Vehicle interior air quality conditions when travelling by taxi

Oxidant concentrations and photochemistry in a vehicle cabin

Indoor air quality (IAQ) in vehicles can be important to people's health, especially for those whose occupations require them to spend extensive time in vehicles. To date, research on vehicle IAQ has primarily focused on direct emissions as opposed to chemistry happening in vehicle cabins. In this work, we conducted time-resolved measurements of the oxidants and oxidant precursors ozone (O3), nitric oxide (NO), nitrogen dioxide (NO2), and nitrous acid (HONO) inside the cabin of a 2012 Toyota Rav4 under varying ventilation conditions (i.e., car off, car on with passive ventilation, car on with mechanical ventilation via the recirculating fan, and car on with mechanical ventilation via the direct fan). Ozone levels inside the vehicle were significantly lower than outdoors under most conditions, and were approximately half the outdoor levels when the direct fan was in operation. Nitric oxide and NO2 concentrations were very low both inside the vehicle and outdoors. Nitrous acid levels in the vehicle were lower than reported values in other indoor environments, though much higher than expected outdoor levels. We also investigated the potential for photochemical production of radicals in the vehicle. Time- and wavelength-resolved solar irradiance spectra were collected, and steady state hydroxyl radical (OH) and nitrate radical (NO3) concentrations were calculated. Steady state OH concentrations were predicted to be similar to those in air masses in residences illuminated by sunlight, suggesting the importance of HONO photolysis in vehicles. Conversely, nitrate radicals (NO3) were not considered significant indoor oxidants in our study due to rapid titration by NO. Overall, our findings emphasize the importance of both air exchange and photochemistry in shaping the composition of air inside vehicles.

Temporal variations of volatile organic compounds inside the cabin of a new electric vehicle under different operation modes during winter using proton transfer reaction time-of-flight mass spectrometry

Transportation is globally becoming more vehicle-dependent as public awareness towards the health risks caused by cabin-emitted volatile organic compounds (VOCs) increases. Therefore, the need for quantifying their concentration increases as well. This study measured the real-time VOCs in a new mini-truck-type electric vehicle cabin using a proton transfer reaction time-of-flight mass spectrometry under varying cabin heating conditions during winter. A total of 246 ions were detected between m/z 30 and 250, 82 of which were quantified. The total ion count in the cabin was double that of the ambient air. Morning-to-noon concentration of total VOCs increased 2.5 times in the cabin under solar exposure (164.47-405.92 µg·m^-3). Additionally, 12 VOCs that either had higher indoor-to-outdoor ratios or globally regulated chosen to investigate the effects of cabin air conditions. Heater operation immediately increased concentrations of some VOCs by 54.62%. Furthermore, blocking solar exposure from windows reduced VOC emissions during heater off and on scenarios by 35.49% and 65.42%, respectively, indicating that window coverage also provided insulation against heat loss. Finally, the fresh air reduced cabin VOCs by 62.83% due to ambient air inflow. However, cabin concentrations remained higher than those of ambient air.

Concentrations of volatile organic compounds in vehicular cabin air - Implications to commuter exposure

In this study, 117 volatile organic compounds (VOCs) were identified and quantified inside passenger cars and buses operating city and intercity routes. The paper presents data for 90 compounds with frequency of detection equal or greater than 50% that belong to various chemical classes. Total VOC concentration (TVOCs) was dominated by alkanes followed by organic acids, alkenes, aromatic hydrocarbons, ketones, aldehydes, sulfides, amines, and phenols, mercaptans, thiophenes. VOCs concentrations were compared between different vehicle types (passenger cars - city buses - intercity buses), fuel type (gasoline - diesel - liquefied petroleum gas (LPG)), and ventilation type (air condition - air recirculation). TVOCs, alkanes, organic acids and sulfides followed the order: diesel cars > LPG cars > gasoline cars. On the contrary, for mercaptans, aromatics, aldehydes, ketones, and phenols the order was: LPG cars > diesel cars > gasoline cars. Excepting ketones that were found to be higher in LPG cars with air recirculation mode, most compounds were higher with exterior air ventilation in both, gasoline cars and diesel buses. Odor pollution, expressed by the odor activity value (OAV) of VOCs, was highest in LPG cars and minimum in gasoline cars. In all vehicle types, mercaptans and aldehydes were the major contributors to odor pollution of the cabin air with lower contributions from organic acids. The total Hazard Quotient (THQ) was less than 1 for bus and car drivers and passengers indicating that adverse health effects are not likely to occur. Cancer risk from the three VOCs following the order naphthalene > benzene > ethylbenzene. For the three VOCs the total carcinogenic risk was within the safe range. The results of this study expand our knowledge of in-vehicle air quality under real commuting conditions and give an insight into the commuters' exposure levels during their normal travel journey.

