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.     

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.     

Reducing the Risk of Accidental Death Due to Vehicle-Related Carbon Monoxide Poisoning

ABSTRACT

Emissions of carbon monoxide (CO) from motor vehicles cause several hundred accidental fatal poisonings annually in the United States. The circumstances that could lead to fatal poisonings in residential settings with motor vehicles as the source of CO were explored. The risk of death in a garage (volume = 90 m³) and a single-family dwelling (400 m³) was evaluated using a Monte Carlo simulation with varying CO emission rates and ventilation rates. Information on emission rates was obtained from a survey of motor vehicle exhaust gas composition under warm idle conditions in California, and information on ventilation rates was obtained from a summary of published measurements in the U.S. housing stock. The risk of death ranged from 16 to 21% for a 3-hr exposure in a garage to 0% for a 1-hr exposure in a house. Older vehicles were associated with a disproportionately high risk of death. Removing all pre-1975 vehicles from the fleet would reduce the risk of death by one-fourth to two-thirds, depending on the exposure scenario. Significant efforts have been made to control CO emissions from motor vehicles with the goal of reducing CO concentrations in outdoor air. Substantial public health benefit could also be obtained if vehicle control measures were designed to take account of acute CO poisonings explicitly.     

Quantification of personal exposure concentrations to gasoline vehicle emissions in high-end exposure microenvironments: Effects of fuel and season

Mobile-source air toxic (MSAT) levels increase in confining microenvironments (MEs) with numerous emission sources of vehicle exhaust or evaporative emissions or during high-load and cold-start conditions. Reformulated fuels are expected to reduce MSAT and ozone precursor emissions. This study, required under the Clean Air Act Section 211b, evaluated high-end exposures in cities using reformulated (methyl tertiary-butyl ether [MTBE] or ethanol [EtOH]) fuels and conventional gasoline blends. The study investigates 13 high-end MEs, sampling under enhanced exposure conditions expected to result in maximal fuel and exhaust component exposures to carbon monoxide (CO), carbon dioxide (CO₂), BTEX (benzene, toluene, ethylbenzene, xylenes), MTBE, 1,3-butadiene (1,3-BD), EtOH, formaldehyde (HCHO), and acetaldehyde (CH₃CHO). The authors found that day-to-day ME variations in high-end benzene, 1,3-BD, HCHO, and CO concentrations are substantial, but independent of gasoline composition and season, and related to the activity and emission rates of ME sources, which differ from day to day.

Implications: Mobile-source air toxic (MSAT) levels increase in confining microenvironments (MEs) in the presence of vehicular exhaust or evaporative emissions. This study, required under the Clean Air Act Section 211b, evaluated high-end exposures in cities using oxygenated (methyl tertiary-butyl ether or ethanol) and conventional gasoline blends. Personal exposure concentrations were quantified in selected MEs representing the upper end of the frequency distribution of potential population exposures. This work presents the first systematic look at high-end/maximal exposures to multiple contaminants, in multiple microenvironments, in multiple cities, over two seasons, for multiple fuels, making it a very complete evaluation of reformulated fuel impacts on MSAT concentrations in confined microenvironments. The study found that day-to-day ME variations of high-end pollutant concentrations are substantial, but independent of gasoline composition and season, and related to the variable daily activity and emission rates of ME sources. The data collected in this study may be used in bounding exposure modeling estimates that account for time spent in similar confining MEs.     

Microenvironmental characteristics important for personal exposures to aldehydes in Sacramento,CA, and Milwaukee,WI

