Inhalation of motor vehicle emissions: effects of urban population and land area

Marshall, Julian; McKone, Thomas E.; Deakin, Elizabeth; Nazaroff, William W.

doi:10.1016/j.atmosenv.2004.09.059

Cited by 94 publications

(62 citation statements)

References 36 publications

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“…Morton et al (2007) have also developed a land use-transportation-emissions model for Charlotte, North Carolina. What has arisen from the existing literature review is that relatively few studies have explored the connection to air quality (Marquez and Smith, 1999;Marshall et al, 2005;Lam and Niemeier, 2005;Borrego et al, 2006;EC, 2007;De Ridder et al, 2008a). Most of the work was performed for imaginary cities (Borrego et al, 2006), existing highly urbanized metropolitan regions (Civerolo et al, 2007;De Ridder et al, 2008a, b) or at a local scale (Borrego et al, 2003), but none for medium sized cities.…”

Section: Introductionmentioning

confidence: 99%

Impact of land use on urban mobility patterns, emissions and air quality in a Portuguese medium-sized city

Bandeira

Coelho

Sá

et al. 2011

Science of The Total Environment

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The main objective of this work was to evaluate the impact of urban development trends in mobility patterns of a medium sized Portuguese city and air quality consequences, using a sequential modeling process, comprising i) land use and transportation, TRANUS model; ii) road traffic air pollutants emissions, TREM model and; iii) air quality, TAPM model. This integrated methodology was applied to a medium sized Portuguese city. In order to evaluate the implementation of the methodology, a preliminary study was performed, which consisted on the comparison of modeled mobility patterns and CO and PM 10 concentrations with measured data used in the definition of the current scenario. The comparison between modeled and monitored mobility patterns at the morning peak hour for a weekday showed an RMSE of 31%. Regarding CO concentrations, an underestimation of the modeled results was observed. Nevertheless, the modeled PM 10 concentrations were consistent with the monitored data. Overall, the results showed a reasonable consistency of the modeled data, which allowed the use of the integrated modeling system for the study scenarios. The future scenarios consisted on the definition of different mobility patterns and vehicle technology characteristics, according to two main developing trends: (1) "car pooling" scenario, which imposes a mean occupancy rate of 3 passengers by vehicle and (2) the "Euro 6" scenario, which establishes that all vehicles accomplish at least the Euro 6 standard technology. Reductions of 54% and 83% for CO, 44% and 95% for PM 10 , 44% and 87% for VOC and 44% and 79% for NO x emissions were observed in scenarios 1 and 2, respectively. Concerning air quality, a reduction of about 100 μg m −3 of CO annual average concentration was observed in both scenarios. The results of PM 10 annual concentrations showed a reduction of 1.35 μg m −3 and 2.7 μg m −3 for scenarios 1 and 2 respectively.

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Section: Introductionmentioning

confidence: 99%

Impact of land use on urban mobility patterns, emissions and air quality in a Portuguese medium-sized city

Bandeira

Coelho

Sá

et al. 2011

Science of The Total Environment

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“…Sprawl is found to be associated with higher levels of environmental pollution. 17,18 Thereby, according to Figure 1, residents living in sprawling metropolitan areas may experience higher levels of physical, chemical, and biological exposure and are likely to have elevated mortality risks from tumor, infection, or respiratory diseases. Sprawl is also found to be associated with a sedentary lifestyle, unhealthy eating habits, and risk behaviors such as smoking, [19][20][21] and based upon the downstream pathways illustrated in Figure 1, sprawl may lead to a higher mortality risk from cardiovascular/heart diseases.…”

Section: Introductionmentioning

confidence: 99%

Is Sprawl Associated with a Widening Urban–Suburban Mortality Gap?

Fan

Song

2009

J Urban Health

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This paper examines whether sprawl, featured by low development density, segregated land uses, lack of significant centers, and poor street connectivity, contributes to a widening mortality gap between urban and suburban residents. We employ two mortality datasets, including a national cross-sectional dataset examining the impact of metropolitanlevel sprawl on urban-suburban mortality gaps and a longitudinal dataset from Portland examining changes in urban-suburban mortality gaps over time. The national and Portland studies provide the only evidence to date that (1) across metropolitan areas, the size of urban-suburban mortality gaps varies by the extent of sprawl: in sprawling metropolitan areas, urban residents have significant excess mortality risks than suburban residents, while in compact metropolitan areas, urbanicity-related excess mortality becomes insignificant; (2) the Portland metropolitan area not only experienced net decreases in mortality rates but also a narrowing urban-suburban mortality gap since its adoption of smart growth regime in the past decade; and (3) the existence of excess mortality among urban residents in US sprawling metropolitan areas, as well as the net mortality decreases and narrowing urban-suburban mortality gap in the Portland metropolitan area, is not attributable to sociodemographic variations. These findings suggest that health threats imposed by sprawl affect urban residents disproportionately compared to suburban residents and that efforts curbing sprawl may mitigate urban-suburban health disparities.

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“…Total intake for urban emissions is the sum of the intakes within and downwind of the urban area (Marshall, 2005). This work only quantifies intraurban intake.…”

Section: Uncertaintymentioning

confidence: 99%

Intake fraction of nonreactive vehicle emissions in US urban areas

Marshall

Teoh

Nazaroff

2005

Atmospheric Environment

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Intake fraction, which is the fraction of emissions that are inhaled by people, quantifies the ''exposure efficiency'' of an emission source. We use three methods to estimate intake fractions for vehicle emissions in US urban areas. First, we use a one-compartment steady-state mass-balance model, incorporating meteorological and demographic data. Second, we use an empirical emissions-to-concentration relationship for vehicle carbon monoxide developed for 15 US urban areas. Third, we analyze model results for benzene and diesel particulate matter from the US Environmental Protection Agency's National-scale Air Toxics Assessment (NATA). The population-weighted mean intraurban intake fraction for nonreactive gaseous vehicle emissions in US urban areas is estimated to be in the range 7-21 per million, with a best estimate of 14 per million. The intake fraction for diesel particles is 4 per million, based on NATA results. An intake fraction of 4 per million means that 4 mg of pollution are inhaled per kg emitted. Intake fraction values for urban vehicle emissions are usually higher in winter than in summer because of seasonal variability in the atmospheric mixing height. The results presented in this work can be used in health risk assessments, cost-benefit analyses, and other investigations that require a summary of the emission-to-intake relationship. r

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Inhalation of motor vehicle emissions: effects of urban population and land area

Cited by 94 publications

References 36 publications

Impact of land use on urban mobility patterns, emissions and air quality in a Portuguese medium-sized city

Impact of land use on urban mobility patterns, emissions and air quality in a Portuguese medium-sized city

Is Sprawl Associated with a Widening Urban–Suburban Mortality Gap?

Intake fraction of nonreactive vehicle emissions in US urban areas

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