Recent Advances in Vehicle Exhaust Treatment with Photocatalytic Technology

Vehicle exhaust has been acknowledged as an essential factor affecting human health due to the extensive use of cars. Its main components include volatile organic compounds (VOCs) and nitrogen oxides (NOx), which can cause acute irritation and chronic diseases, and significant research on the treatment of vehicle exhaust has received increasing attention in recent decades. Recently, photocatalytic technology has been considered a practical approach for eliminating vehicle emissions. This review highlights the crucial role of photocatalytic technology in eliminating vehicle emissions using semiconductor catalysts. A particular emphasis has been placed on various photocatalytic materials, such as TiO2-based materials, Bi-based materials, and Metal–Organic Frameworks (MOFs), and their recent advances in the performance of VOC and NOx photodegradation. In addition, the applications of photocatalytic technology for the elimination of vehicle exhaust are presented (including photocatalysts combined with pavement surfaces, making photocatalysts into architectural coatings and photoreactors), which will offer a promising strategy for photocatalytic technology to remove vehicle exhaust.

Health risk assessment of inhalational exposure to heavy metals in drivers working in an urban desert city in the Middle East

Heavy metals are threatening the lives of people around the world. This study aims to quantify the adverse health risks of seven heavy metals, including arsenic, cadmium, cobalt, chromium, lead, manganese, and nickel in taxi drivers in an urban desert city, Yazd, Iran. The exposure concentrations were determined through air sampling in the breathing zone of 40 randomly selected intercity taxi drivers, 20 in winter and 20 in summer, in 2019. An ICP-MAS spectrometer was applied to measure the elements. Target hazard quotient (THQ) and excessive cancer risk (ECR) indices were applied to calculate the non-cancer and cancer risks based on the United States Environmental Protection Agency (USEPA) guidelines, respectively. The results showed that arsenic and lead had the highest exposure concentrations among the seven measured heavy metals while cobalt and chromium metals had the lowest concentrations. Arsenic, cadmium, manganese, and nickel would probably cause some adverse non-carcinogenic health problems (THQ > 1) in the drivers over their working life. The percentile 95% ECR of measured heavy metals was 1.3E - 03 in total, which is much higher than the value of 1E - 06. The concentration of arsenic and nickel was higher in winter than in summer. Taxi drivers in Yazd city are at considerable health risk; therefore, swift and serious controlling measures should be taken by responsible authorities. Besides, the taxi drivers should be educated about heavy metals' health effects and their protective behaviors.

Evaluation of Typical Volatile Organic Compounds Levels in New Vehicles under Static and Driving Conditions

In modern societies, the air quality in vehicles has received extensive attention because a lot of time is spent within the indoor air compartment of vehicles. In order to further understand the level of air quality under different conditions in new vehicles, the vehicle interior air quality (VIAQ) in new vehicles with three different brands was investigated under static and driving conditions, respectively. Air sampling and analysis are conducted under the requirement of HJ/T 400-2007. Static vehicle tests demonstrate that with the increasing of vehicle interior air temperature in sunshine conditions, a higher concentration and different types of volatile organic compounds (VOCs) release from the interior materials than that in the environment test chamber, including alkanes, alcohols, ketones, benzenes, alkenes, aldehydes, esters and naphthalene. Driving vehicle tests demonstrate that the concentration of VOCs and total VOCs (TVOC) inside vehicles exposed to high temperatures will be reduced to the same level as that in the environment test chamber after a period of driving. The air pollutants mainly include alkanes and aromatic hydrocarbons. However, the change trends of VOCs and TVOC vary under different conditions according to various kinds of factors, such as vehicle model, driving speed, air exchange rate, temperature, and types of substance with different boiling points inside the vehicles.

The common indoor air pollutant α-pinene is metabolized to a genotoxic metabolite α-pinene oxide

1. α-Pinene caused a concentration-responsive increase in bladder hyperplasia and decrease in sperm counts in rodents following inhalation exposure. Additionally, it formed a prospective reactive metabolite, α-pinene oxide.2. To provide human relevant context for data generated in animal models and explore potential mechanism, we undertook studies to investigate the metabolism of α-pinene to α-pinene oxide and mutagenicity of α-pinene and α-pinene oxide.3. α-Pinene oxide was formed in rat and human microsomes and hepatocytes with some species differences. Based on area under the concentration versus time curves, the formation of α-pinene oxide was up to 4-fold higher in rats than in humans.4. While rat microsomes cleared α-pinene oxide faster than human microsomes, the clearance of α-pinene oxide in hepatocytes was similar between species.5. α-Pinene was not mutagenic with or without induced rat liver S9 in Salmonella typhimurium or Escherichia coli when tested up to 10,000 μg/plate while α-pinene oxide was mutagenic at ≥25 μg/plate.6. α-Pinene was metabolized to α-pinene oxide under the conditions of the bacterial mutation assay although the concentration was approximately 3-fold lower than the lowest α-pinene oxide concentration that was positive in the assay, potentially explaining the lack of mutagenicity observed with α-pinene.

