Carbon Monoxide Exposures Inside an Automobile Traveling on an Urban Arterial Highway

Carbon monoxide (CO) exposures were measured inside a motor vehicle during 88 standardized drives on a major urban arterial highway, El Camino Real (traffic volume of 30,500-45,000 vehicles per day), over a 13-1/2 month period. On each trip (lasting between 31 and 61 minutes), the test vehicle drove the same 5.9-mile segment of roadway in both directions, for a total of 11.8 miles, passing through 20 intersections with traffic lights (10 in each direction) in three California cities (Menlo Park, Palo Alto, and Los Altos). Earlier tests showed that the test vehicle was free of CO intrusion. For the 88 trips, the mean CO concentration was 9.8 ppm, with a standard deviation of 5.8 ppm. Of nine covariates that were examined to explain the variability in the mean CO exposures observed on the 88 trips (ambient CO at two fixed stations, atmospheric stability, seasonal trend function, time of day, average surrounding vehicle count, trip duration, proportion of time stopped at lights, and instrument type), a fairly strong seasonal trend was found. A model consisting of only a single measure of traffic volume and a seasonal trend component had substantial predictive power (R² = 0.68); by contrast, the ambient CO levels, although partially correlated with average exposures, contributed comparatively little predictive power to the model. The CO exposures experienced while drivers waited at the red lights at an intersection ranged from 6.8 to 14.9 ppm and differed considerably from intersection to intersection. A model also was developed to relate the short-term variability of exposures to averaging time for trip times ranging from 1 to 20 minutes using a variogram approach to deal with the serial autocorrelation. This study shows: (1) the mass balance equation can relate exterior CO concentrations as a function of time to interior CO concentrations; (2) CO exposures on urban arterial highways vary seasonally; (3) momentary CO exposures experienced behind red lights vary with the intersection; and (4) an averaging time model can simulate exposures during short trips (20 minutes or less) on urban arterial highways.     

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.     

Ozone exposure among Mexico City outdoor workers

In researching health effects of air pollution, pollutant levels from fixed-site monitors are commonly assigned to the subjects. However, these concentrations may not reflect the exposure these individuals actually experience. A previous study of ozone (O3) exposure and lung function among shoe-cleaners working in central Mexico City used fixed-site measurements from a monitoring station near the outdoor work sites as surrogates for personal exposure. The present study assesses the degree to which these estimates represented individual exposures. In 1996, personal O3 exposures of 39 shoe-cleaners working outdoors were measured using an active integrated personal sampler. Using mixed models, we assessed the relationship between measured personal O3 exposure and ambient O3 measurements from the fixed-site monitoring station. Ambient concentrations were approximately 50 parts per billion higher, on average, than personal exposures. The association between personal and ambient O3 was highly significant (mixed model slope p < 0.0001). The personal/ambient ratio was not constant, so use of the outdoor monitor would not be appropriate to rank O3 exposure and evaluate health effects between workers. However, the strong within-worker longitudinal association validates previous findings associating day-to-day changes in fixed-site O3 levels with adverse health effects among these shoe-cleaners and suggests fixed-site O3 monitors may adequately estimate exposure for other repeated-measure health studies of outdoor workers.     

Carbon monoxide levels in popular passenger commuting modes traversing major commuting routes in Hong Kong

