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 PM 10 mass and inorganic chemistry, ultrafine pa...

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Detalles Bibliográficos
Autores: Moreno, Teresa, Pacitto, Antonio, Fernández-Iriarte, Amaia, Amato, Fulvio, Marco, Esther, Grimalt, Joan O., Buonanno, Giorgio, Querol, Xavier
Tipo de recurso: artículo
Estado:Versión publicada
Fecha de publicación:2019
País:España
Institución:Consejo Superior de Investigaciones Científicas (CSIC)
Repositorio:DIGITAL.CSIC. Repositorio Institucional del CSIC
OAI Identifier:oai:digital.csic.es:10261/185897
Acceso en línea:http://hdl.handle.net/10261/185897
Access Level:acceso abierto
Palabra clave:Air quality
Taxi
Commuting
Ultrafine particles
Indoor air quality
Occupational exposure
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network_name_str España
repository_id_str
dc.title.none.fl_str_mv Vehicle interior air quality conditions when travelling by taxi
title Vehicle interior air quality conditions when travelling by taxi
spellingShingle Vehicle interior air quality conditions when travelling by taxi
Moreno, Teresa
Air quality
Taxi
Commuting
Ultrafine particles
Indoor air quality
Occupational exposure
title_short Vehicle interior air quality conditions when travelling by taxi
title_full Vehicle interior air quality conditions when travelling by taxi
title_fullStr Vehicle interior air quality conditions when travelling by taxi
title_full_unstemmed Vehicle interior air quality conditions when travelling by taxi
title_sort Vehicle interior air quality conditions when travelling by taxi
dc.creator.none.fl_str_mv Moreno, Teresa
Pacitto, Antonio
Fernández-Iriarte, Amaia
Amato, Fulvio
Marco, Esther
Grimalt, Joan O.
Buonanno, Giorgio
Querol, Xavier
author Moreno, Teresa
author_facet Moreno, Teresa
Pacitto, Antonio
Fernández-Iriarte, Amaia
Amato, Fulvio
Marco, Esther
Grimalt, Joan O.
Buonanno, Giorgio
Querol, Xavier
author_role author
author2 Pacitto, Antonio
Fernández-Iriarte, Amaia
Amato, Fulvio
Marco, Esther
Grimalt, Joan O.
Buonanno, Giorgio
Querol, Xavier
author2_role author
author
author
author
author
author
author
dc.contributor.none.fl_str_mv Ministerio de Economía y Competitividad (España)
Moreno, Teresa [0000-0003-3235-1027]
Amato, Fulvio [0000-0003-1546-9154]
Grimalt, Joan O. [0000-0002-7391-5768]
Querol, Xavier [0000-0002-6549-9899]
Consejo Superior de Investigaciones Científicas [https://ror.org/02gfc7t72]
dc.subject.none.fl_str_mv Air quality
Taxi
Commuting
Ultrafine particles
Indoor air quality
Occupational exposure
topic Air quality
Taxi
Commuting
Ultrafine particles
Indoor air quality
Occupational exposure
description 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 PM 10 mass and inorganic chemistry, ultrafine particle number (N) and size, lung surface deposited area (LDSA), black carbon (BC), CO 2 , CO, and a range of volatile organic compounds (VOCs). Most taxi drivers elected to drive with windows open, thus keeping levels of CO 2 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 10 4 #/cm 3 and < 20 µm 2 /cm 3 respectively under closed conditions, but more than doubled with windows open and sometimes approached 10 5 #/cm 3 and 240 µm 2 /cm 3 . In exceptional traffic conditions, transient pollution peaks caused by outside infiltration exceeded N = 10 6 #/cm 3 and LDSA= 1000 µm 2 /cm 3 . 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 PM 10 concentrations (67 µg/m 3 ) 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 PM 10 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. © 2019 The Author(s)
publishDate 2019
dc.date.none.fl_str_mv 2019
2019
2019
dc.type.none.fl_str_mv info:eu-repo/semantics/article