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.

Changes in air quality in-taxis and in working conditions of taxi drivers pre- and post-lockdown, during the COVID-19 pandemic in the Paris area

We evaluated the impact of the lockdown restriction measures in the Paris area on the variation of in-vehicle ultrafine particle (UFP) and black carbon (BC) concentrations between the pre- and post-lockdown period and professional drivers' working conditions and practices. The study was conducted with 33 taxi drivers. UFP and BC were measured inside their vehicles with DiSCmini^® and microAeth^® , respectively, on two typical working days pre- and post-lockdown. Job characteristics were self-reported. Our results showed that post-lockdown, both the number of clients and journey duration significantly decreased. Taxi drivers opened their windows significantly more and reduced the use of air recirculation. UFP decreased significantly by 32% and BC by 31% post-lockdown, with a weaker positive correlation compared to pre-lockdown. The reduction of in-vehicle UFP was due mainly to the reduction of traffic flow and ventilation settings, though the latter probably varied according to traffic conditions. The variation of in-vehicle BC also tended to be related to the decrease in traffic flow post-lockdown. We emphasize the role of traffic emissions on in-vehicle air pollution and that preventive measures such ventilation settings would help to minimize the exposure of professional drivers and passengers to air pollutants.

The nexus between in-car aerosol concentrations, ventilation and the risk of respiratory infection

We examined the trade-offs between in-car aerosol concentrations, ventilation and respiratory infection transmission under three ventilation settings: windows open (WO); windows closed with air-conditioning on ambient air mode (WC-AA); and windows closed with air-conditioning on recirculation (WC-RC). Forty-five runs, covering a total of 324 km distance on a 7.2-km looped route, were carried out three times a day (morning, afternoon, evening) to monitor aerosols (PM_2.5; particulate matter < 2.5 μm and PNC; particle number concentration), CO₂ and environmental conditions (temperature and relative humidity). Ideally, higher ventilation rates would give lower in-car pollutant concentrations due to dilution from outdoor air. However, in-car aerosol concentrations increased with ventilation (WO > WC-AA > WC-RC) due to the ingress of polluted outdoor air on urban routes. A clear trade-off, therefore, exists for the in-car air quality (icAQ) versus ventilation; for example, WC-RC showed the least aerosol concentrations (i.e. four-times lower compared with WO), but corresponded to elevated CO₂ levels (i.e. five-times higher compared with WO) in 20 mins. We considered COVID-19 as an example of respiratory infection transmission. The probability of its transmission from an infected occupant in a five-seater car was estimated during different quanta generation rates (2-60.5 quanta hr^-1) using the Wells-Riley model. In WO, the probability with 50%-efficient and without facemasks under normal speaking (9.4 quanta hr^-1) varied only by upto 0.5%. It increased by 2-fold in WC-AA (<1.1%) and 10-fold in WC-RC (<5.2%) during a 20 mins trip. Therefore, a wise selection of ventilation settings is needed to balance in-car exposure in urban areas affected by outdoor air pollution and that by COVID-19 transmission. We also successfully developed and assessed the feasibility of using sensor units in static and dynamic environments to monitor icAQ and potentially infer COVID-19 transmission. Further research is required to develop automatic-alarm systems to help reduce both pollutant exposure and infection from respiratory COVID-19 transmission.

Characterising professional drivers' exposure to traffic-related air pollution: Evidence for reduction strategies from in-vehicle personal exposure monitoring

Professional drivers working in congested urban areas are required to work near harmful traffic related pollutants for extended periods, representing a significant, but understudied occupational risk. This study collected personal black carbon (BC) exposures for 141 drivers across seven sectors in London. The aim of the study was to assess the magnitude and the primary determinants of their exposure, leading to the formulation of targeted exposure reduction strategies for the occupation. Each participant's personal BC exposures were continuously measured using real-time monitors for 96 h, incorporating four shifts per participant. 'At work' BC exposures (3.1 ± 3.5 µg/m³) were 2.6 times higher compared to when 'not at work' (1.2 ± 0.7 µg/m³). Workers spent 19% of their time 'at work driving', however this activity contributed 36% of total BC exposure, highlighting the disproportionate effect driving had on their daily exposure. Taxi drivers experienced the highest BC exposures due to the time they spent working in congested central London, while emergency services had the lowest. Spikes in exposure were observed while driving and were at times greater than 100 µg/m³. The most significant determinants of drivers' exposures were driving in tunnels, congestion, location, day of week and time of shift. Driving with closed windows significantly reduced exposures and is a simple behaviour change drivers could implement. Our results highlight strategies by which employers and local policy makers can reduce professional drivers' exposure to traffic-related air pollution.