Vehicle exhaust is a major source of air pollution in metropolitan cities. Commuters are exposed to high traffic-related pollutant concentrations. Public transportation is the most popular commuting mode in Hong Kong and there are about 10.8 million passenger trips every day. Two-thirds of them are road commuters. An extensive survey was conducted to measure carbon monoxide in three popular passenger commuting modes, bus, minibus, and taxi, which served, respectively, 3.91 million, 1.76 million and 1.31 million passenger trips per day in 1998. Three types of commuting microenvironments were selected: urban–urban, urban–suburban and urban–rural. Results indicated that in-vehicle CO level increased in the following order: bus, minibus and taxi. The overall average in-vehicle CO level in air-conditioned bus, minibus and taxi were 1.8, 2.9 and 3.3 ppm, respectively. The average concentration level difference between air-conditioned buses (1.8 ppm) and non-air-conditioned buses (1.9 ppm) was insignificant. The fluctuation of in-vehicle CO level of non-air-conditioned vehicle followed the variation of out-vehicle CO concentration. Our result also showed that even in air-conditioned vehicles, the in-vehicle CO concentration was affected by the out-vehicle CO concentration although there exists a smoothing out effect. The in-vehicle CO level was the highest in urban–suburban commuting routes and was followed by urban–urban routes. The in-vehicle CO level in urban–rural routes was the lowest. The highest CO level was recorded after the vehicle traversed through tunnel. The average CO exposure of a commuter in tunnel can be 2–3 times higher than that at the other roads. The CO exposure level of public road transportation commuters in Hong Kong was lower than most other cities. Factors governing the CO levels were also discussed.     

Alteration in Carboxyhemoglobin Concentrations During Exposure to 9 ppm Carbon Monoxide for 8 Hours at Sea Level and 2134 m Altitude in a Hypobaric Chamber

Seventeen non-smoking young men served as subjects to determine the alteration in carboxyhemoglobin (COHb) concentrations during exposure to 0 or 9 ppm carbon monoxide for 8 hours (CO) at sea level or an altitude of 2134 meters (7000 feet) in a hypobaric chamber. Nine subjects rested during the exposure and 8 exercised for 10 minutes of each exposure hour at a mean ventilation of 25 L (BTPS). All subjects performed a maximal aerobic capacity test at the completion of their respective exposures. Carboxyhemoglobin concentrations fell in all subjects during their exposures to 0 ppm CO at sea level or 2134 m. During the 8-h exposures to 9 ppm CO, COHb rose linearly from approximately 0.2 percent to 0.7 percent. No significant differences in uptake were found whether the subjects were resting or intermittently exercising during their 8-h exposures. COHb levels attained were similar at both sea level and 2134 m. Maximal aerobic capacity was reduced approximately 7-10 percent consequent to altitude exposure during 0 ppm CO exposures. These values were not altered following exposure for 8 h to 9 ppm CO in either the resting or exercising subjects.     

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.     

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.     

Epidemiological Bases for Possible Air Quality Criteria for Carbon Monoxide

Exposures to adequate environmental levels of CO will increase COHb concentrations in human subjects. The amount of this increase is reasonably predictable, and must be considered in relation to exposure to CO in inhaled cigarette smoke as well as to occupational and domestic exposures. The increase in body COHb will result in some degree of impairment of tissue oxygenation.

Methods for estimating COHb levels in large populations are relatively simple. The assumption that an exposure to 30 ppm CO for eight hours will produce on the average, an increase in COHb of 5%, has been substantiated by available data.

Exposure for five hours to between 10 and 12 ppm of CO has been shown to increase the COHb levels in nonsmokers by at least 0.5%. Such an increase adds appreciably to the body burden of COHb in those who do not already have such a body burden from cigarette smoking. Longer exposures could have produced a somewhat greater increase.

Apart from increases in COHb, three possible effects have been a source of major consideration in epidemiologic studies. The first is the production of some persistent toxic reaction. This possibility has been examined with respect to occupational exposure, and the evidence for the occurrence of such a condition is insufficient.

The possible contribution of ambient community CO exposure to the mortality of persons hospitalized with myocardial infarction has been investigated. The evidence suggests that daily average CO values in excess of about 10 ppm may be associated with an increase in mortality in hospitalized patients with myocardial infarction. Substantiation of this impression will require a study of the prognosis of myocardial infarction patients in relationship to COHb levels measured at admission to the hospital.

