In-vehicle airborne fine and ultra-fine particulate matter exposure: The impact of leading vehicle emissions

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.

TAPaC-tobacco-associated particulate matter emissions inside a car cabin: establishment of a new measuring platform

Background

Particulate matter (PM) emission caused by tobacco combustion leads to severe health burdens worldwide. Second-hand smoke exposure is extraordinarily high in enclosed spaces (e.g., indoor rooms, car cabins) and poses a particular threat to the health of vulnerable individuals (e.g., children, elderly, etc.). This study aimed to establish a new measuring platform and investigate PM emissions under four different ventilation conditions inside a car cabin without exposing any person to harmful tobacco smoke.

Methods

PM concentrations were measured during the smoking of 3R4F reference cigarettes in a Mitsubishi Space Runner (interior volume 3.709 m³). The cigarettes were smoked with a machine, eliminating exposure of the researchers. Cigarettes were extinguished 4.5 min after ignition, and PM measurements continued until 10 min after ignition.

Results

High mean PM concentrations were measured for cigarettes without ventilation after 4.5 min (PM₁₀: 1150 µg/m³, PM_2.5: 1132 µg/m³, PM₁: 861.6 µg/m³) and after 10 min (PM₁₀: 1608 µg/m³, PM_2.5: 1583 µg/m³, PM₁: 1133 µg/m³). 3R4F smoked under conditions with turned on ventilation resulted in reduction of PM compared to those smoked without ventilation after 4.5 min (PM₁₀:-47.5 to -58.4%, PM_2.5:-47.2 to -58%, PM₁:-39.6 to -50.2%) and after 10 min (PM₁₀:-70.8 to -74.4%, PM_2.5:-70.6 to -74.3%, PM₁:-64.0 to -68.0%). Cigarettes smoked without ventilation generated high PM peaks at 4.5 min (PM₁₀: 2207 µg/m³, PM_2.5: 2166 µg/m³, PM₁: 1421 µg/m³) and at 10 min (PM₁₀: 1989 µg/m³, PM_2.5: 1959 µg/m³, PM₁: 1375 µg/m³). PM peaks of cigarettes smoked under different ventilation modes varied at 4.5 min (PM₁₀: 630-845 µg/m³, PM_2.5: 625-836 µg/m³, PM₁: 543 - 693 µg/m³) and 10 min (PM₁₀: 124 - 130 µg/m³, PM_2.5: 124 - 129 µg/m³, PM₁: 118 - 124 µg/m³).

Conclusion

The new measuring platform provides a safer way for researchers to investigate PM emissions of cigarettes. These data are comparable to published research and show that smoking in a parked vehicle with the windows closed generates harmful PM emissions even when the vehicle ventilation is in operation. Future studies should be carried out using the new measuring platform investigating PM exposure and PM distribution of in-vehicle smoking under a wide range of conditions.

Ambient acidic ultrafine particles in different land-use areas in two representative Chinese cities

The adverse effects of acidic ultrafine particles (AUFPs) have been widely recognized in scientific communities. However, a handful of studies successfully acquired the concentrations of AUFPs in the atmosphere. To explore the AUFPs pollution, six extensive measurements were for the first time conducted in the roadside, urban and rural areas in Hong Kong, and the urban area in Shanghai between 2017 and 2020. The concentrations of AUFPs and UFPs, and the proportions of AUFPs in UFPs were obtained. The concentration of UFPs was the highest at the roadside site, followed by the urban site and the rural site, while the proportion of AUFPs in UFPs showed a contrary trend. The difference, on one hand, indicated the potential transformation of AUFPs from non-acidic UFPs during the transport and aging of air masses, and on the other hand, suggested the minor contribution of anthropogenic sources to the emission of AUFPs. In addition, the urban area in Hong Kong suffered from heavier pollution of UFPs and AUFPs than that in Shanghai. As for size distribution, the proportion of AUFPs in UFPs peaked in the size range of 35-50 nm and 50-75 nm in roadside and urban area, respectively. In rural area, the peak was observed in the size range of 5-10 nm, which might indicate the stimulation of new particle formation with the AUFPs as seeds. Furthermore, in the urban areas of Hong Kong and Shanghai, no significant difference was found for the geometric mean diameters of UFPs and AUFPs (p > 0.05). At last, the sulfuric acid proxy was positively correlated with the proportions of AUFPs in UFPs but not well correlated with the AUFPs levels. The results suggested the important roles of interaction between sulfuric acid vapor and non-acidic UFPs in AUFPs formation. Due to the significant reduction of sulfur dioxide in China during the last decade, the pollution of AUFPs in urban areas was alleviated.