Real-Time In-Vehicle Air Quality Monitoring System Using Machine Learning Prediction Algorithm

This paper presents the development of a real-time cloud-based in-vehicle air quality monitoring system that enables the prediction of the current and future cabin air quality. The designed system provides predictive analytics using machine learning algorithms that can measure the drivers’ drowsiness and fatigue based on the air quality presented in the cabin car. It consists of five sensors that measure the level of CO₂, particulate matter, vehicle speed, temperature, and humidity. Data from these sensors were collected in real-time from the vehicle cabin and stored in the cloud database. A predictive model using multilayer perceptron, support vector regression, and linear regression was developed to analyze the data and predict the future condition of in-vehicle air quality. The performance of these models was evaluated using the Root Mean Square Error, Mean Squared Error, Mean Absolute Error, and coefficient of determination (R²). The results showed that the support vector regression achieved excellent performance with the highest linearity between the predicted and actual data with an R² of 0.9981.

Determinants of ultrafine particles, black carbon, nitrogen dioxide, and carbon monoxide concentrations inside vehicles in the Paris area: PUF-TAXI study

This study presents real-time concentrations of traffic-related air pollutants during 499 trips conducted by 50 Parisian taxi drivers from PUF-TAXI project. Ultrafine particles (UFP), black carbon (BC), and nitrogen dioxide (NO₂ )/carbon monoxide (CO) were measured inside vehicles by Diffusion Size Classifier Miniature^® , microAeth^® , and Gas-Pro^® , respectively, for nine hours. Vehicle/trip data characteristics were collected by questionnaires and on ambient conditions by monitoring stations. The associations between pollutant levels and their potential determinants were analyzed using generalized estimating equation model. Determinants of in-vehicle pollutants levels were identified: (1) ambient factors (meteorology and ambient pollution)-affecting BC, NO_2, and CO; (2) vehicle characteristics-affecting all pollutants; and (3) trip-related driving habits-affecting UFP, BC, and CO. We highlight that commuters can, therefore, avoid high in-vehicle air pollutant concentrations mainly by (1) closing windows and activating air-conditioning under air recirculation mode in congested traffic; (2) smooth driving; and (3) maintaining cabin air filters.

Taxi drivers' exposure to black carbon and nitrogen dioxide in electric and diesel vehicles: A case study in London

Nitrogen dioxide (NO₂) and black carbon (BC) concentrations were measured inside London taxicabs across 40 work shifts in a real-world occupational study. The shifts were measured across five plug-in hybrid range-extender electric taxicabs (TXe City) and five diesel taxicabs (TX4 Diesel). The aim of this study was to characterise the impact of fuel and cabin design on professional drivers' air pollution exposures. Personal exposure was monitored using portable BC, NO₂ and GPS devices. A controlled study replicating a typical taxi drivers' route in central London was conducted. Simultaneous inside and outside BC concentrations were measured to assess infiltration rates. The drivers were instructed to keep the BC devices with them at all times, providing a comparison of exposures at work and outside of work. The driver's average BC and NO₂ exposure while working was nearly twice as high for diesel taxicab drivers (6.8 ± 7.0 μg/m³, 101.9 ± 87.8 μg/m³) compared with electric drivers (3.6 ± 4.9 μg/m³, 55.3 ± 53.0 μg/m³, respectively). The exposure to BC while not working was 1.6 μg/m³ for diesel drivers and 1.1 μg/m³ for electric drivers, highlighting the very high exposures experienced by this occupational sector. The analysis of vehicle type on BC concentrations showed that the airtight cabin design and presence of an in-built filter in the electric TXe City reduced the exposure to BC substantially; indoor to outdoor ratios being 0.63 on the electric taxi compared to 0.99 on the diesel taxi with recirculate ventilation mode off and 0.07 to 0.44 with recirculate on. These findings provide important evidence for occupational health of professional drivers through exposure reduction measures in vehicle design.