Finally, in two studies, persons driving motor vehicles which were involved in accidents had higher COHb levels than "control" populations. Controls were not ideal, however. Possible mechanisms by which CO might affect the ability to drive a motor vehicle is suggested in the available data on CO effects upon visual sensitivity, psychological test performance and accurate estimation of time intervals. As little as 2 percent COHb can produce these effects in laboratory studies, and the available epidemiologic information confirms that such an increase in COHb levels among drivers might influence the frequency of accidents.

Specific areas where research is indicated to clarify uncertainties relating to health effects of CO are: 1. The increment in COHb which can be produced by exposures to an average of 20 ppm CO for an eight hour period and the increment which can be produced by 15 ppm for such a period and by 10 ppm for up to twenty-four hours.

2. The relationship of ambient CO levels and of COHb levels to the survival of hospitalized patients with myocardial infarction.

3. The prognostic significance with respect to cardiovascular conditions of elevated levels of COHb.

4. The relationship, if any, between ambient CO and COHb levels and the occurrence of motor vehicle accidents when weather and driving conditions, cigarette smoking, alcohol and drug use, and other factors are adjusted and controlled.

     

Validity of ambient levels of fine particles as surrogate for personal exposure to outdoor air pollution--results of the European EXPOLIS-EAS Study (Swiss Center Basel)

To evaluate the validity of fixed-site fine particle levels as exposure surrogates in air pollution epidemiology, we considered four indicator groups: (1) PM2.5 total mass concentrations, (2) sulfur and potassium for regional air pollution, (3) lead and bromine for traffic-related particles, and (4) calcium for crustal particles. Using data from the European EXPOLIS (Air Pollution Exposure Distribution within Adult Urban Populations in Europe) study, we assessed the associations between 48-hr personal exposures and home outdoor levels of the indicators. Furthermore, within-city variability of fine particle levels was evaluated. Personal exposures to PM2.5 mass were not correlated to corresponding home outdoor levels (n = 44, rSpearman (Sp) = 0.07). In the group reporting neither relevant indoor sources nor relevant activities, personal exposures and home outdoor levels of sulfur were highly correlated (n = 40, rSp = 0.85). In contrast, the associations were weaker for traffic (Pb: n = 44, rSp = 0.53; Br: n = 44, rSp = 0.21) and crustal (Ca: n = 44, rSp = 0.12) indicators. This contrast is consistent with spatially homogeneous regional pollution and higher spatial variability of traffic and crustal indicators observed in Basel, Switzerland. We conclude that for regional air pollution, fixed-site fine particle levels are valid exposure surrogates. For source-specific exposures, however, fixed-site data are probably not the optimal measure. Still, in air pollution epidemiology, ambient PM2.5 levels may be more appropriate exposure estimates than total personal PM2.5 exposure, since the latter reflects a mixture of indoor and outdoor sources.     

Evaluation of a Probabilistic Exposure Model Applied

The probabilistic National Ambient Air Quality Standards (NAAQS) Exposure Model applied to carbon monoxide (pNEM/CO) was developed by the U.S. Environmental Protection Agency (EPA) to estimate frequency distributions of population exposure to carbon monoxide (CO) and the resulting carboxyhemoglobin (COHb) levels. To evaluate pNEM/CO, the model was set up to simulate CO exposure data collected during a Denver Personal Exposure Monitoring Study (PEM) conducted during the winter of 1982-1983.

This paper compares computer-simulated exposure distributions obtained by pNEM/CO with the observed cumulative

relative frequency distributions of population exposure to CO from 779 people in the Denver PEM study. The subjects were disaggregated into two categories depending upon whether they lived in a home with a gas stove or an electric stove. The observed and predicted population exposure frequency distributions were compared in terms of 1-hr daily maximum exposure (1DME) and 8-hr daily maximum moving average exposure (8DME) for people living in homes with gas stove or an electric stove. For 1DME, the computer-simulated results from pNEM/CO agreed most closely within the range of 6-13 ppm, but overestimated occurrences at low exposure (<6 ppm) and underestimated occurrences at high exposure (>13 ppm). For 8DME, the predicted exposures agreed best with observed exposures in the range of CO concentration between 5.5 and 7 ppm, and over-predicted occurrences below 5.5 ppm and under-predicted occurrences above 7 ppm.     

