Adopting Clean Fuels and Technologies on School Buses. Pollution and Health Impacts in Children

Adar, Sara D.; D’Souza, Jennifer; Sheppard, Lianne; Kaufman, Joel D.; Hallstrand, Teal S.; Davey, Mark; Sullivan, Jerome L.; Jahnke, J.A.; Koenig, Jane Q.; Larson, Timothy V.; Liu, L. J. Sally

doi:10.1164/rccm.201410-1924oc

Cited by 56 publications

(34 citation statements)

References 61 publications

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“…The International Agency for Research on Cancer (IARC) reported that exposure to diesel exhaust can cause lung cancer (IARC, 2012). Adar et al (2015) surveyed more than 25 million children and concluded that a disproportionate number of cases of respiratory disease were caused by breathing polluted air from diesel school buses. Moreover, nearly 34 % of element carbon (EC) emissions, a major contributor to current global warming and poor human health, originates from off-road diesel vehicle emissions in the United States (USEPA, 2015).…”

Section: Introductionmentioning

confidence: 99%

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

et al. 2017

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Abstract. With the rapid growth in the number of both non-road and on-road diesel vehicles, the adverse effects of particulate matter (PM) and its constituents on air quality and human health have attracted increasing attentions. However, studies on the characteristics of PM and its composition emitted from diesel vehicles are still scarce, especially under real-world driving conditions. In this study, six excavators and five trucks that provided a wide range of emission standards and operation modes were tested, and PM emissions and their constituents -including organic carbon (OC), elemental carbon (EC), water-soluble ions (WSIs), elements, and organic species like polycyclic aromatic hydrocarbons (PAHs), n-alkanes, and hopanes -as well as steranes were analyzed and characterized. The average emission factors for PM (EF PM ) from excavator and truck emissions were 829 ± 806 and 498 ± 234 mg kg −1 fuel, respectively. EF PM and PM constituents were significantly affected by fuel quality, operational mode, and emission standards. A significant correlation (R 2 = 0.79, p < 0.01) was found between EF PM for excavators and the sulfur contents in fuel. The highest average EF PM for working excavators was 904 ± 979 mg kg −1 fuel as a higher engine load required in this mode. From pre-stage 1 to stage 2, the average EF PM for excavators decreased by 58 %. For trucks, the average nonhighway EF PM at 548 ± 311 mg kg −1 fuel was higher than the highway EF PM at 497 ± 231 mg kg −1 fuel. Moreover, the reduction rates were 63.5 and 65.6 % when switched from China II and III to China IV standards, respectively. Generally, the PM composition emitted from excavators was dominated by OC (39.2 ± 21.0 %) and EC (33.3 ± 25.9 %); PM from trucks was dominated by EC (26.9 ± 20.8 %), OC (9.89 ± 12 %), and WSIs (4.67 ± 5.74 %). The average OC / EC ratios for idling and working excavators were 3 to 4 times higher than those for moving excavators. Although the EF PM for excavators and trucks was reduced with the constraint of regulations, the element fractions for excavators increased from 0.49 % in pre-stage 1 to 3.03 % in stage 2, and the fraction of WSIs for the China IV truck was 5 times higher than the average value of all other-level trucks. Furthermore, as compared with other diesel vehicles, wide ranges were found for excavators of the ratios of benzo operation modes. A comparison of our results with those in the literature revealed that on-board measurement data more accurately reflect actual conditions. Although the fractions of the 16 priority PAHs in PM from the excavator and truck emissions were similar, the equivalent concentrations of total benzo[a]pyrene of excavators were 31 times than that for trucks, implying that more attention should be paid to non-road vehicle emissions.

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Section: Introductionmentioning

confidence: 99%

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

et al. 2017

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“…10 Air pollution is a known trigger of chronic obstructive pulmonary disease (COPD) 11 and has informed the establishment of air quality standards in many countries. 12 13 The broad legislative framework for air quality assessment in populated areas was put in place by the European Union Directive on Air Quality 2008/50/ EC. 14 This framework recommended guideline limits for pollutants that have been identified to be injurious to the health of the public, including the environment and the built infrastructure.…”

