Linking In-Vehicle Ultrafine Particle Exposures to On-Road Concentrations

Exploring particle concentrations and inside-to-outside ratios in vehicles: A real-time road test study

In transportation microenvironments, humans exposed to particulate matter (PM) inside vehicles can experience higher levels of daily exposure. To make inside-vehicle PM exposure measurements more feasible and easy under real driving conditions, and to quantify the relationship between the concentrations and influencing factors, we assessed PM1, PM2.5, and PM10. levels. Additionally, we collected key influencing factors to develop predictive models. The measurements of PM1, PM2.5, and PM10 concentrations showed that the ventilation setting was a significant influencing factor. The concentrations decreased significantly under the recirculation setting (RC) compared to the outside air setting (OA). The inside-to-outside (I/O) ratios of PM were 1.69 to 1.93-fold higher than those of RC under OA conditions. However, a substantial reduction in the I/O ratios was observed when RC was employed. Although both the concentrations and I/O ratios exhibited significant differences, they demonstrated strong potential relationships. PM2.5 I/O ratios accounted for over 85 % of the variation in the PM1 and PM10 I/O ratios. The developed models for the I/O ratios of PM accounted for >40 and 60 % of the variation in the measured I/O ratios for RC and OA, respectively. We used the vehicle age, vehicle interior volume, speed, cabin temperature, cabin humidity, and their higher-order terms as predictive variables. It is important to note that the influential predictive feature importance differed under RC and OA, and considering the vehicle characteristics between vehicles of the same type may be necessary when using RC. Overall, these findings indicate that the inside-vehicle PM exposure can be measured more easily under real driving conditions by considering the key influencing factors and utilizing the developed predictive models.

Air quality in the car: How CO2 and body odor affect drivers' cognition and driving performance?

Elevated indoor levels of CO2 and the presence of body odor have been shown to have adverse effects on the cognitive function of building occupants. These factors may also contribute to impaired in-car driving performance, potentially posing a threat to transportation and public safety. To investigate the effects of CO2 and body odor on driving performance, we enrolled 25 participants in highway driving tasks under three indoor CO2 levels (800, 1800, and 3500 ppm) and two body odor conditions (presence and absence). CO2 was injected in the cabin to increase CO2 levels. In addition, we assessed working memory and reaction time using N-back tasks during driving. We found that driving speed, acceleration, and lateral control were not significantly affected by either CO2 or body odor. We observed no significant differences in sleepiness or emotion under varying CO2 or body odor conditions, except for a lower level of emotion valence with exposure to body odor. Task load was also not significantly impacted by CO2 or body odor levels, except for a higher reported effort at 1800 ppm compared to 800 ppm CO2. However, participants did demonstrate significantly higher accuracy with increased body odor exposure, suggesting a complex effect of volatile organic compounds on driver cognition. Our findings also revealed moderating effects of task difficulty of N-back tests and exposure duration on cognition and driving performance. This is one of the first few in-depth studies regarding environmental factors and their effect on drivers' cognition and driving performance, and these results provide valuable insights for car-cabin environmental design for air quality and driving safety.

In-vehicle exposure to NO2 and PM2.5: A comprehensive assessment of controlling parameters and reduction strategies to minimise personal exposure

Vehicles are the third most occupied microenvironment, other than home and workplace, in developed urban areas. Vehicle cabins are confined spaces where occupants can mitigate their exposure to on-road nitrogen dioxide (NO2) and fine particulate matter (PM2.5) concentrations. Understanding which parameters exert the greatest influence on in-vehicle exposure underpins advice to drivers and vehicle occupants in general. This study assessed the in-vehicle NO2 and PM2.5 levels and developed stepwise general additive mixed models (sGAMM) to investigate comprehensively the combined and individual influences of factors that influence the in-vehicle exposures. The mean in-vehicle levels were 19 ± 18 and 6.4 ± 2.7 μg/m3 for NO2 and PM2.5, respectively. sGAMM model identified significant factors explaining a large fraction of in-vehicle NO2 and PM2.5 variability, R2 = 0.645 and 0.723, respectively. From the model's explained variability on-road air pollution was the most important predictor accounting for 22.3 and 30 % of NO2 and PM2.5 variability, respectively. Vehicle-based predictors included manufacturing year, cabin size, odometer reading, type of cabin filter, ventilation fan speed power, window setting, and use of air recirculation, and together explained 48.7 % and 61.3 % of NO2 and PM2.5 variability, respectively, with 41.4 % and 51.9 %, related to ventilation preference and type of filtration media, respectively. Driving-based parameters included driving speed, traffic conditions, traffic lights, roundabouts, and following high emitters and accounted for 22 and 7.4 % of in-vehicle NO2 and PM2.5 exposure variability, respectively. Vehicle occupants can significantly reduce their in-vehicle exposure by moderating vehicle ventilation settings and by choosing an appropriate cabin air filter.

Characterizing in-cabin air quality and vehicular air filtering performance for passenger cars in China

The rapidly growing vehicle population has become a crucial contributor to severe air-pollution and public health issues. In urban areas, vehicles have become one of the important sources of air pollutants such as nitrogen oxides and fine particulate matter (PM_2.5). In particular, the on-road concentrations of traffic-related air pollutants (TRAPs) are typically many times higher than normal ambient concentrations, potentially leading to high in-vehicle exposure levels to TRAPs. Limited studies have focused on the variability in in-vehicle concentrations of TRAPs and linked the pollution level to both out-cabin conditions and the in-cabin filtration performance during real-world travels. Therefore, this study measured on-roadway, in-cabin concentrations of PM_2.5 and carbon dioxide (CO₂) by using well-calibrated low-cost sensors during various conditions. Our results indicate that, although in-cabin PM_2.5 concentrations are correlated to out-cabin PM_2.5 concentration levels, the control efficiency would be affected by the ventilation mode and the adoption of vehicular filtration device. The PM_2.5 reduction efficiencies could achieve 45% and 77% for in-use and new filters made by vehicle manufacturers respectively, with the average CO₂ concentration remained at a safe level (<800 ppm) under the in-vehicle outside air ventilation. The application of a high-efficiency cabin air (HECA) filter can further enhance the PM_2.5 filtration efficiency up to 85-96%, indicating the significance of advanced cabin air filtration technology for improving in-cabin air quality and reducing health risk of Chinese drivers.

