Vehicle Occupant Exposure to Carbon Monoxide

Koushki, P A; Al-Dhowalia, Khaled H.; Niaizi, Said A.

doi:10.1080/10473289.1992.10467104

Cited by 27 publications

(20 citation statements)

References 3 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%

“…Flachsbart et al (1987) 32 reported that along commuter routes in Washington, DC, in-vehicle CO exposures fell by 35% when test vehicle speeds increased from 10 to 60 miles per hour (mph) (16 to 97 kilometer per hour (km/h)). In a similar study in Riyadh, Saudi Arabia (Koushki et al, 1992), 50 in-vehicle CO exposures fell by 36% when vehicle speeds increased from 8.7 to 34.2 mph (14 to 55 km/h). Clifford et al (1997) 21 reported a comparable impact of vehicle speed on average external CO levels measured outside an experimental van traveling in Nottingham, United Kingdom.…”

Section: Traffic Densitymentioning

confidence: 90%

“…However, the identification of in-vehicle to out-vehicle CO level ratios that are greater than 1 introduced the possibility of having either an immediate external CO source that is not being detected by the out-vehicle sampling line or an internal self-contamination effect caused by in-vehicle sources, such as engine vapor or vehicular exhaust intrusion across the fire wall, from underneath the vehicle, or from the draft area behind the vehicle. While Petersen and Allen (1982), 65 Koushki et al (1992), 50 Carolina. The latter was attributed to the different heights of inlets between the exterior sampling lines (placed in the middle of the car roof) and the ports of the vehicle's intake mechanism (front hood and side windows) that receive greater contamination (engine running loss emissions and tailpipe exhausts from other vehicles, which have a more direct impact on in-vehicle concentrations than the measured car exterior concentrations).…”

Section: Out-vehicle Co Concentrationmentioning

confidence: 96%

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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%

Section: Traffic Densitymentioning

confidence: 90%

Section: Out-vehicle Co Concentrationmentioning

confidence: 96%

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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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“…Our review of twenty-five reports and journal articles on concentrations of motor vehicle pollutants inside motor vehicles indicates a high degree of variability. In-vehicle concentrations depend on many factors, including meteorological conditions, traffic density and speed, and emission rates from neighboring cars (Alm et al, 1999;Chan et al, 1991a;Chan et al, 1991b;Conceicao et al, 1997;EPA, 1998;EPA, 2001a;Fernandez-Bremauntz and Ashmore, 1995a;Fernandez-Bremauntz and Ashmore, 1995b;Flachsbart, 1995;Flachsbart, 1999a;Flachsbart, 1999b;Jo and Park, 1998;Jo and Park 1999;Johnson, 1995;Koushki et al, 1992;Lawryk et al, 1995;Macintosh et al, 1995;McCurdy, 1995;Park et al, 1998;Rhodes et al, 1998;Wallace, 1990;Wallace, 1991;Wallace, 1996;Weinhold, 2001;Weisel et al, 1992). Several of these studies report both in-vehicle and ambient concentrations.…”

Section: In and Near Vehiclesmentioning

confidence: 99%

Intake fraction of primary pollutants: motor vehicle emissions in the South Coast Air Basin

Marshall

Riley

McKone

et al. 2003

Atmospheric Environment

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The intake fraction is defined for a specific species and emission source as the ratio of attributable population intake to total emissions. Focusing on California's South Coast Air Basin (SoCAB) as a case study, we combine ambient monitoring data with time-activity patterns to estimate the population intake of carbon monoxide and benzene emitted from motor vehicles during 1996 -1999. In addition to exposures to ambient concentrations, three microenvironments are considered in which the exposure concentration of motor vehicle emissions is higher than in ambient air: in and near vehicles, inside a building that is near a freeway, and inside a residence with an attached garage. Incorporating data on motor vehicle emissions estimated by the EMFAC2000 model, we estimate that the 15 million people in the Submitted to Atmospheric Environment January 27, 2003 2 SoCAB inhale 0.003 -0.009% (34 -85 per million with a best estimate of 47 per million) of primary, nonreactive compounds emitted into the basin by motor vehicles. This population intake of primary motor vehicle emissions is approximately 50% higher than the average ambient concentration times the average breathing rate, owing to higher concentrations in the three microenvironments and also to the temporal and spatial correlation among breathing rates, concentrations, and population densities. The approach demonstrated here can inform policy decisions requiring a metric of population exposure to airborne pollutants.

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“…Given that cars are major CO sources in urban areas, one might expect higher concentrations of CO during commutes and this is indeed the case. Typical CO concentrations of ~9-56 ppm have been measured inside automobiles during commutes in major urban areas (Flachsbart et al, 1987;Koushki et al, 1992;Ott et al, 1994Ott et al, , 1995Dor et al, 1995;Fernandez-Bremauntz & Ashmore, 1995). This can be compared to peak outdoor levels of ~ 10 ppm in highly polluted urban areas.…”

Section: Co and Somentioning

confidence: 99%