Section: Introductionmentioning

confidence: 99%

Health risk of inhalation exposure to sub-10 µm particulate matter and gaseous pollutants in an urban-industrial area in South Africa: an ecological study

et al. 2017

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ObjectiveTo assess the health risks associated with exposure to particulate matter (PM10), sulphur dioxide (SO2), nitrogen dioxide (NO2), carbon monoxide (CO) and ozone (O3).DesignThe study is an ecological study that used the year 2014 hourly ambient pollution data.SettingThe study was conducted in an industrial area located in Pretoria West, South Africa. The area accommodates a coal-fired power station, metallurgical industries such as a coke plant and a manganese smelter.Data and methodEstimate of possible health risks from exposure to airborne PM10, SO2, NO2, CO and O3 was performed using the US Environmental Protection Agency human health risk assessment framework. A scenario-assessment approach where normal (average exposure) and worst-case (continuous exposure) scenarios were developed for intermediate (24-hour) and chronic (annual) exposure periods for different exposure groups (infants, children, adults). The normal acute (1-hour) exposure to these pollutants was also determined.Outcome measuresPresence or absence of adverse health effects from exposure to airborne pollutants.ResultsAverage annual ambient concentration of PM10, NO2 and SO2 recorded was 48.3±43.4, 11.50±11.6 and 18.68±25.4 µg/m3, respectively, whereas the South African National Ambient Air Quality recommended 40, 40 and 50 µg/m3 for PM10, NO2 and SO2, respectively. Exposure to an hour's concentration of NO2, SO2, CO and O3, an 8-hour concentration of CO and O3, and a 24-hour concentration of PM10, NO2 and SO2 will not likely produce adverse effects to sensitive exposed groups. However, infants and children, rather than adults, are more likely to be affected. Moreover, for chronic annual exposure, PM10, NO2 and SO2 posed a health risk to sensitive individuals, with the severity of risk varying across exposed groups.ConclusionsLong-term chronic exposure to airborne PM10, NO2 and SO2 pollutants may result in health risks among the study population.

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“…Asmi et al [28] reported higher concentrations of PM 2.5 inside older buses than inside new buses related to differences in bus-to-bus emissions, which could explain the difference reported here. The lower exposure observed in private cars relative to public transport could be due to tailpipe diesel exhaust recirculating to the cabin, which was observed in the California school bus program [29]. Overall, the residuals estimated for the trolleybus, CC and HEC confirmed a lower exposure than that estimated for the other modes of transport evaluated here.…”

Section: Personal Exposure To Pm 25 In the Mcmamentioning

confidence: 44%

Personal Exposure to PM2.5 in the Megacity of Mexico: A Multi-Mode Transport Study

et al. 2018

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Recurrent personal exposure to ambient PM 2.5 is associated with adverse human health effects, in particular on the respiratory and cardiovascular systems. Here, we present an assessment of personal exposure and inhalation of PM 2.5 for five modes of transport (walking, cycling, public bus (trolleybus and diesel bus), conventional car (CC) and hybrid-electric car (HEC)) and two routes of similar distance, along a major road in the Mexico City metropolitan area (MCMA). Arithmetic average exposure concentrations ranged from 16.5 ± 6.5 µg m −3 for walking to 81.7 ± 9.1 µg m −3 for cycling (henceforth shown as average ±1 SD), with no significant differences with geometric averages. The maximum exposure concentration of 110.9 µg m −3 was observed for the conventional car. The highest exposure concentrations depended on route and the mode of transport, being observed for cycling and walking. The PM 2.5 measurements showed large spatial heterogeneity in the exposure levels for walking and cycling, while public buses and private transport showed less spatial heterogeneity. The greatest peaks in PM 2.5 coincided with 4-way intersections for all modes of transport, being positively influenced by traffic density. The mass of PM 2.5 inhaled depended mostly on the mode of transport, and ranged between 1.0 ± 0.3 and 30.1 ± 14.2 µg km −1 for the HEC and bicycle, respectively. Local area PM 2.5 increments identified as 'residuals' after subtraction of data recorded at the closest fixed monitoring site from exposure concentrations along the studied road suggested that inhalation for bicycle and diesel buses is strongly influenced by vehicular emissions. Residuals estimated for the trolleybus, CC and HEC confirmed a lower inhalation than for the other modes of transport evaluated due to protection by the cabin.

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Adopting Clean Fuels and Technologies on School Buses. Pollution and Health Impacts in Children

Cited by 56 publications

References 61 publications

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Health risk of inhalation exposure to sub-10 µm particulate matter and gaseous pollutants in an urban-industrial area in South Africa: an ecological study

Personal Exposure to PM2.5 in the Megacity of Mexico: A Multi-Mode Transport Study

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