Case Studies of Aerosol Pollution in Different Public Transport Vehicles in Hungarian Cities

In this case study, aerosol pollution and passenger exposure were investigated while travelling on different public transport vehicles in Hungary. Two sampling campaigns were carried out: one in autumn 2012 and the other in spring 2014. Concentration, elemental composition and the size distribution of aerosol samples were determined in order to characterize the atmospheric particulate matter (APM) pollution inside the vehicles. The concentration of the PMcoarse fraction inside the different vehicles varied between 29 and 354 μg m−3, while the PM2.5 concentrations were found to be between 12 and 192 μg m−3. This was significantly (2–19 times) higher than the outdoor concentration values. The main sources of the increased exposure were the resuspended mineral and road dust, including salt and fertilizers, and the direct exhaust of the vehicles. Rail abrasion and disinfectant and cleaning materials also contributed considerably to the aerosol pollution inside the vehicles. Moreover, organic fibrous particles were found in great number on the samples by single particle analysis using scanning electron microscopy (SEM).

Identifying trends in ultrafine particle infiltration and carbon dioxide ventilation in 92 vehicle models

There has been ongoing research aimed at reducing pollution concentrations in vehicles due to the high exposure which occurs in this setting. These studies have found using recirculate (RC) settings substantially reduces in-cabin traffic-related pollution concentrations but possibly leads to an adverse accumulation of carbon dioxide (CO₂) from driver respiration. The aim of this study was to highlight how vehicle models and ventilation settings affect in-cabin concentrations to ultrafine particles (UFP) and CO₂ in real-world conditions. We assessed the ability of different vehicles to balance reductions in UFP against the build-up of in-cabin CO₂ concentrations by measuring these pollutants concurrently both inside and outside the vehicle to derive an in/out ratio. When ventilation settings were set to RC, UFP concentrations inside the vehicles (median: 3205 pt./cm³) were 86% lower compared to outside air (OA) (23,496 pt./cm³) across a 30-min real-world driving route. However, CO₂ concentrations demonstrated a rapid linear increase under RC settings, at times exceeding 2500 ppm. These concentrations have previously been associated with decreased cognitive performance. Our study did not find an effect of gasoline fuelled vehicles affecting in-cabin UFP levels compared to hybrid or electric vehicles, suggesting that self-pollution was not an issue. We also found that certain vehicle models were better at reducing both in-cabin UFP and CO₂ concentrations. The results suggest that under RC settings in/out CO₂ ratios are largely determined by the leakiness of the vehicle cabin, whereas in/out UFP ratios are primarily determined by the efficacy of the in-built air filter in the vehicles ventilation system.

Risk of SARS-CoV-2 in a car cabin assessed through 3D CFD simulations

In this study, the risk of infection from SARS-CoV-2 Delta variant of passengers sharing a car cabin with an infected subject for a 30-min journey is estimated through an integrated approach combining a recently developed predictive emission-to-risk approach and a validated CFD numerical model numerically solved using the open-source OpenFOAM software. Different scenarios were investigated to evaluate the effect of the infected subject position within the car cabin, the airflow rate of the HVAC system, the HVAC ventilation mode, and the expiratory activity (breathing vs. speaking). The numerical simulations here performed reveal that the risk of infection is strongly influenced by several key parameters: As an example, under the same ventilation mode and emitting scenario, the risk of infection ranges from zero to roughly 50% as a function of the HVAC flow rate. The results obtained also demonstrate that (i) simplified zero-dimensional approaches limit proper evaluation of the risk in such confined spaces, conversely, (ii) CFD approaches are needed to investigate the complex fluid dynamics in similar indoor environments, and, thus, (iii) the risk of infection in indoor environments characterized by fixed seats can be in principle controlled by properly designing the flow patterns of the environment.

Assessment of Home-Based and Mobility-Based Exposure to Black Carbon in an Urban Environment: A Pilot Study

The combustion of fossil fuels is a significant source of particulate-bound black carbon (BC) in urban environments. The personal exposure (PE) of urban dwellers to BC and subsequent health impacts remain poorly understood due to a lack of observational data. In this study, we assessed and quantified the levels of PE to BC under two exposure scenarios (home-based and mobility-based exposure) in the city of Trivandrum in India. In the home-based scenario, the PE to BC was assessed in a naturally ventilated building over 24 h each day during the study period while in the mobility-based scenario, the PE to BC was monitored across diverse microenvironments (MEs) during the day using the same study protocol for consistency. Elevated BC concentrations were observed during the transport by motorcycle (26.23 ± 2.33 µg/m³) and car (17.49 ± 2.37 µg/m³). The BC concentrations observed in the MEs decreased in the following order: 16.58 ± 1.38 µg/m³ (temple), 13.78 ± 2.07 µg/m³ (restaurant), 11.44 ± 1.37 µg/m³ (bus stop), and 8.27 ± 1.88 µg/m³ (home); the standard deviations represent the temporal and spatial variations of BC concentrations. Overall, a relatively larger inhaled dose of BC in the range of 148.98–163.87 µg/day was observed for the mobility-based scenario compared to the home-based one (118.10–137.03 µg/day). This work highlights the importance of reducing PE to fossil fuel-related particulate emissions in cities for which BC is a good indicator. The study outcome could be used to formulate effective strategies to improve the urban air quality as well as public health.

Behavior of carbon monoxide, nitrogen oxides, and ozone in a vehicle cabin with a passenger

Drivers and passengers are exposed to high concentrations of air pollutants while driving. While there are many studies to assess exposure to air pollutants penetrating into a vehicle cabin, little is known about how individual gas pollutants are behaving (e.g. accumulating, depositing, reacting etc.) in the cabin. This study investigated the characteristic behavior of CO, NO, NO2 and O3 in a vehicle cabin in the presence of a driver with static, pseudo dynamic and dynamic tests. We found in our experiments that CO and NO concentrations increased while O3 and NO2 concentrations decreased rapidly when cabin air was recirculated. A kinetic model, which contains 20 chemical reactions, could predict the static test results well. CO and NO accumulations in the cabin were due to exhalation from the driver and conversion of NO2 to NO upon deposition to surfaces may also play a role. Pseudo dynamic and dynamic test results showed similar results. During the fresh air mode CO, NO, and NO2 followed similar trends between the inside and outside of the cabin, while in cabin O3 concentrations were lower compared to outside concentrations due to reactions with the human and surface deposition. The Cabin Air Quality Index approached 0.8 and 0.4 for O3 during pseudo dynamic and dynamic tests, respectively. Accumulation of NO in the cabin was not obvious during the dynamic test due to a large variation of outside NO concentrations. We encourage auto manufacturers to develop control algorithms and devices to reduce a passenger's exposure to gaseous pollutants in vehicle cabins.