Evaluation of a Probabilistic Exposure Model Applied to Carbon Monoxide (pNEM/CO) Using Denver Personal Exposure Monitoring Data

The probabilistic National Ambient Air Quality Standards (NAAQS) Exposure Model applied to carbon monoxide (pNEM/CO) was developed by the U.S. Environmental Protection Agency (EPA) to estimate frequency distributions of population exposure to carbon monoxide (CO) and the resulting carboxyhemoglobin (COHb) levels. To evaluate pNEM/CO, the model was set up to simulate CO exposure data collected during a Denver Personal Exposure Monitoring Study (PEM) conducted during the winter of 1982-1983. This paper compares computer-simulated exposure distributions obtained by pNEM/CO with the observed cumulative relative frequency distributions of population exposure to CO from 779 people in the Denver PEM study.

The subjects were disaggregated into two categories depending upon whether they lived in a home with a gas stove or an electric stove. The observed and predicted population exposure frequency distributions were compared in terms of 1-hr daily maximum exposure (1DME) and 8-hr daily maximum moving average exposure (8DME) for people living in homes with gas stove or an electric stove. For 1DME, the

computer-simulated results from pNEM/CO agreed most closely within the range of 6-13 ppm, but overestimated occurrences at low exposure (<6 ppm) and underestimated occurrences at high exposure (>13 ppm). For 8DME, the predicted exposures agreed best with observed exposures in the range of CO concentration between 5.5 and 7 ppm, and over-predicted occurrences below 5.5 ppm and under-predicted occurrences above 7 ppm.     

Comparison of breath CO,CO exposure,and Coburn model predictions in the U.S. EPA Washington-Denver (CO) study

The U.S. EPA studied the carbon monoxide (CO) exposures and resulting breath CO concentrations of 625 non-smoking persons in Washington, D.C., and 454 non-smokers in Denver, CO, in the winter of 1982–83. Mean population-weighted breath concentrations were 5.1 ± 0.2 (SE) ppm in Washington and 7.2 ± 0.2 ppm in Denver. These values were correlated with the preceding personal air CO exposures (Spearman rank correlation coefficient r_s > 0.5, P < 0.0001) but not with the outdoor concentrations (r_s < 0.2). However, the breath measurements did not agree very closely with the personal exposures according to the current (Coburn) model relating alveolar CO to ambient CO. One reason for the discrepancy may have been the slight observed negative bias displayed by the personal monitors. A method of using the breath measurements to arrive at an improved estimate of personal exposures has been developed and applied. The method leads to an upward revision of exposure estimates: about 10% of the Washington target population of 1.22 million non-smokers are estimated to have exceeded the EPA 8-h ambient standard of 9 ppm during the winter of 1982–83, well above the 3.5% indicated by the personal monitor measurements.     

Estimations of real-world N2O emissions from road vehicles by means of measurements in a traffic tunnel

Ambient air measurements of N2O, NOx, CO, and HC based on grab sampling were conducted in a major traffic tunnel in Sweden, that carries up to 4,000 vehicles per hour, in order to estimate real-world emissions of N2O for road traffic. Two different methods--relative and mass balance-were used to calculate a N2O emission factor for the mixed vehicle fleet, which gave an average emission factor, at average speeds of 30-70 km/h, of approximately 25 mg N2O/ km, with a range of 7-56 mg/km.     

