Ultrafine particle exposures while walking, cycling, and driving along an urban residential roadway

Quiros, David; Lee, Eon S.; Wang, Rui; Zhu, Yifang

doi:10.1016/j.atmosenv.2013.03.027

Cited by 70 publications

(38 citation statements)

References 30 publications

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“…However, comparisons between on-field measurements and ground-based monitoring were not made. Average exposure levels of between 2.9 ± 2.3 µg m −3 and 11.0 ± 6.6 µg m −3 , lower than those reported here, were observed by Quiros et al [17] for cycling, walking and driving with open and closed windows in a residential area of Santa Monica, California. We estimate that average exposure to PM 2.5 for cyclists in our study is between 7.8 to 15.4 times higher than the average for cyclists in Santa Monica.…”

Section: Personal Exposure To Pm 25 In the Mcmacontrasting

confidence: 49%

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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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Section: Personal Exposure To Pm 25 In the Mcmacontrasting

confidence: 49%

“…Finally, the total mass inhaled of PM 2.5 (I) was calculated as the integrated inhalation for all exposure windows experienced during the whole journey [16,17] (Supplementary Information S1.3, Table S2), as:…”

Section: Pm 25 Inhalation Calculationmentioning

confidence: 99%

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

et al. 2018

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“…In this approach, investigators have full control of many variables of interest (for example, smoking times, positions of the subjects, distances between nonsmokers and the smoker, use of sampling probes in the breathing zone). This methodology is similar to the scripted activity pattern approach for measuring exposure in other studies (Stieb et al, 2008;Quiros et al, 2013).…”

Section: Uncertainties and Implicationsmentioning

confidence: 99%

“…Wallace and Ott (2011) reported that the bulk of the particle size distribution of tobacco smoke by number count lies between 0.01 and 0.45 mm, which is within the 0.01-1.0 mm size range that the TSI-3007 measures (Hämeri et al, 2002;TSI, 2013b). Other investigators using the TSI-3007 condensation particle counter in and near traffic have referred to their measurements as "ultrafine particles" (Westerdahl et al, 2005;Jarjour et al, 2013;Quiros et al, 2013); although this instrument includes counts above the UFP range (>0.1 mm), we will use the term UFP in this paper to refer to these measurements.We used a model 8386 VelociCalc-Plus (TSI) to measure and log the wind speed, temperature, and relative humidity. Although this thermal ("hot wire") anemometer can measure wind speeds as low as 0.01 m/sec, it does not measure wind direction; our acoustic anemometer that measures both wind speed and direction was too large to use in the confined space of a highway bus stop.…”

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confidence: 99%

Outdoor fine and ultrafine particle measurements at six bus stops with smoking on two California arterial highways—Results of a pilot study

Ott

Acevedo-Bolton

Cheng

et al. 2013

Journal of the Air & Waste Management Association

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As indoor smoking bans have become widely adopted, some U.S. communities are considering restricting smoking outdoors, creating a need for measurements of air pollution near smokers outdoors. Personal exposure experiments were conducted with four to five participants at six sidewalk bus stops located 1.5-3.3 m from the curb of two heavily traveled California arterial highways with 3300-5100 vehicles per hour. At each bus stop, a smoker in the group smoked a cigarette. Gravimetrically calibrated continuous monitors were used to measure fine particle concentrations (aerodynamic diameter 2.5 µm; PM 2.5 ) in the breathing zones (within 0.2 m from the nose and mouth) of each participant. At each bus stop, ultrafine particles (UFP), wind speed, temperature, relative humidity, and traffic counts were also measured. For 13 cigarette experiments, the mean PM 2.5 personal exposure of the nonsmoker seated 0.5 m from the smoker during a 5-min cigarette ranged from 15 to 153 µg/m 3 . Of four persons seated on the bench, the smoker received the highest PM 2.5 breathing-zone exposure of 192 µg/m 3 . There was a strong proximity effect: nonsmokers at distances 0.5, 1.0, and 1.5 m from the smoker received mean PM 2.5 personal exposures of 59, 40, and 28 µg/m 3 , respectively, compared with a background level of 1.7 µg/m 3 . Like the PM 2.5 concentrations, UFP concentrations measured 0.5 m from the smoker increased abruptly when a cigarette started and decreased when the cigarette ended, averaging 44,500 particles/cm 3 compared with the background level of 7200 particles/cm 3 . During nonsmoking periods, the UFP background concentrations showed occasional peaks due to traffic, whereas PM 2.5 background concentrations were extremely low. The results indicate that a single cigarette smoked outdoors at a bus stop can cause PM 2.5 and UFP concentrations near the smoker that are 16-35 and 6.2 times, respectively, higher than the background concentrations due to cars and trucks on an adjacent arterial highway.Implications: Rules banning smoking indoors have been widely adopted in the United States and in many countries. Some communities are considering smoking bans that would apply to outdoor locations. Although many measurements are available of pollutant concentrations from secondhand smoke at indoor locations, few measurements are available of exposure to secondhand smoke outdoors. This study provides new data on exposure to fine and ultrafine particles from secondhand smoke near a smoker outdoors. The levels are compared with the exposure measured next to a highway. The findings are important for policies that might be developed for reducing exposure to secondhand smoke outdoors. IntroductionWith widespread adoption of indoor smoking bans, there has been considerable interest by local communities in restricting smoking outdoors. However, few data exist on air pollutant concentrations near a smoker outdoors to support these policies, and there are no published data comparing secondhand smoke exposure at sidewalk bus stops with the l...