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.

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.

Estimation of the Inhaled Dose of Airborne Pollutants during Commuting: Case Study and Application for the General Population

During rush hours, commuters are exposed to high concentrations and peaks of traffic-related air pollutants. The aims of this study were therefore to extend the inhaled dose estimation outcomes from a previous work investigating the inhaled dose of a typical commuter in the city of Milan, Italy, and to extend these results to a wider population. The estimation of the dose of pollutants inhaled by commuters and deposited within the respiratory tract could be useful to help commuters in choosing the modes of transport with the lowest exposure and to increase their awareness regarding this topic. In addition, these results could provide useful information to policy makers, for the creation/improvement of a mobility that takes these results into account. The principal result outcomes from the first part of the project (case study on a typical commuter in the city of Milan) show that during the winter period, the maximum deposited mass values were estimated in the “Other” environments and in “Underground”. During the summer period, the maximum values were estimated in the “Other” and “Walking (high-traffic conditions)” environments. For both summer and winter, the lowest values were estimated in the “Car” and “Walking (low-traffic conditions)” environments. Regarding the second part of the study (the extension of the results to the general population of commuters in the city of Milan), the main results show that the period of permanence in a given micro-environment (ME) has an important influence on the inhaled dose, as well as the pulmonary ventilation rate. In addition to these results, it is of primary importance to report how the inhaled dose of pollutants can be strongly influenced by the time spent in a particular environment, as well as the subject’s pulmonary ventilation rate and pollutant exposure levels. For these reasons, the evaluation of these parameters (pulmonary ventilation rate and permanence time, in addition to the exposure concentration levels) for estimating the inhaled dose is of particular relevance.

Indoor air formaldehyde (HCHO) pollution of urban coach cabins

Urban coach cabin is an important indoor environment for long journey, formaldehyde (HCHO) is a carcinogenic gas and damages indoor air quality of cabins. In order to control the HCHO pollution, the air samples inside cabins were analysed with a thermally desorbed gas chromatograph, and the HCHO diffusion was simulated with a methodology of computational fluid dynamics (CFD). Results show that through the experimental monitoring, the HCHO pollution level range from 33.6 to 142.3 μg/m3, decrease quickly with time, and the attenuation trendline is univariate cubic equation. Through the CFD simulation, the indoor temperature and HCHO level of cabin front and rear ends are higher than ones of other areas for the insufficient air supply and the unreasonable arrangement of air exhaust outlet. Moreover, through the CFD simulation, the HCHO level decreases with height growth of breathing zone and increasing air supply speed, and fresh air lead to diffusion of HCHO pollution from cabin seat area to the surrounding area. Through the CFD simulation, the HCHO pollution under the wind speeds of 3~5 m/s is higher than the HCHO limit level from indoor air standard of China vehicles, which shows that the HCHO emission of cabin seat has an important impact on airborne HCHO pollution inside vehicle cabins.

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.

Indoor Air Pollution in Cars: An Update on Novel Insights

From a global viewpoint, a lot of time is spent within the indoor air compartment of vehicles. A German study on mobility has revealed that, on average, people spend 45 minutes per day inside vehicles. In recent years the number of cars has increased to around 43 million vehicles in private households. This means that more than one car can be used in every household. The ratio has been growing, especially in eastern Germany and rural areas. "Overall and especially outside the cities, the car remains by far number one mode of transport, especially in terms of mileage". Therefore, numerous international studies have addressed different aspects of indoor air hygiene, in the past years. In this paper, meaningful original studies on car indoor air pollution, related to VOCs, COx, PMs, microbials, BFRs, OPFRs, cigarettes, electronic smoking devices, high molecular weight plasticizer, and NOx are summarized in the form of a review. This present review aimed to summarize recently published studies in this important field of environmental medicine and points to the need for further studies with special recommendations for optimizing the interior air hygiene.