An Unobstructive Sensing Method for Indoor Air Quality Optimization and Metabolic Assessment within Vehicles

This work investigates the use of an intelligent and unobstructive sensing technique for maintaining vehicle cabin's indoor air quality while simultaneously assessing the driver metabolic rate. CO2 accumulation patterns are of great interest because CO2 can have negative cognitive effects at higher concentrations and also since CO2 accumulation rate can potentially be used to determine a person's metabolic rate. The management of the vehicle's ventilation system was controlled by periodically alternating the air recirculation mode within the cabin, which was actuated based on the CO2 levels inside the vehicle's cabin. The CO2 accumulation periods were used to assess the driver's metabolic rate, using a model that considered the vehicle's air exchange rate. In the process of the method optimization, it was found that the vehicle's air exchange rate (λ [h-1]) depends on the vehicle speeds, following the relationship: λ = 0.060 × (speed) - 0.88 when driving faster than 17 MPH. An accuracy level of 95% was found between the new method to assess the driver's metabolic rate (1620 ± 140 kcal/day) and the reference method of indirect calorimetry (1550 ± 150 kcal/day) for a total of N = 16 metabolic assessments at various vehicle speeds. The new sensing method represents a novel approach for unobstructive assessment of driver metabolic rate while maintaining indoor air quality within the vehicle cabin.

Dispersion behaviors of exhaust gases and nanoparticle of a passenger vehicle under simulated traffic light driving pattern

In the present study, the flow structure and pollutants dispersions were investigated by experiment and simulation on a typical passenger vehicle under simulated traffic light driving pattern. Some important findings were achieved: 1) gaseous pollutants diffuse drastically during first 0.3-0.6 m distance depending on wind velocity, at 1.25 m/s wind speed which is the similar level of exhaust gas, the pollutant concentration rises suddenly at ~0.6 m because exhaust plume is twisted by bottom gas flow, and a low velocity zone is produced; 2) as wind speed increases, the vehicle-induced turbulence is more and more important on pollutant dispersion pattern than exhaust plume dynamics. For instance, at 1.25 m/s and 4.17 m/s wind speeds, pollutants decrease to zero at ~1.6 m behind tail pipe, but at 0 m/s condition, pollutant relative fraction is still at ~0.12 level even at very long distance; 3) solid particle has larger attenuation rate than gaseous pollutants, only after ~0.6 m the particle number (PN) and diameter are very close to background values. Solid particle can diffuse to farther distance in vehicle transverse direction, when a car passes through the pedestrians with a 3 m distance, pedestrians expose to 2.6-3 times higher PN relative to atmosphere with diameters of 28-33 nm, this is very hazardous for human health; 4) exhaust pollutants disperse difficultly when followed by a car with a commonly waiting distance. At free dispersion scenario only behind ~0.6 m, PN decreases to 5800 #/cm³ (background value), but in-cabin PN of the following car (behind 0.8 m) rises to 3.5 × 10⁴ #/cm³ (even after 2-3 times decay through ventilation system). This study provides implications for future studies on transport planning.

Car Wake Flows and Ultrafine Particle Dispersion: From Experiments to Modelling

Improving air quality in urban environments and transportation systems is crucial. Concerns are related to health and environmental issues associated with huge costs. Car cabin is a microenvironment where pollutants can accumulate with possible risks for occupants. In automotive engineering, it has then become mandatory to study the path and dispersion of such pollutants emitted from the tailpipe of a car. In the present paper, the relation between the flow topology and the dispersion of ultrafine particles (UFP) in the wake of a vehicle is discussed. Experiments were undertaken at a reduced scale using simplified car models. Experimental conditions were defined to be representative of a vehicle in an urban environment. Based on experimental data, a simplified analytical model is developed, which aims at describing the concentration fields of UFP in the wake of a single vehicle for different rear slant angles. The strengths and limits of the present model are discussed and ways of improvements are suggested. Additional experiments are presented to assess the influence of the inter-vehicle distance on this recirculation region. Critical inter-vehicle distances were determined based on defined criteria for different rear slant angles of the leading vehicle and compared to safety clearances.

Variations in exposure to in-vehicle particle mass and number concentrations in different road environments

Road environments significantly affect in cabin concentration of particulate matter (PM). This study conducted measurements of in-vehicle and on-road concentrations of PM10, PM2.5, PM1, and particle number (PN) in size of 0.02-1 µm, under six ventilation settings in different urban road environments (tunnels, surface roads and elevated roads). Linear regression was then used to analyze the contributions of multiple predictor variables (including on-road concentrations, temperature, relative humidity, time of day, and ventilation settings) to measured variations. On-road measurements of PM2.5, PM1, and PN concentrations from the open surface roads were 5.5%, 3.7%, and 16% lower, respectively, than those measured in tunnels, but 7.6%, 7.1% and 24% higher, respectively, than those on elevated roads. The highest on-road PM10 concentration was observed on surface roads. The time series pattern of in-vehicle particle concentrations closely tracked the on-road concentrations outside of the car and exhibited a smoother profile. Irrespective of road environment, the average I/O ratio of particles was found to be the lowest when air conditioning was on with internal recirculation, the highest purification efficiency via ventilation was obtained by switching on external air recirculation and air conditioning. Statistical models showed that on-road concentration, temperature, and ventilation setting are common factors of significance that explained 58%-80%, 64%-97%, and 87%-98% of the variations in in-vehicle PM concentrations on surface roads, on elevated roads, and in tunnels, respectively. Implications: Inside vehicles, both driver and passengers will be exposed to elevated particle concentrations. However, for in-vehicle particles, there has been no comprehensive comparative study of the three-dimensional traffic environment including tunnels surface roads and elevated roads. This study focuses on the analysis of the trends and main influencing factors of particle concentrations in different road environments. The results can provide suggestions for the driver's behavior, and provide data support for the environmental protection department to develop pollutant concentration limits within the vehicle.