Oxygenated additives in gasoline are designed to decrease the ozone-forming hydrocarbons and total air toxics, yet they can increase the emissions of aldehydes and thus increase human exposure to these toxic compounds. This paper describes a study conducted to characterize targeted aldehydes in microenvironments in Sacramento, CA, and Milwaukee, WI, and to improve our understanding of the impact of the urban environment on human exposure to air toxics. Data were obtained from microenvironmental concentration measurements, integrated, 24-h personal measurements, indoor and outdoor pollutant monitors at the participants' residences, from ambient pollutant monitors at fixed-site locations in each city, and from real-time diaries and questionnaires completed by the technicians and participants. As part of this study, a model to predict personal exposures based on individual time/activity data was developed for comparison to measured concentrations. Predicted concentrations were generally within 25% of the measured concentrations. The microenvironments that people encounter daily provide for widely varying exposures to aldehydes. The activities that occur in those microenvironments can modulate the aldehyde concentrations dramatically, especially for environments such as “indoor at home.” By considering personal activity, location (microenvironment), duration in the microenvironment, and a knowledge of the general concentrations of aldehydes in the various microenvironments, a simple model can do a reasonably good job of predicting the time-averaged personal exposures to aldehydes, even in the absence of monitoring data. Although concentrations of aldehydes measured indoors at the participants' homes tracked well with personal exposure, there were instances where personal exposures and indoor concentrations differed significantly. Key to the ability to predict exposure based on time/activity data is the quality and completeness of the microenvironmental characterizations for the chemicals of interest. Consistent with many earlier studies, personal exposures are difficult to predict using data from regional outdoor monitors.     

Carbon Monoxide Exposures to Los Angeles Area Commuters

Carbon monoxide exposures to commuters were simulated in a 5-day study in Los Angeles County. Exposures were determined by measuring CO in three vehicles as they traveled typical commuter routes. The data collected during this study include measurements of vehicle speed and CO measurements in the interior and exterior of the three vehicles during the morning and evening peak traffic periods. In addition, hourly averaged CO measurements were taken from eight south coastal Air Quality Management District fixed-site monitoring stations and six California Department of Transportation vans in the proximity of the commuter routes. These data were used to investigate the relationship of CO exposures to meteorological parameters, fixed-site monitors, and traffic conditions.

The average ratio of interior CO concentrations to exterior CO concentrations was 0.92. Concentrations inside and outside the vehicles remained about the same even when the vehicles were driven with vents closed and windows up. Smoking was not permitted in the vehicles during the study. The average ratio of the hour average CO concentrations in the vehicles to fixed-site measurements was 3.9. However, this ratio decreases with increasing ambient CO levels. Although CO levels in the vehicles frequently exceeded 40 ppm and sometimes exceeded 60 ppm, the hour average CO concentrations did not exceed 35 ppm. Slow moving congested traffic is associated with higher CO levels in the vehicles than a high volume of traffic moving at a steady speed.     

Development of a microscale emission factor model for particulate matter for predicting real-time motor vehicle emissions

The U.S. Environmental Protection Agency's National Exposure Research Laboratory is pursuing a project to improve the methodology for modeling human exposure to motor vehicle emissions. The overall project goal is to develop improved methods for modeling the source through the air pathway to human exposure in significant exposure microenvironments. Current particulate matter (PM) emission models, particle emission factor model (used in the United States, except California) and motor vehicle emission factor model (used in California only), are suitable only for county-scale modeling and emission inventories. There is a need to develop a site-specific real-time emission factor model for PM emissions to support human exposure studies near roadways. A microscale emission factor model for predicting site-specific real-time motor vehicle PM (MicroFacPM) emissions for total suspended PM, PM less than 10 microm aerodynamic diameter, and PM less than 2.5 microm aerodynamic diameter has been developed. The algorithm used to calculate emission factors in MicroFacPM is disaggregated, and emission factors are calculated from a real-time fleet, rather than from a fleet-wide average estimated by a vehicle-miles-traveled weighting of the emission factors for different vehicle classes. MicroFacPM requires input information necessary to characterize the site-specific real-time fleet being modeled. Other variables required include average vehicle speed, time and day of the year, ambient temperature, and relative humidity.     

A reevaluation of carbon monoxide: past trends,future concentrations,and implications for conformity "hot-spot" policies

Control of CO is one of the great air-quality management success stories of the past 20 years. This paper evaluates whether past progress will continue into the future and whether changes in microscale CO concentrations are comparable to reductions observed at the regional scale. Neighborhood and microscale CO concentrations were evaluated at six northern and southern California monitoring sites. The study also included a review of CO emission, concentration, and exposure trends and on-road motor vehicle-based CO emission control programs for California and the United States. Consistent with California and national trends, CO concentrations declined at each of the six study locations from 1988 through 1998. Microscale concentrations declined at the same rate as did neighborhood-scale concentrations. Rollback analyses demonstrated that microscale concentrations will continue to decline through at least 2010-2020. Within a few years, microscale violations of the CO National Ambient Air Quality Standards (NAAQS) will be unlikely in California except under extraordinary circumstances.     