Determining gaseous emission factors and driver's particle exposures during traffic congestion by vehicle-following measurement techniques

Vehicle gaseous emissions (NO, CO, CO2, and hydrocarbon [HC]) and driver's particle exposures (particulate matter < 1 microm [PM1], < 2.5 microm [PM2.5], and < 10 microm [PM10]) were measured using a mobile laboratory to follow a wide variety of vehicles during very heavy traffic congestion in Macao, Special Administrative Region, People's Republic of China, an urban area having one of the highest population densities in the world. The measurements were taken with high time resolution so that fluctuations in the emissions can be seen readily during vehicle acceleration, cruising, deceleration, and idling. The tests were conducted in close proximity to the vehicles, with the inlet of a five-gas analyzer mounted on the front bumper of the mobile laboratory, and the distance between the vehicles was usually within several meters. To measure the driver's particle exposures, the inlets of the particle analyzers were mounted at the height of the driver's breathing position in the mobile laboratory, with the driver's window open. A total of 178 and 113 vehicles were followed individually to determine the gaseous emission factor and the driver's particle exposures, respectively, for motorcycle, passenger car, taxi, truck, and bus. The gaseous emission factors were used to model the roadside air quality, and good correlations between the modeled and monitored CO, NO2, and nitrogen oxide (NO(x)) verified the reliability of the experiments. Compared with petrol passenger cars and petrol trucks, diesel taxies and diesel trucks emitted less CO but more NO(x). The impact of urban canyons is shown to cause a significant increase in the PM1 peak. The background concentrations contributed a significant amount of the driver's particle exposures.     

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.     

Turbulent Diffusion Behind Vehicles: Effect of Traffic Speed on Pollutant Concentrations

Recent theoretical and experimental investigations Indicate that turbulent diffusion behind moving vehicles Is Influenced by the speed of the vehicle. Vertical wake induced turbulent diffusion, explicitly treated in the numerical ROADWAY model, is proportional to the square of the wind speed relative to the moving vehicle. Hence, the model predictions of turbulent mixing and pollutant concentrations on and downwind of a roadway are dependent upon the traffic speed. It Is expected from theoretical considerations that the effect of vehicle speed on pollutant concentrations will be more significant during stable atmospheric conditions, because in neutral and unstable conditions the vehicle-wake turbulence is quickly masked by the ambient turbulence. In this study, experimental data are utilized to evaluate the theoretical predictions of the effects of traffic speed on the ambient pollutant concentrations. The effects of vehicle speed upon ambient concentrations are investigated through wind tunnel experiments and field studies that used dual tracers. Consistent with predictions of the ROADWAY model, data obtained near the Long Island Expressway indicate that the influence of traffic speed on the ambient pollutant concentrations Is not significant during unstable and neutral conditions. The Long Island experiment did not provide sufficient field data to assess the model predictions of the traffic speed effect during stable atmospheric conditions.     

Relative importance of school bus-related microenvironments to children's pollutant exposure

Real-time concentrations of black carbon, particle-bound polycyclic aromatic hydrocarbons, nitrogen dioxide, and fine particulate counts, as well as integrated and real-time fine particulate matter (PM2.5) mass concentrations were measured inside school buses during long commutes on Los Angeles Unified School District bus routes, at bus stops along the routes, at the bus loading/unloading zone in front of the selected school, and at nearby urban "background" sites. Across all of the pollutants, mean concentrations during bus commutes were higher than in any other microenvironment. Mean exposures (mean concentration times time spent in a particular microenvironment) in bus commutes were between 50 and 200 times greater than those for the loading/unloading microenvironment, and 20-40 times higher than those for the bus stops, depending on the pollutant. Although the analyzed school bus commutes represented only 10% of a child's day, on average they contributed one-third of a child's 24-hr overall black carbon exposure during a school day. For species closely related to vehicle exhaust, the within- cabin exposures were generally dominated by the effect of surrounding traffic when windows were open and by the bus's own exhaust when windows were closed. Low-emitting buses generally exhibited high concentrations only when traveling behind a diesel vehicle, whereas high-emitting buses exhibited high concentrations both when following other diesel vehicles and when idling without another diesel vehicle in front of the bus. To reduce school bus commute exposures, we recommend minimizing commute times, avoiding caravanning with other school buses, using the cleanest buses for the longest bus routes, maintaining conventional diesel buses to eliminate visible emissions, and transitioning to cleaner fuels and advanced particulate control technologies as soon as possible.     