Factors affecting the exposure to physicochemical and microbiological pollutants in vehicle cabins while commuting in Lisbon

Commuters are exposed to a variety of physicochemical and microbiological pollutants that can lead to adverse health effects. This study aims to evaluate the indoor air quality (IAQ) in cars, buses and trains in Lisbon, to estimate inhaled doses while commuting and to evaluate the impacts of cleaning and ventilation on the IAQ. Particulate matter with diameter lower than 1, 2.5 and 10 μm (PM₁, PM_2.5 and PM₁₀), black carbon (BC), carbon monoxide (CO), carbon dioxide (CO₂) volatile organic compounds (VOCs), formaldehyde (CH₂O) and total airborne bacteria and fungi were measured and bacterial isolates were identified. Results showed that the type of ventilation is the main factor affecting the IAQ in vehicle cabins. Under the fan off condition, the concentration of BC was lower, but the concentration of gases such as CO₂, CO and VOC tended to accumulate rapidly. When the ventilation was used, the coarse particles were filtered originating the decrease of indoor concentrations. Commuters travelling in trains received the lowest dose for all chemical pollutants, except VOC, mainly because railways are further away from the direct vehicular emissions. Commuters travelling in cars without ventilation received the highest inhaled dose for almost all pollutants despite having the lowest travel duration. Airborne microbiota was highly affected by the occupancy of the vehicles and therefore, the fungi and bacterial loads were higher in trains and buses. Most of the isolated species were human associated bacteria and some of the most abundant species have been linked to respiratory tract infections.

Daily submicron particle doses received by populations living in different low- and middle-income countries

In the present study, the daily dose in terms of particle surface area received by citizens living in different low- and middle-income countries, characterized by different lifestyles, habits, and climates, was evaluated. The level of exposure to submicron particles and the dose received by the populations of Accra (Ghana), Cairo (Egypt), Florianopolis (Brazil), and Nur-Sultan (Kazakhstan) were analyzed. A direct exposure assessment approach was adopted to measure the submicron particle concentration levels of volunteers at a personal scale during their daily activities. Non-smoking adult volunteers performing non-industrial jobs were considered. Exposure data were combined with time-activity pattern data (characteristic of each population) and the inhalation rates to estimate the daily dose in terms of particle surface area. The received dose of the populations under investigation varied from 450 mm² (Florianopolis, Brazil) to 1300 mm² (Cairo, Egypt). This work highlights the different contributions of the microenvironments to the daily dose with respect to high-income western populations. It was evident that the contribution of the Cooking & Eating microenvironment to the total exposure (which was previously proven to be one of the main exposure routes for western populations) was only 8%-14% for low- and middle-income populations. In contrast, significant contributions were estimated for Outdoor day and Transport microenvironments (up to 20% for Cairo, Egypt) and the Sleeping & Resting microenvironment (up to 28% for Accra, Ghana), highlighting the effects of different site-specific lifestyles (e.g. time-activity patterns), habits, socioeconomic conditions, climates, and outdoor air quality.

Assessment of persistent indoor VOCs inside public transport during winter season

The present work intends to analyze the pollution level at the indoor environments of the public transport units of León Guanajuato, Mexico during winter season. An identification and quantification of persistent organic pollutants were carried out within three of the principal bus lines of the city in order to determine their possible origin, the differences in the levels of contamination between routes, and the potential risk to the health of the users, these analyses were carried out with different statistical techniques (ANOVA, PCA, and correlation network maps). Fourteen different organic compounds were identified as persistent pollutants. Although toluene and hexane were the compounds that were detected at the highest concentrations (average of 86.52 ± 56.1 μg m^-3 and 183.33 ± 10.7 μg m^-3, respectively), the correlation analysis showed that xylene, styrene, and ethylbenzene were the compounds that were mostly related to the other compounds identified as persistent. Otherwise, the statistical analysis of the concentration of these pollutants allowed to establish the fuel combustion vapors as the main source of these compounds. In the same way, the potential exposition health risk to the users were calculated in accordance to the Environmental Protection Agency of United States on those commuters grouped as students and workers. This analysis shown that the xylenes are the most representative organic pollutant in this particulate indoor spaces, and is the one with potential to generate a greater risk to the health of the bus-users, this without demising the potential danger of other pollutants.

Individual- and Household-Level Interventions to Reduce Air Pollution Exposures and Health Risks: a Review of the Recent Literature

PURPOSE OF REVIEW

We reviewed recent peer-reviewed literature on three categories of individual- and household-level interventions against air pollution: air purifiers, facemasks, and behavior change.