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.     

Determinants of fine particle (PM2.5) personal exposure levels in transport microenvironments,London, UK

A series of field studies were carried out in London, UK, during 1999–2000 in which over 400 fine particle (PM_2.5) personal exposure level measurements were taken for journeys in bicycle, bus, car and underground rail transport microenvironments. This was the first comprehensive PM_2.5 personal exposure study of transport users. Both a fixed-route multi-transport mode study and a study of cyclists’ commuter journeys were undertaken. Subsequent to these field studies regression modelling of possible influencing factors of these exposure levels was carried out. Meteorological variables, traffic density, mode and route were considered; the relationships of personal exposure levels with fixed site monitor (FSM) concentrations, and of the FSM concentrations with the potential predictor variables, were also investigated. This analysis of the determinants of transport user exposure to PM_2.5 in London, UK, showed that wind speed had a significant influence on personal exposure levels, though explained only up to 20% of the variability of road transport user exposure levels. The occurrence of higher wind speeds was strongly associated with a decrease in personal exposure levels; a 1.5–2.0 fold difference in exposure level concentrations was estimated between the 10th and 90th percentiles of wind speed. Route was a significant factor, whilst mode was not a significant factor in the street microenvironment (between bicycle, bus and car modes); models incorporating route and mode, as well as wind speed, explained approximately 35% of the variability in PM_2.5 exposure levels. Personal exposure levels were reasonably correlated with urban background FSM concentrations, for fixed-route road mode (bicycle, bus and car) exposure level concentrations, r=0.27 (p<0.01) and for commuter cyclists’ exposure level concentrations r=0.58 (p<0.01).     

我国汽车排气污染净化研究

本文在调研１９８３年来我国有关汽车排气净化研究的文献基础上，综述了机内净化，机外净化和燃料处理三方面的研究水平与成果，着重探讨了汽车尾气催化净化技术和催化剂的研究。结合我国目前汽车工业和城市机动车污染现状，借鉴国外机动车污染控制的发展道路，提出了我国机动车污染控制技术的发展方向，并对进一步开展汽车排气净化研究提出了建议。     

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.     

Bayesian hierarchical modeling of personal exposure to particulate matter

In the US EPA's 1998 Baltimore Epidemiology-Exposure Panel Study, a group of 16 residents of a single building retirement community wore personal monitors recording personal fine particulate air pollution concentrations (PM_2.5) for 27 days, while other monitors recorded concurrent apartment, central indoor, outdoor and ambient site PM_2.5 concentrations. Using the Baltimore panel study data, we develop a Bayesian hierarchical model to characterize the relationship between personal exposure and concentrations of PM_2.5 indoors and outdoors. Personal exposure is expressed as a linear combination of time spent in microenvironments and associated microenvironmental concentrations. The model incorporates all available monitoring data and accounts for missing data and sources of uncertainty such as measurement error and individual differences in exposure. We discuss the implications of using personal versus ambient PM_2.5 measurements in characterization of personal exposure to PM_2.5.     

A Fuel-Based Motor Vehicle Emission Inventory

Abstract

A fuel-based methodology for calculating motor vehicle emission inventories is presented. In the fuel-based method, emission factors are normalized to fuel consumption and expressed as grams of pollutant emitted per gallon of gasoline burned. Fleet-average emission factors are calculated from the measured on-road emissions of a large, random sample of vehicles. Gasoline use is known at the state level from sales tax data, and may be disaggregated to individual air basins. A fuel-based motor vehicle CO inventory was calculated for the South Coast Air Basin in California for summer 1991. Emission factors were calculated from remote sensing measurements of more than 70,000 in-use vehicles. Stabilized exhaust emissions of CO were estimated to be 4400 tons/day for cars and 1500 tons/day for light-duty and medium- duty trucks, with an estimated uncertainty of ±20% for cars and ±30% for trucks. Total motor vehicle CO emissions, including incremental start emissions and emissions from heavy-duty vehicles were estimated to be 7900 tons/day. Fuelbased inventory estimates were greater than those of California's MVEI 7F model by factors of 2.2 for cars and 2.6 for trucks. A draft version of California's MVEI 7G model, which includes increased contributions from high-emitting vehicles and off-cycle emissions, predicted CO emissions which closely matched the fuel-based inventory. An analysis of CO mass emissions as a function of vehicle age revealed that cars and trucks which were ten or more years old were responsible for 58% of stabilized exhaust CO emissions from all cars and trucks.     