Black Carbon and Particulate Matter Concentrations in Eastern Mediterranean Urban Conditions: An Assessment Based on Integrated Stationary and Mobile Observations

There is a paucity of comprehensive air quality data from urban areas in the Middle East. In this study, portable instrumentation was used to measure size-fractioned aerosol number, mass, and black carbon concentrations in Amman and Zarqa, Jordan. Submicron particle number concentrations at stationary urban background sites in Amman and Zarqa exhibited a characteristic diurnal pattern, with the highest concentrations during traffic rush hours (2–5 × 104 cm−3 in Amman and 2–7 × 104 cm−3 in Zarqa). Super-micron particle number concentrations varied considerably in Amman (1–10 cm−3). Mobile measurements identified spatial variations and local hotspots in aerosol levels within both cities. Walking paths around the University of Jordan campus showed increasing concentrations with proximity to main roads with mean values of 8 × 104 cm−3, 87 µg/m3, 62 µg/m3, and 7.7 µg/m3 for submicron, PM10, PM2.5, and black carbon (BC), respectively. Walking paths in the Amman city center showed moderately high concentrations (mean 105 cm−3, 120 µg/m3, 85 µg/m3, and 8.1 µg/m3 for submicron aerosols, PM10, PM2.5, and black carbon, respectively). Similar levels were found along walking paths in the Zarqa city center. On-road measurements showed high submicron concentrations (>105 cm−3). The lowest submicron concentration (<104 cm−3) was observed near a remote site outside of the cities.

Exploring the effects of ventilation practices in mitigating in-vehicle exposure to traffic-related air pollutants in China

In most major cities of China, commuters inevitably spend a considerable amount of time in vehicle cabins due to the escalation of traffic congestion and a rapidly increasing vehicle population. The in-vehicle microenvironment that is in close proximity to traffic emission sources is at particular risk of increased exposure to traffic-related air pollutants (TRAPs). In this study, a mobile measurement campaign was carried out to investigate in-vehicle exposure to TRAPs in China where the elevated level of TRAPs has drawn worldwide attention in recent years. Our analysis demonstrates that vehicle ventilation mode (i.e., mechanical ventilation, natural ventilation, hybrid ventilation, and infiltration) played a critical role in determining the level of in-vehicle exposure. Although the outside air (OA) mode of mechanical ventilation provided adequate air exchange to passengers, the average in-vehicle PM_2.5 and UFP concentrations (119 μg/m³ and 97,227 cm^-3 on freeway, and 93 μg/m³ and 42,829 cm^-3 on local roadway) during a 20-min sampling period were observed at the level that are markedly greater than those from studies conducted in the U.S., posing a serious health threat to vehicle occupants. We elaborated how our results collected in China with a significantly more polluted on-road environment differ from existing studies in terms of ventilation and driving conditions. In addition, we made the first effort to examine in-vehicle exposure under hybrid ventilation that is a common ventilation practice in everyday commute to potentially reduce symptoms similar to sick building syndrome (SBS). Our data indicate that vehicle occupants under hybrid ventilation are at much greater risk of TRAPs exposure if operating in a polluted on-road environment, and we call for future research on automated ventilation system with advanced window control especially for vans and buses with a large cabin volume.

Vehicle interior air quality conditions when travelling by taxi

Vehicle interior air quality (VIAQ) was investigated inside 14 diesel/non-diesel taxi pairs operating simultaneously and under normal working conditions over six weekday hours (10.00-16.00) in the city of Barcelona, Spain. Parameters measured included PM₁₀ mass and inorganic chemistry, ultrafine particle number (N) and size, lung surface deposited area (LDSA), black carbon (BC), CO₂, CO, and a range of volatile organic compounds (VOCs). Most taxi drivers elected to drive with windows open, thus keeping levels of CO₂ and internally-generated VOCs low but exposing them to high levels of traffic-related air pollutants entering from outside and confirming that air exchange rates are the dominant influence on VIAQ. Median values of N and LDSA (both sensitive markers of VIAQ fluctuations and likely health effects) were reduced to around 10⁴ #/cm³ and < 20 µm²/cm³ respectively under closed conditions, but more than doubled with windows open and sometimes approached 10⁵ #/cm³ and 240 µm²/cm³. In exceptional traffic conditions, transient pollution peaks caused by outside infiltration exceeded N = 10⁶ #/cm³ and LDSA= 1000 µm²/cm³. Indications of self-pollution were implicated by higher BC and CO levels, and larger UFP sizes, measured inside diesel taxis as compared to their non-diesel pair, and the highest concentrations of CO (>2 ppm) were commonly associated with older, high-km diesel taxis. Median PM₁₀ concentrations (67 µg/m³) were treble those of urban background, mainly due to increased levels of organic and elemental carbon, with source apportionment calculations identifying the main pollutants as vehicle exhaust and non-exhaust particles. Enhancements in PM₁₀ concentrations of Cr, Cu, Sn, Sb, and a "High Field Strength Element" zircon-related group characterised by Zr, Hf, Nb, Y and U, are attributed mainly to the presence of brake-derived PM. Volatile organic compounds display a mixture which reflects the complexity of traffic-related organic carbon emissions infiltrating the taxi interior, with 2-methylbutane and n-pentane being the most abundant VOCs, followed by toluene, m-xylene, o-xylene, 1,2,4-trimethylbenzene, ethylbenzene, p-xylene, benzene, and 1,3,5-trimethylbenzene. Internally sourced VOCs included high monoterpene concentrations from an air freshener, and interior off-gassing may explain why the youngest taxi registered the highest content of alkanes and aromatic compounds. Carbon dioxide concentrations quickly climbed to undesirable levels (>2500 ppm) under closed ventilation conditions and could stay high for much of the working day. Taxi drivers face daily occupational exposure to traffic-related air pollutants and would benefit from a greater awareness of VIAQ issues, notably the use of ventilation, to encourage them to minimise possible health effects caused by their working environment.