RECENT FINDINGS

High-efficiency particulate air/arresting (HEPA) filter air purifier use over days to weeks can substantially reduce fine particulate matter (PM2.5) concentrations indoors and improve subclinical cardiopulmonary health. Modeling studies suggest that the population-level benefits of HEPA filter air purification would often exceed costs. Well-fitting N95 and equivalent respirators can reduce PM2.5 exposure, with several randomized crossover studies also reporting improvements in subclinical cardiovascular health. The health benefits of other types of face coverings have not been tested and their effectiveness in reducing exposure is highly variable, depends largely on fit, and is unrelated to cost. Behavior modifications may reduce exposure, but there has been little research on health impacts. There is now substantial evidence that HEPA filter air purifiers reduce indoor PM2.5 concentrations and improve subclinical health indicators. As a result, their use is being recommended by a growing number of government and public health organizations. Several studies have also reported subclinical cardiovascular health benefits from well-fitting respirators, while evidence of health benefits from other types of facemasks and behavior changes remains very limited. In situations when emissions cannot be controlled at the source, such as during forest fires, individual- or household-level interventions may be the primary option. In most cases, however, such interventions should be supplemental to emission reduction efforts that benefit entire communities.

Using miniaturised scanning mobility particle sizers to observe size distribution patterns of quasi-ultrafine aerosols inhaled during city commuting

Portable miniaturised scanning mobility particle sizer (SMPS) instruments measuring atmospheric particles within the 10-241 nm size range were used to track particle number size distributions and concentrations during near-simultaneous pedestrian, bicycle, bus, car, tram and subway commuting journeys in Barcelona, Spain on 4th-6th July 2018. The majority of particles in this size range were <100 nm, with k-means cluster analysis identifying peaks at 15-22 nm, 30-40 nm, and 45-75 nm. Around 10-25% of the particles measured however were >100 nm (especially in the subway environment) and so lie outside the commonly defined range of "ultrafine" particles (UFP, or <100 nm particles). The study demonstrated in detail how personal exposure to quasi-UFP (QUFP, <241 nm), most of which present in the city streets are produced by road traffic, varies greatly depending on the transport mode and route chosen. Proximity to fresh traffic exhaust sources, such as in a car with open windows, on-road cycling, walking downwind of busy roads, or in a subway station contaminated by roadside air, enhances commuter exposure to particles <30 nm in size. In contrast, travelling inside air-conditioned bus or tram offers greater protection to the commuter from high concentrations of fresh exhaust. Ultrafine number size distributions in traffic-contaminated city air typically peak in the size range 30-70 nm, but they can be shifted to finer sizes not only by increased content of fresh proximal exhaust emissions but also by bursts of new particle formation (NPF) events in the city. One such afternoon photochemical nucleation NPF event was identified during our Barcelona study and recognised in different transport modes, including underground in the subway system. The integration of static urban background air monitoring station information with particle number concentration and size distribution data obtained from portable miniaturised SMPS instruments during commuting journeys opens new approaches to investigating city air quality by offering a level of detail not previously available.

Cross-sectional study of in-vehicle exposure to ultrafine particles and black carbon inside Lebanese taxicabs

Taxi drivers' exposure to traffic-related air pollutants inside their vehicles has been reported in different countries but not yet in Lebanon. Thus, we conducted a cross-sectional study on 20 Lebanese taxi drivers to (1) assess their exposure to ultrafine particles (UFP) and black carbon (BC) inside their vehicles and (2) identify determinants of this exposure. UFP and BC were measured using Diffusion Size Classifier Miniature^® and microAeth^® Model AE51, respectively, for 5 hours. Data on characteristics of vehicles and trips were collected by face-to-face interviews. Associations between pollutant levels and their determinants were analyzed by multiple linear regression. The mean of UFP count (35.2 ± 17.6 x 10³ particles cm^-3 ) and BC (5.2 ± 1.9 μg m^-3 ) concentrations in-taxis was higher in the morning measurements compared with those in the afternoon measurements. UFP count increased in-taxis by 60% for every 10 minutes spent in blocked traffic and by 84% starting from two trips with smokers compared to trips without smokers. Conversely, UFP count decreased by 30% for every 10 minutes under both air-conditioning and air recirculation mode with windows closed. BC was not affected by any of these factors. Our findings suggest easy ways to reduce UFP exposure inside vehicles for all commuters.