Fine particle (PM2.5) measurement methodology, quality assurance procedures, and pilot results of the EXPOLIS study

EXPOLIS is a European multicenter (Athens, Basel, Grenoble, Helsinki, Milan, and Prague) air pollution exposure study. It is the first international, population-based, large-scale study, where personal exposures to PM2.5 aerosol particles (together with volatile organic compounds and carbon monoxide) are being monitored. EXPOLIS is performed in six different centers across Europe, the sampled aerosol concentrations vary greatly, and the microenvironmental samples are not collected with the same equipment as the personal samples. Therefore careful equipment selection, methods development and testing, and thorough quality assurance and quality control (QA & QC) procedures are essential for producing reliable and comparable PM2.5 data. This paper introduces the equipment, the laboratory test results, the pilot results, the standard operating procedures, and the QA & QC procedures of EXPOLIS. Test results show good comparability and repeatability between personal and microenvironmental monitors for PM2.5 at different concentration levels measured across Europe in EXPOLIS centers.     

Estimated hourly personal exposures to ambient and nonambient particulate matter among sensitive populations in Seattle, Washington

Epidemiological studies of particulate matter (PM) routinely use concentrations measured with stationary outdoor monitors as surrogates for personal exposure. Despite the frequently reported poor correlations between ambient concentrations and total personal exposure, the epidemiologic associations between ambient concentrations and health effects depend on the correlation between ambient concentrations and personal exposure to ambient-generated PM. This paper separates personal PM exposure into ambient and nonambient components and estimates the outdoor contribution to personal PM exposures with continuous light scattering data collected from 38 subjects in Seattle, WA. Across all subjects, the average exposure encountered indoors at home was lower than in all other microenvironments. Cooking and being at school were associated with elevated levels of exposure. Previously published estimates of particle infiltration (Finf) were combined with time-location data to estimate an ambient contribution fraction (alpha, mean = 0.66+/-0.21) for each subject. The mean alpha was significantly lower for subjects monitored during the heating season (0.55+/-0.16) than for those monitored during the nonheating season (0.80+/-0.17). Our modeled alpha estimates agreed well with those estimated with the sulfur-tracer method (slope = 1.08; R2 = 0.67). We modeled exposure to ambient and nonambient PM with both continuous light scattering and 24-hr gravimetric data and found good agreement between the two methods. On average, ambient particles accounted for 48% of total personal exposure (range = 21-80%). The personal activity exposure was highly influenced by time spent away from monitored microenvironments. The median hourly longitudinal correlation between central site concentrations and personal exposures was 0.30. Although both alpha and the nonambient sources influence the personal-central relationship, the latter seems to dominate. Thus, total personal exposure may be poorly predicted by stationary outdoor monitors, particularly among persons whose PM exposure is dominated by nonambient exposures, for example, those living in tightly sealed homes, those who cook, and children.     

Observations and Model Simulations of Carbon Monoxide Emission Factors from a California Highway

ABSTRACT

A series of twelve intensively monitored 1-hr CO dispersion studies were conducted near Davis, CA, in winter 1996. The experimental equipment included twelve CO sampling ports at elevations up to 50 m, three sonic anemometers, a tethersonde station, aircraft measurements of wind and temperature profile aloft, and a variety of conventional meteorological equipment. The study was designed to explore the role of vehicular exhaust buoyancy during worst-case meteorological conditions, such as low winds oriented in near-parallel alignment with the road during a surface-based nocturnal inversion. From the study, field estimates of the CO emission factor (EF) from a California vehicle fleet were computed using two different methods. The analysis suggests that the CT-EMFAC/ EMFAC (EMission FACtor) models currently used to conduct federal conformity modeling significantly overpredict CO emissions for high-speed, free-flowing traffic on California highways.