Trends in onroad transportation energy and emissions

Globally, 1.3 billion on-road vehicles consume 79 quadrillion BTU of energy, mostly gasoline and diesel fuels, emit 5.7 gigatonnes of CO₂, and emit other pollutants to which approximately 200,000 annual premature deaths are attributed. Improved vehicle energy efficiency and emission controls have helped offset growth in vehicle activity. New technologies are diffusing into the vehicle fleet in response to fuel efficiency and emission standards. Empirical assessment of vehicle emissions is challenging because of myriad fuels and technologies, intervehicle variability, multiple emission processes, variability in operating conditions, and varying capabilities of measurement methods. Fuel economy and emissions regulations have been effective in reducing total emissions of key pollutants. Real-world fuel use and emissions are consistent with official values in the United States but not in Europe or countries that adopt European standards. Portable emission measurements systems, which uncovered a recent emissions cheating scandal, have a key role in regulatory programs to ensure conformity between "real driving emissions" and emission standards. The global vehicle fleet will experience tremendous growth, especially in Asia. Although existing data and modeling tools are useful, they are often based on convenience samples, small sample sizes, large variability, and unquantified uncertainty. Vehicles emit precursors to several important secondary pollutants, including ozone and secondary organic aerosols, which requires a multipollutant emissions and air quality management strategy. Gasoline and diesel are likely to persist as key energy sources to mid-century. Adoption of electric vehicles is not a panacea with regard to greenhouse gas emissions unless coupled with policies to change the power generation mix. Depending on how they are actually implemented and used, autonomous vehicles could lead to very large reductions or increases in energy consumption. Numerous other trends are addressed with regard to technology, emissions controls, vehicle operations, emission measurements, impacts on exposure, and impacts on public health.

IMPLICATIONS

Without specific policies to the contrary, fossil fuels are likely to continue to be the major source of on-road vehicle energy consumption. Fuel economy and emission standards are generally effective in achieving reductions per unit of vehicle activity. However, the number of vehicles and miles traveled will increase. Total energy use and emissions depend on factors such as fuels, technologies, land use, demographics, economics, road design, vehicle operation, societal values, and others that affect demand for transportation, mode choice, energy use, and emissions. Thus, there are many opportunities to influence future trends in vehicle energy use and emissions.

Traffic pollutants measured inside vehicles waiting in line at a major US-Mexico Port of Entry

At US-Mexico border Ports of Entry, vehicles idle for long times waiting to cross northbound into the US. Long wait times at the border have mainly been studied as an economic issue, however, exposures to emissions from idling vehicles can also present an exposure risk. Here we present the first data on in-vehicle exposures to driver and passengers crossing the US-Mexico border at the San Ysidro, California Port of Entry (SYPOE). Participants were recruited who regularly commuted across the border in either direction and told to drive a scripted route between two border universities, one in the US and one in Mexico. Instruments were placed in participants' cars prior to commute to monitor-1-minute average levels of the traffic pollutants ultrafine particles (UFP), black carbon (BC) and carbon monoxide (CO) in the breathing zone of drivers and passengers. Location was determined by a GPS monitor. Results reported here are for 68 northbound participant trips. The highest median levels of in-vehicle UFP were recorded during the wait to cross at the SYPOE (median 29,692particles/cm³) significantly higher than the portion of the commute in the US (median 20,508particles/cm³) though not that portion in Mexico (median 22, 191particles/cm³). In-vehicle BC levels at the border were significantly lower than in other parts of the commute. Our results indicate that waiting in line at the SYPOE contributes a median 62.5% (range 15.5%-86.0%) of a cross-border commuter's exposure to UFP and a median 44.5% (range (10.6-79.7%) of exposure to BC inside the vehicle while traveling in the northbound direction. Reducing border wait time can significantly reduce in-vehicle exposures to toxic air pollutants such as UFP and BC, and these preventable exposures can be considered an environmental justice issue.

A task-based analysis of black carbon exposure in Iowa farmers during harvest

Diesel exhaust has been associated with adverse human health effects. Farmers are often exposed to diesel exhaust; however, their diesel exposure has not been well characterized. In this descriptive study, we measured black carbon concentrations as a proxy for diesel exhaust exposure in 16 farmers over 20 sampling days during harvest in southeast Iowa. Farmers wore a personal aethalometer which measured real-time black carbon levels throughout the working day, and their activities were recorded by a field researcher. Black carbon concentrations were characterized for each farmer, and by activity, vehicle fuel type, and microenvironment. Overall, 574 discrete tasks were monitored with a median task duration of 5.5 min. Of these tasks, 39% involved the presence of a diesel vehicle. Farmers' daily black carbon geometric mean exposures ranged from 0.1-2.3 µg/m³, with a median daily geometric mean of 0.3 µg/m³. The highest black carbon concentrations were measured on farmers who used or worked near diesel vehicles (geometric mean ranged from 0.5 µg/m³ while harvesting to 4.9 µg/m³ during animal work). Higher geometric means were found for near vs. far proximity to diesel-fueled vehicles and equipment (2.9 vs. 0.3 µg/m³). Indoor, bystander proximity to diesel-operated vehicles resulted in the highest geometric mean black carbon concentrations (18 µg/m³). Use of vehicles with open cabs had higher mean black carbon concentrations than closed cabs (2.1-3.2 vs. 0.4-0.9 µg/m³). In summary, our study provided evidence that farmers were frequently exposed to black carbon associated with diesel-related activities at levels above urban ambient concentrations in their daily work during harvest.

Carbon dioxide accumulation inside vehicles: The effect of ventilation and driving conditions

Limiting the air exchange of passenger vehicles by closing windows and recirculating cabin air (RC) restricts the influx of roadway pollutants and reduces in-vehicle particulate concentrations. However, the carbon dioxide (CO₂) exhaled by the occupants can accumulate under these conditions to reach high concentrations. We characterized the factors (ventilation setting, vehicle age, speed, cabin volume, trip duration, and number of occupants) that allow CO₂ accumulation to reach concentration thresholds found in other studies to produce cognitive or physiological effects of concern such as fatigue or difficulty concentrating. Ventilation setting was the primary determinant of CO₂ accumulation; only the RC setting (and not outside-air intake) ever allows CO₂ accumulations to exceed thresholds of concern. Longer trips with multiple occupants are a particular concern. Even so, under RC setting, a 2500ppm threshold-the threshold consistently linked to detrimental cognitive effects-would not be exceeded for most one- or even two-occupant average-duration commutes (twenty-six minutes in the U.S.). For multiple passenger commutes and/or longer trips, RC ventilation should be periodically interrupted or partially mixed with outside air to keep CO₂ concentrations below 2500ppm.