Cellular and Molecular Mechanisms of Environmental Pollutants on Hematopoiesis

Hematopoiesis is a complex and intricate process that aims to replenish blood components in a constant fashion. It is orchestrated mostly by hematopoietic progenitor cells (hematopoietic stem cells (HSCs)) that are capable of self-renewal and differentiation. These cells can originate other cell subtypes that are responsible for maintaining vital functions, mediate innate and adaptive immune responses, provide tissues with oxygen, and control coagulation. Hematopoiesis in adults takes place in the bone marrow, which is endowed with an extensive vasculature conferring an intense flow of cells. A myriad of cell subtypes can be found in the bone marrow at different levels of activation, being also under constant action of an extensive amount of diverse chemical mediators and enzymatic systems. Bone marrow platelets, mature erythrocytes and leukocytes are delivered into the bloodstream readily available to meet body demands. Leukocytes circulate and reach different tissues, returning or not returning to the bloodstream. Senescent leukocytes, specially granulocytes, return to the bone marrow to be phagocytized by macrophages, restarting granulopoiesis. The constant high production and delivery of cells into the bloodstream, alongside the fact that blood cells can also circulate between tissues, makes the hematopoietic system a prime target for toxic agents to act upon, making the understanding of the bone marrow microenvironment vital for both toxicological sciences and risk assessment. Environmental and occupational pollutants, therapeutic molecules, drugs of abuse, and even nutritional status can directly affect progenitor cells at their differentiation and maturation stages, altering behavior and function of blood compounds and resulting in impaired immune responses, anemias, leukemias, and blood coagulation disturbances. This review aims to describe the most recently investigated molecular and cellular toxicity mechanisms of current major environmental pollutants on hematopoiesis in the bone marrow.

Modeling of Humidity in Passenger Cars Equipped with Mechanical Ventilation

This paper presents research on humidity in a passenger car cabin with the use of supply ventilation without cooling the air. Based on the tests carried out and the humidity balance in the car, a model was developed for changing the humidity in the passenger car cabin as a function of time. The study of thermohumid conditions was carried out in two passenger cars. During the tests, the heating and cooling functions were turned off. The relative humidity and temperature were measured outside the car before and after driving the car and in the supply air duct and inside the passenger car cabin while driving the car. The tests were carried out for an average temperature range from 20 to 42.9 °C. In order to develop a model of humidity changes as a function of time, a humidity balance was prepared. Human-generated humidity in the car cabin depends mainly on the temperature inside the car and the age of the person and can range from 20 to 180 g/(h × person) for an adult in the temperature range of 20–43 °C, while for a child under six years old the humidity ranges from 8 to 19.5 g/(h × person) in the temperature range 22–34 °C. A formula of humidity generated by an adult and a child aged six years old was obtained as a function of temperature inside a passenger car. Based on the experimental research and the model developed, the humidity generated by a single adult and a six-year-old child in the car was determined. The developed model can be used in the automatic airflow adjustment systems in passenger cars.

Exposure to Submicron Particles and Estimation of the Dose Received by Children in School and Non-School Environments

In the present study, the daily dose in terms of submicron particle surface area received by children attending schools located in three different areas (rural, suburban, and urban), characterized by different outdoor concentrations, was evaluated. For this purpose, the exposure to submicron particle concentration levels of the children were measured through a direct exposure assessment approach. In particular, measurements of particle number and lung-deposited surface area concentrations at “personal scale” of 60 children were performed through a handheld particle counter to obtain exposure data in the different microenvironments they resided. Such data were combined with the time–activity pattern data, characteristics of each child, and inhalation rates (related to the activity performed) to obtain the total daily dose in terms of particle surface area. The highest daily dose was estimated for children attending the schools located in the urban and suburban areas (>1000 mm2), whereas the lowest value was estimated for children attending the school located in a rural area (646 mm2). Non-school indoor environments were recognized as the most influential in terms of children’s exposure and, thus, of received dose (>70%), whereas school environments contribute not significantly to the children daily dose, with dose fractions of 15–19% for schools located in urban and suburban areas and just 6% for the rural one. Therefore, the study clearly demonstrates that, whatever the school location, the children daily dose cannot be determined on the basis of the exposures in outdoor or school environments, but a direct assessment able to investigate the exposure of children during indoor environment is essential.