http://purl.org/coar/resource_type/c_6501
Publisher's version
info:eu-repo/semantics/publishedVersion
format article
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dc.identifier.none.fl_str_mv http://hdl.handle.net/10261/185897
url http://hdl.handle.net/10261/185897
dc.language.none.fl_str_mv Inglés
language_invalid_str_mv Inglés
dc.relation.none.fl_str_mv #PLACEHOLDER_PARENT_METADATA_VALUE#
info:eu-repo/grantAgreement/MINECO/Plan Estatal de Investigación Científica y Técnica y de Innovación 2013-2016/CGL2016-79132-R
https://doi.org/10.1016/j.envres.2019.02.042
Sí
dc.rights.none.fl_str_mv info:eu-repo/semantics/openAccess
eu_rights_str_mv openAccess
dc.publisher.none.fl_str_mv Elsevier
publisher.none.fl_str_mv Elsevier
dc.source.none.fl_str_mv reponame:DIGITAL.CSIC. Repositorio Institucional del CSIC
instname:Consejo Superior de Investigaciones Científicas (CSIC)
instname_str Consejo Superior de Investigaciones Científicas (CSIC)
reponame_str DIGITAL.CSIC. Repositorio Institucional del CSIC
collection DIGITAL.CSIC. Repositorio Institucional del CSIC
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spelling Vehicle interior air quality conditions when travelling by taxiMoreno, TeresaPacitto, AntonioFernández-Iriarte, AmaiaAmato, FulvioMarco, EstherGrimalt, Joan O.Buonanno, GiorgioQuerol, XavierAir qualityTaxiCommutingUltrafine particlesIndoor air qualityOccupational exposureVehicle 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 PM 10 mass and inorganic chemistry, ultrafine particle number (N) and size, lung surface deposited area (LDSA), black carbon (BC), CO 2 , CO, and a range of volatile organic compounds (VOCs). Most taxi drivers elected to drive with windows open, thus keeping levels of CO 2 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 10 4 #/cm 3 and < 20 µm 2 /cm 3 respectively under closed conditions, but more than doubled with windows open and sometimes approached 10 5 #/cm 3 and 240 µm 2 /cm 3 . In exceptional traffic conditions, transient pollution peaks caused by outside infiltration exceeded N = 10 6 #/cm 3 and LDSA= 1000 µm 2 /cm 3 . 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 PM 10 concentrations (67 µg/m 3 ) 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 PM 10 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. © 2019 The Author(s)This work was supported by the ACS Foundation contributing to the dissemination of good environmental practices and environmental protection activities, the Spanish Ministry of Economy and Competitiveness and FEDER funds within the I+D Project CGL2016–79132 (BUSAIR), and the IMPROVE LIFE project ( LIFE13ENV/ES/000263 ). We thank the Barcelona Metropolitan Taxi Institute (IMET) for their enthusiastic help and collaboration in this project.Peer reviewedElsevierMinisterio de Economía y Competitividad (España)Moreno, Teresa [0000-0003-3235-1027]Amato, Fulvio [0000-0003-1546-9154]Grimalt, Joan O. [0000-0002-7391-5768]Querol, Xavier [0000-0002-6549-9899]Consejo Superior de Investigaciones Científicas [https://ror.org/02gfc7t72]201920192019info:eu-repo/semantics/articlehttp://purl.org/coar/resource_type/c_6501Publisher's versioninfo:eu-repo/semantics/publishedVersionhttp://hdl.handle.net/10261/185897reponame:DIGITAL.CSIC. Repositorio Institucional del CSICinstname:Consejo Superior de Investigaciones Científicas (CSIC)Inglés#PLACEHOLDER_PARENT_METADATA_VALUE#info:eu-repo/grantAgreement/MINECO/Plan Estatal de Investigación Científica y Técnica y de Innovación 2013-2016/CGL2016-79132-Rhttps://doi.org/10.1016/j.envres.2019.02.042Síinfo:eu-repo/semantics/openAccessoai:digital.csic.es:10261/1858972026-05-22T06:33:51Z
score 15,81155

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