Comparing on-road real-time simultaneous in-cabin and outdoor particulate and gaseous concentrations for a range of ventilation scenarios

Advanced automobile technology, developed infrastructure, and changing economic markets have resulted in increasing commute times. Traffic is a major source of harmful pollutants and consequently daily peak exposures tend to occur near roadways or while traveling on them. The objective of this study was to measure simultaneous real-time particulate matter (particle numbers, lung-deposited surface area, PM_2.5, particle number size distributions) and CO concentrations outside and in-cabin of an on-road car during regular commutes to and from work. Data was collected for different ventilation parameters (windows open or closed, fan on, AC on), whilst traveling along different road-types with varying traffic densities. Multiple predictor variables were examined using linear mixed-effects models. Ambient pollutants (NO_x, PM_2.5, CO) and meteorological variables (wind speed, temperature, relative humidity, dew point) explained 5-44% of outdoor pollutant variability, while the time spent travelling behind a bus was statistically significant for PM_2.5, lung-deposited SA, and CO (adj-R² values = 0.12, 0.10, 0.13). The geometric mean diameter (GMD) for outdoor aerosol was 34 nm. Larger cabin GMDs were observed when windows were closed compared to open (b = 4.3, p-value = <0.01). When windows were open, cabin total aerosol concentrations tracked those outdoors. With windows closed, the pollutants took longer to enter the vehicle cabin, but also longer to exit it. Concentrations of pollutants in cabin were influenced by outdoor concentrations, ambient temperature, and the window/ventilation parameters. As expected, particle number concentrations were impacted the most by changes to window position / ventilation, and PM_2.5 the least. Car drivers can expect their highest exposures when driving with windows open or the fan on, and their lowest exposures during windows closed or the AC on. Final linear mixed-effects models could explain between 88-97% of cabin pollutant concentration variability. An individual may control their commuting exposure by applying dynamic behavior modification to adapt to changing pollutant scenarios.

Perception and reality of particulate matter exposure in New York City taxi drivers

Exposure to fine particulate matter (PM2.5) and black carbon (BC) have been linked to negative health risks, but exposure among professional taxi drivers is understudied. This pilot study measured drivers' knowledge, attitudes, and beliefs (KAB) about air pollution compared with direct measures of exposures. Roadside and in-vehicle levels of PM2.5 and BC were continuously measured over a single shift on each subject, and exposures compared with central site monitoring. One hundred drivers completed an air pollution KAB questionnaire, and seven taxicabs participated in preliminary in-cab air sampling. Taxicab PM2.5 and BC concentrations were elevated compared with nearby central monitoring. Average PM2.5 concentrations per 15-min interval were 4-49 μg/m3. BC levels were also elevated; reaching>10 μg/m3. Fifty-six of the 100 drivers surveyed believed they were more exposed than non-drivers; 81 believed air pollution causes health problems. Air pollution exposures recorded suggest that driver exposures would likely exceed EPA recommendations if experienced for 24 h. Surveys indicated that driver awareness of this was limited. Future studies should focus on reducing exposures and increasing awareness among taxi drivers.

Step On It! Workplace Cardiovascular Risk Assessment of New York City Yellow Taxi Drivers

Multiple factors associated with taxi driving can increase the risk of cardiovascular disease (CVD) in taxi drivers. This paper describes the results of Step On It!, which assessed CVD risk factors among New York City taxi drivers at John F. Kennedy International Airport. Drivers completed an intake questionnaire and free screenings for blood pressure, glucose and body mass index (BMI). 466 drivers participated. 9 % had random plasma glucose values >200 mg/dl. 77 % had elevated BMIs. Immigrants who lived in the US for >10 years had 2.5 times the odds (CI 1.1-5.9) of having high blood pressure compared to newer immigrants. Abnormalities documented in this study were significant, especially for immigrants with greater duration of residence in the US, and underscore the potential for elevated CVD risk in this vulnerable population, and the need to address this risk through frameworks that utilize multiple levels of intervention.

Phenology of a Vegetation Barrier and Resulting Impacts on Near-Highway Particle Number and Black Carbon Concentrations on a School Campus

Traffic-related air pollution is a persistent concern especially in urban areas where populations live in close proximity to roadways. Innovative solutions are needed to minimize human exposure and the installation of vegetative barriers shows potential as a method to reduce near-road concentrations. This study investigates the impact of an existing stand of deciduous and evergreen trees on near-road total particle number (PNC) and black carbon (BC) concentrations across three seasons. Measurements were taken during spring, fall and winter on the campus of a middle school in the Atlanta (GA, USA) area at distances of 10 m and 50 m from a major interstate highway. We identified consistent decreases in BC concentrations, but not for PNC, with increased distance from the highway. In multivariable models, hour of day, downwind conditions, distance to highway, temperature and relative humidity significantly predicted pollutant concentrations. The magnitude of effect of these variables differed by season, however, we were not able to show a definitive impact of the vegetative barrier on near-road concentrations. More detailed studies are necessary to further examine the specific configurations and scenarios that may produce pollutant and exposure reductions.

Spatiotemporally resolved black carbon concentration, schoolchildren's exposure and dose in Barcelona

At city level, personal monitoring is the best way to assess people's exposure. However, it is usually estimated from a few monitoring stations. Our aim was to determine the exposure to black carbon (BC) and BC dose for 45 schoolchildren with portable microaethalometers and to evaluate the relationship between personal monitoring and fixed stations at schools (indoor and outdoor) and in an urban background (UB) site. Personal BC concentra-tions were 20% higher than in fixed stations at schools. Linear mixed-effect models showed low R(2) between personal measurements and fixed stations at schools (R(2)  ≤ 0.28), increasing to R(2)  ≥ 0.70 if considering only periods when children were at schools. For the UB station, the respective R(2) were 0.18 and 0.45, indicating the importance of the distance to the monitoring station when assessing exposure. During the warm season, the fixed stations agreed better with personal measurements than during the cold one. Children spent 6% of their time on commuting but received 20% of their daily BC dose, due to co-occurrence with road traffic rush hours and the close proximity to the source. Children received 37% of their daily-integrated BC dose at school. Indoor environments (classroom and home) were responsible for the 56% BC dose.