PM2.5 and ozone in office environments and their potential impact on human health

It is important to have good indoor air quality, especially in indoor office environments, in order to enhance productivity and maintain good work performance. This study investigated the effects of indoor office activities on particulate matter of less than 2.5 μm (PM_2.5) and ozone (O₃) concentrations, assessing their potential impact on human health. Measurements of indoor PM_2.5 and O₃ concentrations were taken every 24 h during the working days in five office environments located in a semi-urban area. As a comparison, the outdoor concentrations were derived from the nearest Continuous Air Quality Monitoring Station. The results showed that the average 24 h of indoor and outdoor PM_2.5 concentrations were 3.24 ± 0.82 μg m^-3 and 17.4 ± 3.58 μg m^-3 respectively, while for O₃ they were 4.75 ± 4.52 ppb and 21.5 ± 5.22 ppb respectively. During working hours, the range of PM_2.5 concentrations were 1.00 μg m^-3 to 6.10 μg m^-3 while for O₃ they were 0.10 ppb to 38.0 ppb. The indoor to outdoor ratio (I/O) for PM_2.5 and O₃ was <1, thus indicating a low infiltration of outdoor sources. The value of the hazard quotient (HQ) for all sampling buildings was <1 for both chronic and acute exposures, indicating that the non-carcinogenic risks are negligible. Higher total cancer risk (CR) value for outdoors (2.67E-03) was observed compared to indoors (4.95E-04) under chronic exposure while the CR value for acute exposure exceeded 1.0E-04, thus suggesting a carcinogenic PM_2.5 risk for both the indoor and outdoor environments. The results of this study suggest that office activities, such as printing and photocopying, affect indoor O₃ concentrations while PM_2.5 concentrations are impacted by indoor-related contributions.

Effect of ventilation strategies and air purifiers on the children's exposure to airborne particles and gaseous pollutants in school gyms

Indoor school gyms are environments characterized by high concentrations of different airborne particulate and gaseous pollutants. In particular, like other naturally-ventilated school environments, in addition to indoor pollutants children can be exposed to sub-micron particles and gaseous pollutants emitted by outdoor sources and penetrating the building envelope; moreover, high concentrations of super-micron particles can be reached due to the resuspension phenomena related to the physical activity performed therein. The present paper aims to evaluate the effect of different ventilation methods (natural ventilation, manual airing) and the use of air purifiers in reducing the indoor concentrations of different airborne particles and gaseous pollutants in school gyms. To this end, an experimental campaign was performed in two naturally-ventilated school gyms in Barcelona (Spain) of different volumes and different distance to major urban roads. Indoor and outdoor measurements of particle number, black carbon and PM_1-10 concentrations were performed as well as indoor measurements of CO₂ and NO₂ concentrations. The study revealed that the use of air purifiers with windows kept closed (natural ventilation) can lead to a significant reduction in terms of indoor-to-outdoor concentration ratios. In the smaller gym (air changes per hour of the purifiers, ACH, equal to 9.2 h^-1) the I/O ratios were reduced by 93% and 95% in terms of particle number and PM_1-10, respectively; whereas in the larger school gym (ACH = 1.7 h^-1) the corresponding reductions were 70% and 84%. For manual airing scenarios, the effect of the air purifiers on outdoor-generated sub-micron particles is reduced; in particular, for low ACH values (i.e. ACH = 1.7 h^-1), the reduction is quite negligible (6%).

Assessment of pulmonary oxygen toxicity in special operations forces divers under operational circumstances using exhaled breath analysis

INTRODUCTION

The Netherlands Maritime Special Operations Forces use closed circuit oxygen rebreathers (O₂-CCR), which can cause pulmonary oxygen toxicity (POT). Recent studies demonstrated that volatile organic compounds (VOCs) can be used to detect POT in laboratory conditions. It is unclear if similar VOCs can be identified outside the laboratory. This study hypothesised that similar VOCs can be identified after O₂-CCR diving in operational settings.

METHODS

Scenario one: 4 h O₂-CCR dive to 3 metres' seawater (msw) with rested divers. Scenario two: 3 h O₂-CCR dive to 3 msw following a 5 day physically straining operational scenario. Exhaled breath samples were collected 30 min before and 30 min and 2 h after diving under field conditions and analysed using gas chromatography-mass spectrometry (GC-MS) to reconstruct VOCs, whose levels were tested longitudinally using a Kruskal-Wallis test.

RESULTS

Eleven divers were included: four in scenario one and seven in scenario two. The 2 h post-dive sample could not be obtained in scenario two; therefore, 26 samples were collected. GC-MS analysis identified three relevant VOCs: cyclohexane, 2,4-dimethylhexane and 3-methylnonane. The intensities of 2,4-dimethylhexane and 3-methylnonane were significantly (P = 0.048 and P = 0.016, respectively) increased post-dive relative to baseline (range: 212-461%) in both scenarios. Cyclohexane was increased not significantly (P = 0.178) post-dive (range: 87-433%).

CONCLUSIONS

VOCs similar to those associated with POT in laboratory conditions were identified after operational O₂-CCR dives using GC-MS. Post-dive intensities were higher than in previous studies, and it remains to be determined if this is attributable to different dive profiles, diving equipment or other environmental factors.