Exposure of Drivers to Carbon Monoxide

Colwill, D M; Hickman, A J

doi:10.1080/00022470.1980.10465191

Cited by 32 publications

(11 citation statements)

References 10 publications

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“…However, the fluctuation of the in-vehicle level was found to be far less than that of the out-vehicle level as a result of the time lag between the two levels. Similar findings were made earlier by Petersen and Sabersky (1975) 66 in Los Angelos, California; by Colwill and Hickman (1980) 22 in London, England; and by Koushki et al (1992) 50 in Riyadh, Saudi Arabia.…”

Section: Out-vehicle Co Concentrationsupporting

confidence: 85%

In-vehicle Exposure to Carbon Monoxide Emissions from Vehicular Exhaust: A Critical Review

El‐Fadel

Abi-Esber

2009

Critical Reviews in Environmental Science and Technology

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Vehicle-induced emissions constitute a major source of air pollutants, particularly in urban areas, where heavy traffic is common occurrence. Contaminated air can flow into enclosed micro-environments, including vehicle compartments. Among various exhaust emissions, carbon monoxide (CO) was the first indicator examined in passenger compartments. This paper presents a critical review of worldwide research work conducted to characterize CO exposure inside vehicles. Measurement methodologies for field testing are presented alongside impacts of various factors on in-vehicle CO exposure, including outdoor CO levels, roadway type, ventilation mode, weather conditions, and vehicle characteristics. Results of in-vehicle CO exposure measurements in various cities are compared. Modeling efforts to characterize in-vehicle CO exposure and relate it to potential explanatory factors are also discussed. Based on the review findings, limitations and future needs are defined.

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Section: Out-vehicle Co Concentrationsupporting

confidence: 85%

In-vehicle Exposure to Carbon Monoxide Emissions from Vehicular Exhaust: A Critical Review

El‐Fadel

Abi-Esber

2009

Critical Reviews in Environmental Science and Technology

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“…The average CO level is shown to decrease with increasing speed. The highest CO concentrations are typically observed in dense traffic, when a group of vehicles is accelerating in traffic lights (Colwill and Hickman, 1980). Contrary to Flachsbart et al (1987), Clifford et al (1997) did not find a significant association of the CO levels with vehicle speed.…”

Section: Introductionmentioning

confidence: 41%

“…Numerous in-vehicle exposure studies of traffic-related air pollutants have been published. Mostly, they have focused on CO (Chaney, 1978;Colwill and Hickman, 1980;Rudolf, 1994;Dor et al, 1995;Van Wijnen et al, 1995), nitrogen dioxide (NO 2 ) (Rudolf, 1994;Van Wijnen et al, 1995) and gasoline-derived volatile organic compounds (VOCs) (Chan et al, 1991;Rudolf, 1994;Lawryk et al, 1995;Van Wijnen et al, 1995;Jo and Choi, 1996). Aerosol particle size information has been published from indoor environments (Kamens et al, 1991), but less from in-vehicle measurements.…”

Section: Introductionmentioning

confidence: 99%

Urban commuter exposure to particle matter and carbon monoxide inside an automobile

Alm¹,

Jantunen²,

Vartiainen³

1999

J Expo Sci Environ Epidemiol

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In-vehicle exposures to different sizes of particles and carbon monoxide (CO) were determined while driving along a standardized route under a variety of traffic conditions in Kuopio, Finland during the 12-month period from January to December 1995. Arithmetic means of in-vehicle exposures during the morning rush hours were 5.7 parts per million (ppm) (geometric mean, GM=3.1 ppm, geometric standard deviation, GSD=1.7) for CO, 107 #/cm 3 (GM=75 #/ cm 3 , GSD=1.9) for fine particles (optical equivalent particle size range 0.3±1 m) and 0.9 #/cm 3 (GM=0.6 #/cm 3 , GSD=2.1) for coarse particles (optical equivalent particle size range 1±10 m). Fine particles and CO behaved similarly in different weather and traffic conditions, while the behavior of coarse particles was usually different, and often opposite. The driving conditions that affected the passengers' exposures to CO and fine particles were the time of day (morning vs. afternoon) and average speed (decreasing). The meteorological parameters that affected the passengers' exposures to CO and fine particles were wind speed (decreasing) and relative humidity (increasing). Wind speed, relative humidity and driving speed all had opposite effects on the exposure levels to fine vs. coarse particles. Added exposures (due to commuting on top of the background levels) to CO and fine particles were considerably higher in the morning vs. the afternoon runs and also higher in the slower vs. the faster runs.

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“…3 ' 4 While numerous studies have been performed to measure air pollutant concentrations at fixed locations, measurements of those within micro-environments are rather limited. 5 Brice and Roesler 6 studied the CO exposure of vehicle occupants moving in heavy traffic in five cities in the United States. The study found that the integrated half-hour CO concentrations obtained within the vehicles while in traffic were generally considerably higher than the concurrent concentrations measured at Continuous Air Monitoring Program (CAMP) stations.…”

Section: Discussionmentioning

confidence: 99%