Effect of time-activity adjustment on exposure assessment for traffic-related ultrafine particles

Exposures to ultrafine particles (<100 nm, estimated as particle number concentration, PNC) differ from ambient concentrations because of the spatial and temporal variability of both PNC and people. Our goal was to evaluate the influence of time-activity adjustment on exposure assignment and associations with blood biomarkers for a near-highway population. A regression model based on mobile monitoring and spatial and temporal variables was used to generate hourly ambient residential PNC for a full year for a subset of participants (n=140) in the Community Assessment of Freeway Exposure and Health study. We modified the ambient estimates for each hour using personal estimates of hourly time spent in five micro-environments (inside home, outside home, at work, commuting, other) as well as particle infiltration. Time-activity adjusted (TAA)-PNC values differed from residential ambient annual average (RAA)-PNC, with lower exposures predicted for participants who spent more time away from home. Employment status and distance to highway had a differential effect on TAA-PNC. We found associations of RAA-PNC with high sensitivity C-reactive protein and Interleukin-6, although exposure-response functions were non-monotonic. TAA-PNC associations had larger effect estimates and linear exposure-response functions. Our findings suggest that time-activity adjustment improves exposure assessment for air pollutants that vary greatly in space and time.

Potential health impacts of changes in air pollution exposure associated with moving traffic into a road tunnel

A planned 21 km bypass (18 km within a tunnel) in Stockholm is expected to reduce ambient air exposure to traffic emissions, but same time tunnel users could be exposed to high concentrations of pollutants. For the health impacts calculations in 2030, the change in annual ambient NOX and PM10 exposure of the general population was modelled in 100 × 100 m(2) grids for Greater Stockholm area. The tunnel exposure was estimated based on calculated annual average NOX concentrations, time spent in tunnel and number of tunnel users. For the general population, we estimate annually 23.7 (95% CI: 17.7-32.3) fewer premature deaths as ambient concentrations are reduced. At the same time, tunnel users will be exposed to NOX levels up to 2000 μg/m(-3). Passing through the whole tunnel two times on working days would correspond to an additional annual NOX exposure of 9.6 μg/m(3). Assuming that there will be ~55,000 vehicles daily each way and 1.3 persons of 30-74 years of age in each vehicle, we estimate the tunnel exposure to result in 20.6 (95% CI: 14.1-25.6) premature deaths annually. If there were more persons per vehicle, or older and vulnerable people travelling, or tunnel dispersion conditions worsen, the adverse effect would become larger.

In-vehicle exposures to particulate air pollution in Canadian metropolitan areas: the urban transportation exposure study

Commuters may be exposed to increased levels of traffic-related air pollution owing to close proximity to traffic-emissions. We collected in-vehicle and roof-top air pollution measurements over 238 commutes in Montreal, Toronto, and Vancouver, Canada between 2010 and 2013. Voice recordings were used to collect real-time information on traffic density and the presence of diesel vehicles and multivariable linear regression models were used to estimate the impact of these factors on in-vehicle pollutant concentrations (and indoor/outdoor ratios) along with parameters for road type, land use, and meteorology. In-vehicle PM2.5 and NO2 concentrations consistently exceeded regional outdoor levels and each unit increase in the rate of encountering diesel vehicles (count/min) was associated with substantial increases (>100%) in in-vehicle concentrations of ultrafine particles (UFPs), black carbon, and PM2.5 as well as strong increases (>15%) in indoor/outdoor ratios. A model based on meteorology and the length of highway roads within a 500 m buffer explained 53% of the variation in in-vehicle UFPs; however, models for PM2.5 (R(2) = 0.24) and black carbon (R(2) = 0.30) did not perform as well. Our findings suggest that vehicle commuters experience increased exposure to air pollutants and that traffic characteristics, land use, road types, and meteorology are important determinants of these exposures.

Personal day-time exposure to ultrafine particles in different microenvironments

In order to assess the personal exposure to ultrafine particles (UFP) during individual day-time activities and to investigate the impact of different microenvironments on exposure, we measured personal exposure to particle number concentrations (PNC), a surrogate for UFP, among 112 non-smoking participants in Augsburg, Germany over a nearly two-year period from March 2007 to December 2008. We obtained 337 personal PNC measurements from 112 participants together with dairies of their activities and locations. The measurements lasted on average 5.5h and contained on average 330 observations. In addition, ambient PNC were measured at an urban background stationary monitoring site. Personal PNC were highly variable between measurements (IQR of mean: 11780-24650cm(-3)) and also within a single measurement. Outdoor personal PNC in traffic environments were about two times higher than in non-traffic environments. Higher indoor personal PNC were associated with activities like cooking, being in a bistro or exposure to passive smoking. Overall, personal and stationary PNC were weakly to moderately correlated (r<0.41). Personal PNC were much higher than stationary PNC in traffic (ratio: 1.5), when shopping (ratio: 2.4), and indoors with water vapor (ratio: 2.5). Additive mixed models were applied to predict personal PNC by participants' activities and locations. Traffic microenvironments were significant determinants for outdoor personal PNC. Being in a bistro, passive smoking, and cooking contributed significantly to an increased indoor personal PNC.

Outdoor and indoor UFP in primary schools across Barcelona

Indoor and outdoor measurements of real-time ultrafine particles (UFP; N10-700 in this study) number concentration and average diameter were collected twice at 39 primary schools located in Barcelona (Spain), with classrooms naturally ventilated under warm weather conditions. Simultaneous outdoor N concentration measurements at schools under different traffic exposures showed the important role of this source, with higher levels by 40% on average at schools near heavy traffic, highlighting thus the increased exposure of children due to urban planning decisions. A well-defined spatial pattern of outdoor UFP levels was observed. Midday increases in outdoor N levels mainly attributed to nucleation processes have been recorded both at high and low temperatures in several of the outdoor school sites (increasing levels by 15%-70%). The variation of these increases also followed a characteristic spatial pattern, pointing at schools' location as a key variable in terms of UFP load owing to the important contribution of traffic emissions. Indoor N concentrations were to some extent explained by outdoor N concentrations during school hours, together with average temperatures, related with natural ventilation. Outdoor midday increases were generally mimicked by indoor N concentrations, especially under warm temperatures. At specific cases, indoor concentrations during midday were 30%-40% higher than outdoor. The time scale of these observations evidenced the possible role of: a) secondary particle formation enhanced by indoor precursors or conditions, maybe related with surface chemistry reactions mediated by O3, and/or b) UFP from cooking activities. Significant indoor N increases were detected after school hours, probably associated with cleaning activities, resulting in indoor N concentrations up to 3 times higher than those in outdoor. A wide variability of indoor/outdoor ratios of N concentrations and mean UFP sizes was detected among schools and measurement periods, which seems to be partly associated with climatic conditions and O3 levels, although further research is required.