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“…However, due to their proximity to the traffic source, cyclists might be exposed to higher concentrations of traffic-related atmospheric pollutants [4]. Some studies that directly compared the exposure concentrations, i.e., the concentrations to which a person is exposed, among different urban transport modes [5][6][7], reported contrasting results and highlighted the dependency of the exposure levels on a large number of variables, such as road characteristics and meteorological conditions [8][9][10][11][12]. However, most of the available evidence for urban cycling suggests that: (i) the higher the volume of motorized traffic the greater the cyclists' exposure to traffic-related pollutants, and in particular to ultrafine particles (UFPs, diameter smaller than 0.1 µm) and black carbon (BC); and (ii) bicycle paths that offer lateral separation between the cyclists and the motorized traffic reduce the concentration they are exposed to, as increased exposure concentrations are associated with increased proximity to traffic [13].…”

Section: Introductionmentioning

confidence: 99%

Variability of Black Carbon and Ultrafine Particle Concentration on Urban Bike Routes in a Mid-Sized City in the Po Valley (Northern Italy)

et al. 2017

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Abstract:Cyclists might experience increased air pollution exposure, due to the proximity to traffic, and higher intake, due to their active travel mode and higher ventilation. Several local factors, like meteorology, road and traffic features, and bike lanes features, affect cyclists' exposure to traffic-related pollutants. This paper investigates the concentration levels and the effect of the features of the bike lanes on cyclists' exposure to airborne ultrafine particulate matter (UFP) and black carbon (BC) in the mid-sized city of Piacenza, located in the middle of the Po Valley, Northern Italy. Monitoring campaigns were performed by means of portable instruments along different urban bike routes with bike lanes, characterized by different distances from the traffic source (on-road cycle lane, separated cycle lane, green cycle path), during morning (9:00 am-10:00 am) and evening (17:30 pm-18:30 pm) workday rush hours in both cold and warm seasons. The proximity to traffic significantly affected cyclists' exposure to UFP and BC: exposure concentrations measured for the separated lane and for the green path were 1-2 times and 2-4 times lower than for the on-road lane. Concurrent measurements showed that exposure concentrations to PM10, PM2.5, and PM1 were not influenced by traffic proximity, without any significant variation between on-road cycle lane, separated lane, or green cycle path. Thus, for the location of this study PM mass-based metrics were not able to capture local scale concentration gradients in the urban area as a consequence of the rather high urban and regional background that hides the contribution of local scale sources, such as road traffic. The impact of route choice on cyclists' exposure to UFPs and BC during commuting trips back and forth from a residential area to the train station has been also estimated through a probabilistic approach through an iterative Monte Carlo technique, based on the measured data. Compared to the best choice, a worst-route choice can result in an increased cumulative exposure up to about 50% for UFPs, without any relevant difference between cold and warm season, and from 20% in the cold season up to 90% in the warm season for equivalent black carbon concentration (EBC).

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Ultrafine particle exposures while walking, cycling, and driving along an urban residential roadway

Cited by 70 publications

References 30 publications

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

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

Outdoor fine and ultrafine particle measurements at six bus stops with smoking on two California arterial highways—Results of a pilot study

Variability of Black Carbon and Ultrafine Particle Concentration on Urban Bike Routes in a Mid-Sized City in the Po Valley (Northern Italy)

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