home outdoor levels the model explained 14% (PM_2.5) and 19% (NO₂) of the variation in perceived air pollution annoyance in traffic. Compared to Helsinki, in Basel and Prague the adult participants were more annoyed by air pollution while in traffic even after taking the current home outdoor PM_2.5 and NO₂ levels into account.     

The influence of tropospheric ozone on the air temperature of the city of Toronto,Ontario, Canada

Weekday/weekend variations in tropospheric ozone concentrations were examined to determine whether ground-level greenhouse gases have a significant impact on local climate. The city of Toronto, Canada, was chosen due to a high volume of commuter traffic and frequent exposure to high ozone episodes. Due to day-of-the-week variations in commuter traffic, ozone concentrations were shown to vary significantly between weekdays and weekends. During high ozone episodes weekend air temperatures were significantly higher than those observed on weekdays. As no meteorological phenomenon is known to occur over a 7 day cycle the observed temperature variations were attributed to anthropogenic activity.     

The effect of commuting microenvironment on commuter exposures to vehicular emission in Hong Kong

Vehicular exhaust emission has gradually become the major air pollution source in modern cities and traffic related exposure is found to contribute significantly to total human exposure level. A comprehensive survey was conducted from November 1995 to July 1996 in Hong Kong to assess the effect of traffic-induced air pollution inside different commuting microenvironments on commuter exposure. Microenvironmental monitoring is performed for six major public commuting modes (bus, light bus, MTR, railway, tram, ferry), plus private car and roadside pavement. Traffic-related pollutants, CO, NO_x, THC and O₃ were selected as the target pollutants. The results indicate that commuter exposure is highly influenced by the choice of commuting microenvironment. In general, the exposure level in decreasing order of measured pollutant level for respective commuting microenvironments are: private car, the group consisting light bus, bus, tram and pavement, MTR and train, and finally ferry. In private car, the CO level is several times higher than that in the other microenvironments with a trip averaged of 10.1 ppm and a maximum of 24.9 ppm. Factors such as the body position of the vehicle, intake point of the ventilation system, fuel used, ventilation, transport mode, road and driving conditions were used in the analysis. Inter-microenvironment, intra-microenvironment and temporal variation of CO concentrations were used as the major indicator. The low body position and low intake point of the ventilation system of the private car are believed to be the cause of higher intake of exhaust of other vehicles and thus result in high pollution level in this microenvironment. Compared with other metropolis around the world and the Hong Kong Air Quality Objectives (HKAQO), exposure levels of commuter to traffic-related air pollution in Hong Kong are relatively low for most pollutants measured. Only several cases of exceedence of HKAQO by NO₂ were recorded. The strong prevailing wind plus the channeling effect created by the harbor, the fuel used, the relative abundance of new cars and the successful implementation of the vehicle emission control program are factors that compensate the effect of the emission source strength and thus lead to low exposure levels.     

A Wind Tunnel Study of Gaseous Pollutants in City Street Canyons

Steady state mean concentrations of tracer gas were measured in a 400:1 scale model of an idealized city with variable geometry placed within a wind tunnel at various orientations to the mean flow for a free stream velocity of 6.8 ft/sec. The tracer gas was released from two parallel line sources to simulate lanes of traffic in an effort to quantify the persistence of pollution as well as the mean values realized at street levels. An aerodynamically rough turbulent boundary layer of neutral thermal stratification was employed to simulate the atmosphere. Values of concentration measured in the model city were converted to prototype concentrations in ppm and compared to National Ambient Air Quality Standards. It was shown that single isolated structures may cause favorable mixing of pollution downwind but very high concentrations exist in the immediate leeward vicinity of the building. Two favorable geometries for city blocks tested were found to reduce pedestrian exposure to pollution both near heavy traffic congestion and downwind. It was concluded that the pollutant dilution was controlled by the mean flow rather than by turbulent diffusion and that the lateral spread of the plume was slight as one proceeded downwind of the line source. The combination of favorable geometry and higher dilution velocities may bring pollution levels down to existing Air Quality Standards. The body of information presented in this paper should interest city planners and air quality monitoring personnel, as well as those researchers attempting to study and model flow in city street canyons. It provides order of magnitude estimates on pedestrian and office worker exposure to pollutants under a wide range of conditions.     

Continuous measurement of gaseous pollutants in Buenos Aires city

Data on CO, NO, NO₂ and O₃ concentrations measured in Buenos Aires city using a continuous monitoring station are reported. This is the first systematic study of this kind carried out in the city, which is, together with its surroundings, the third more populated in Latin America. Measurements were performed during 12 months in one of the principal avenues near downtown. Results indicate that vehicular traffic is the principal source of CO and NO_x. The concentration of O₃ is generally quite low and results from the mixing of clean air masses with exhaust gases containing high amounts of NO. The monthly averages of CO and NO decrease from Winter to Summer in correlation with the increase of the mean wind speed and average temperature. These results are compared with previous measurements on the spatial distribution of NO₂ in the whole city using passive diffusion tubes and with the concentration of CO, which is being continuously registered since several years in the downtown area. Measurements performed at a green, windy, low traffic area beneath the La Plata river are also shown.     

Does living in elevated CO2 ameliorate tree response to ozone? A review on stomatal responses

Short-term elevated O3 reduces photosynthesis, which reduces stomatal conductance (g(s)) in response to increased substomatal CO2 concentration (Ci). Further exposure causes stomata to become sluggish in response to environmental stimuli. Exposure to elevated CO2 stimulates rapid stomata closure in response to increased Ci. This reduction in g(s) may not be sustained over time as photosynthesis down-regulates and with it, g(s). The relationship between g(s) and photosynthesis may not be constant because stomata respond more slowly to environmental changes than photosynthesis, and because elevated CO2 may alter guard cell sensitivity to other signals. Also, reduced stomatal density (and g(s)) in response to long-term CO2 enrichment suggests sustained reduction in g(s). Elevated CO2 is believed to ameliorate the deleterious O3 effects by reducing g(s) and thus the potential O3 flux into leaves. Confirmation that g(s) acclimation to CO2 enrichment does not lessen over time is critical for developing meaningful O3 flux scenarios.     

Air pollution impacts of speed limitation measures in large cities: The need for improving traffic data in a metropolitan area

Assessing the effects of air quality management strategies in urban areas is a major concern worldwide because of the large impacts on health caused by the exposure to air pollution. In this sense, this work analyses the changes in urban air quality due to the introduction of a maximum speed limit to 80 km h^?1 on motorways in a large city by using a novel methodology combining traffic assimilation data and modelling systems implemented in a supercomputing facility. Albeit the methodology has been non-specifically developed and can be extrapolated to any large city or megacity, the case study of Barcelona is presented here. Hourly simulations take into account the entire year 2008 (when the 80 km h^?1 limit has been introduced) vs. the traffic conditions for the year 2007. The data has been assimilated in an emission model, which considers hourly variable speeds and hourly traffic intensity in the affected area, taken from long-term measurement campaigns for the aforementioned years; it also permits to take into account the traffic congestion effect. Overall, the emissions are reduced up to 4%; however the local effects of this reduction achieve an important impact for the adjacent area to the roadways, reaching 11%. In this sense, the speed limitation effects assessed represent enhancements in air quality levels (5–7%) of primary pollutants over the area, directly improving the welfare of 1.35 million inhabitants (over 41% of the population of the Metropolitan Area) and affecting 3.29 million dwellers who are potentially benefited from this strategy for air quality management (reducing 0.6% the mortality rates in the area).