Cense: a tool to assess combined exposure to environmental health stressors in urban areas

This paper describes the structure of the Combined Environmental Stressors' Exposure (CENSE) tool. Individuals are exposed to several environmental stressors simultaneously. Combined exposure represents a more serious hazard to public health. Consequently, there is a need to address co-exposure in a holistic way. Rather than viewing chemical and physical health stressors separately for decision making and environmental sustainability considerations, the possibility of an easy-to-comprehend co-exposure assessment is herein considered. Towards this aim, the CENSE tool is developed in the programming environment of Delphi. The graphical user's interface facilitates its tractable application. Studying different scenarios is easy since the execution time required is negligible. The tool incorporates co-exposure indicators and takes into account the potential dose of each chemical stressor by considering the physical activities of each citizen in an urban (micro)environment. The capabilities of the CENSE tool are demonstrated through its application for the case of Thessaloniki, Greece. The test case highlights usability and validation insights and incorporates health stressors and local characteristics of the area considered into a well identified user/decision maker interface. The main conclusion of the work reported is that a decision maker can trust CENSE for urban planning and environmental sustainability considerations, since it supports a holistic assessment of the combined potential damage attributed to multiple health stressors. CENSE abandons the traditional approach of viewing chemical and physical stressors separately, which represents the most commonly adopted strategy in real life decision support cases.

Models for predicting the ratio of particulate pollutant concentrations inside vehicles to roadways

Under closed-window driving conditions, the in-vehicle-to-outside (I/O) concentration ratio for traffic-related particulate pollutants ranges from nearly 0 to 1 and varies up to 5-fold across a fleet of vehicles, thus strongly affecting occupant exposures. Concentrations of five particulate pollutants (particle-bound polycyclic aromatic hydrocarbons, black carbon, ultrafine particle number, and fine and coarse particulate masses) were measured simultaneously while systematically varying key influential parameters (i.e., vehicle type, ventilation, and speed). The I/O ratios for these pollutants were primarily determined by vehicle air exchange rate (AER), with AER being mostly a function of ventilation setting (recirculation or outside air), vehicle characteristics (e.g., age and interior volume), and driving speed. Small (±0.15) but measurable differences in I/O ratios between pollutants were observed, although ratios were highly correlated. This allowed us to build on previous studies of ultrafine particle number I/O ratios to develop predictive models for other particulate pollutants. These models explained over 60% of measured variation, using ventilation setting, driving speed, and easily obtained vehicle characteristics as predictors. Our results suggest that I/O ratios for different particulate pollutants need not necessarily be measured individually and that exposure to all particulate pollutants may be reduced significantly through simple ventilation choices.

Modeling the concentrations of on-road air pollutants in southern California

High concentrations of air pollutants on roadways, relative to ambient concentrations, contribute significantly to total personal exposure. Estimation of these exposures requires measurements or prediction of roadway concentrations. Our study develops, compares, and evaluates linear regression and nonlinear generalized additive models (GAMs) to estimate on-road concentrations of four key air pollutants, particle-bound polycyclic aromatic hydrocarbons (PB-PAH), particle number count (PNC), nitrogen oxides (NOx), and particulate matter with diameter <2.5 μm (PM2.5) using traffic, meteorology, and elevation variables. Critical predictors included wind speed and direction for all the pollutants, traffic-related variables for PB-PAH, PNC, and NOx, and air temperatures and relative humidity for PM2.5. GAMs explained 50%, 55%, 46%, and 71% of the variance for log or square-root transformed concentrations of PB-PAH, PNC, NOx, and PM2.5, respectively, an improvement of 5% to over 15% over the linear models. Accounting for temporal autocorrelation in the GAMs further improved the prediction, explaining 57-89% of the variance. We concluded that traffic and meteorological data are good predictors in estimating on-road traffic-related air pollutant concentrations and GAMs perform better for nonlinear variables, such as meteorological parameters.

Street characteristics and traffic factors determining road users' exposure to black carbon

Many studies nowadays make the effort of determining personal exposure rather than estimating exposure at the residential address only. While intra-urban air pollution can be modeled quite easily using interpolation methods, estimating exposure in transport is more challenging. The aim of this study is to investigate which factors determine black carbon (BC) concentrations in transport microenvironments. Therefore personal exposure measurements are carried out using portable aethalometers, trip diaries and GPS devices. More than 1500 trips, both by active modes and by motorized transport, are evaluated in Flanders, Belgium. GPS coordinates are assigned to road segments to allow BC concentrations to be linked with trip and road characteristics (trip duration, degree of urbanization, road type, traffic intensity, travel speed and road speed). Average BC concentrations on highways (10.7μg/m(3)) are comparable to concentrations on urban roads (9.6μg/m(3)), but levels are significantly higher than concentrations on rural roads (6.1μg/m(3)). Highways yield higher BC exposures for motorists compared to exposure on major roads and local roads. Overall BC concentrations are elevated at lower speeds (<30km/h) and at speeds above 80km/h, in accordance to vehicle emission functions. Driving on roads with low traffic intensities resulted in lower exposures than driving on roads with higher traffic intensities (from 5.6μg/m(3) for roads with less than 500veh/h, up to 12μg/m(3) for roads with over 2500veh/h). Traffic intensity proved to be the major explanatory variable for in-vehicle BC exposure, together with timing of the trip and urbanization. For cyclists and pedestrians the range in BC exposure is smaller and models are less predictive; for active modes exposure seems to be influenced by timing and degree of urbanization only.