Personal exposures of preschool children to carbon monoxide: Roles of ambient air quality and gas stoves

Personal 1 h mean CO exposures of preschool children in two day care centers (Töölö and Vallila) in Helsinki were measured with continuously recording personal exposure monitors. In Vallila, the median CO exposure of children from homes with gas stoves was 2.0 mg m⁻³, and with electric stoves, 0.9 mg m⁻³. In Töölö, the corresponding values were 1.9 and 1.0 mg m⁻³, respectively. The national ambient air quality guidelines for CO in Finland were exceeded in a few percent of the exposure measurements. The results were compared to fixed-site ambient air monitoring data and related to the presence of town-gas fired stoves in the children's homes. The results show that fixed-site ambient air monitors are of little value in predicting personal exposures of children or even their relative differences between areas. They also show that town-gas fired stoves may have a profound effect on the CO exposures of the children.     

Personal exposure to particulate air pollution in transport microenvironments

Personal measurements of exposure to particulate air pollution (PM₁₀, PM_2.5, PM₁) were simultaneously made during walking and in-car journeys on two suburban routes in Northampton, UK, during the winter of 1999/2000. Comparisons were made between concentrations found in each transport mode by particle fraction, between different particle fractions by transport mode, and between transport microenvironments and a fixed-site monitor located within the study area. High levels of correlation were seen between walking and in-car concentrations for each of the particle fractions (PM₁₀: r²=0.82; PM_2.5: r²=0.98; PM₁: r²=0.99). On an average, PM₁₀ concentrations were 16% higher inside the car than for the walker, but there were no difference in average PM_2.5 and PM₁ concentrations between the two modes. High PM_2.5:PM₁₀ ratios (0.6–0.73) were found to be associated with elevated sulphate levels. The PM_2.5:PM₁₀ and PM₁:PM_2.5 ratios were shown to be similar between walking and in-car concentrations. Concentrations of PM₁₀ were found to be more closely related between transport mode than either mode was with concentrations recorded at the fixed-site (roadside) monitor. The fixed-site monitor was shown to be a poor marker for PM₁₀ concentrations recorded during walking and in-car on a route over 1 km away.     

Relative Importance of School Bus-Related Microenvironments to Children’s Pollutant Exposure

Abstract

Real‐time concentrations of black carbon, particle‐bound polycyclic aromatic hydrocarbons, nitrogen dioxide, and fine particulate counts, as well as integrated and real‐time fine particulate matter (PM_2.5) mass concentrations were measured inside school buses during long commutes on Los Angeles Unified School District bus routes, at bus stops along the routes, at the bus loading/unloading zone in front of the selected school, and at nearby urban “background” sites. Across all of the pollutants, mean concentrations during bus commutes were higher than in any other microenvironment. Mean exposures (mean concentration times time spent in a particular microenvironment) in bus commutes were between 50 and 200 times greater than those for the loading/unloading microenvironment, and 20–40 times higher than those for the bus stops, depending on the pollutant. Although the analyzed school bus commutes represented only 10% of a child’s day, on average they contributed one‐third of a child’s 24‐hr overall black carbon exposure during a school day. For species closely related to vehicle exhaust, the within‐cabin exposures were generally dominated by the effect of surrounding traffic when windows were open and by the bus’s own exhaust when windows were closed. Low‐emitting buses generally exhibited high concentrations only when traveling behind a diesel vehicle, whereas high‐emitting buses exhibited high concentrations both when following other diesel vehicles and when idling without another diesel vehicle in front of the bus. To reduce school bus commute exposures, we recommend minimizing commute times, avoiding caravanning with other school buses, using the cleanest buses for the longest bus routes, maintaining conventional diesel buses to eliminate visible emissions, and transitioning to cleaner fuels and advanced particulate control technologies as soon as possible.