Neelakshi Hudda

Emissions from an International Airport Increase Particle Number Concentrations 4-fold at 10 km Downwind

We measured the spatial pattern of particle number (PN) concentrations downwind from the Los Angeles International Airport (LAX) with an instrumented vehicle that enabled us to cover larger areas than allowed by traditional stationary measurements. LAX emissions adversely impacted air quality much farther than reported in previous airport studies. We measured at least a 2-fold increase in PN concentrations over unimpacted baseline PN concentrations during most hours of the day in an area of about 60 km2 that extended to 16 km (10 miles) downwind and a 4- to 5-fold increase to 8–10 km (5–6 miles) downwind. Locations of maximum PN concentrations were aligned to eastern, downwind jet trajectories during prevailing westerly winds and to 8 km downwind concentrations exceeded 75 000 particles/cm3, more than the average freeway PN concentration in Los Angeles. During infrequent northerly winds, the impact area remained large but shifted to south of the airport. The freeway length that would cause an impact equivalent to that measured in this study (i.e., PN concentration increases weighted by the area impacted) was estimated to be 280–790 km. The total freeway length in Los Angeles is 1500 km. These results suggest that airport emissions are a major source of PN in Los Angeles that are of the same general magnitude as the entire urban freeway network. They also indicate that the air quality impact areas of major airports may have been seriously underestimated.

Vehicle and Driving Characteristics That Influence In-Cabin Particle Number Concentrations

In-transit microenvironments experience elevated levels of vehicle-related pollutants such as ultrafine particles. However, in-vehicle particle number concentrations are frequently lower than on-road concentrations due to particle losses inside vehicles. Particle concentration reduction occurs due to a complicated interplay between a vehicles air-exchange rate (AER), which determines particle influx rate, and particle losses due to surfaces and the in-cabin air filter. Accurate determination of inside-to-outside particle concentration ratios is best made under realistic aerodynamic and AER conditions because these ratios and AER are determined by vehicle speed and ventilation preference, in addition to vehicle characteristics such as age. In this study, 6 vehicles were tested at 76 combinations of driving speeds, ventilation conditions (i.e., outside air or recirculation), and fan settings. Under recirculation conditions, particle number attenuation (number reduction for 10-1000 nm particles) averaged 0.83 ± 0.13 and was strongly negatively correlated with increasing AER, which in turn depended on speed and the age of the vehicle. Under outside air conditions, attenuation averaged 0.33 ± 0.10 and primarily decreased at higher fan settings that increased AER. In general, in-cabin particle number reductions did not vary strongly with particle size, and cabin filters exhibited low removal efficiencies.

Spatial and Temporal Variability of Coarse (PM10−2.5) Particulate Matter Concentrations in the Los Angeles Area

Recent epidemiological and toxicological studies suggest that coarse particulate matter (CPM, particles smaller than 10 and larger than 2.5 μm in diameter, PM 10−2.5 ) concentrations may be associated with adverse health outcomes at levels similar to or larger than those associated with PM 2.5 concentrations. CPM may consist of several, mechanically generated, potentially toxic components, including re-suspended road dust, industrial materials, trace metals, and bio-aerosols. In an effort to better understand and quantify the linkage between sources, composition and the toxicity of coarse PM, 10 sampling sites were set-up in the Los Angeles area. Sites within this diverse monitoring network were selected to encompass urban, rural, coastal, inland, near-freeway, community-based, upwind pollutant “source” and downwind pollutant “receptor” sites to fully characterize the range of likely conditions. At each location, a 24 h time-integrated coarse PM sample was collected once per week for one year in order to assess the seasonal and spatial patterns in coarse PM concentrations. Annual geometric mean CPM mass concentrations varied from <5.0 μg/m 3 to approximately 12 μg/m 3 . Concentrations were 2–4 times higher in the summer than the winter. CPM correlations between sites in close proximity to each other tended to be high (r 2 > 0.80), but were poor between urban center and inland sites. The coefficients of divergence (COD) were also calculated across all site pairs to quantify CPM mass concentration spatial heterogeneity. The CODs (most monthly median values >0.2) suggest modest heterogeneity overall, but the CODs calculated between the urban core site pairs were homogeneous.

Intra-Community Variability in Total Particle Number Concentrations in the San Pedro Harbor Area (Los Angeles, California)

Recent evidence links elevated ultrafine particle (UFP) concentrations with adverse health effects, but exposure assessments based upon PM 2.5 mass concentrations may be misleading. In order to better understand and quantify intra-community variability in UFP concentrations, a dense network of 14 monitoring sites was set-up in Los Angeles in two clusters—San Pedro/Wilmington and West Long Beach—in communities surrounding the Ports of Los Angeles and Long Beach. The network measured total particle number concentrations greater than 7 nm in diameter. In this range, UFP comprise approximately 90% of the total. Port-related activities—particularly goods movement associated with high volumes of heavy-duty diesel vehicle (HDDV) traffic—represent significant UFP sources. The field study was conducted from mid-February through mid-December 2007 to assess diurnal, seasonal, and spatial patterns and intra-community variability in total particle number concentrations. For sites within a few km of each other, simultaneous particle number concentrations can vary up to a factor of 10 (< 10,000 cm−3 up to 90,000 cm−3 for hourly averages calculated by month). The median hourly correlation coefficient (r) across all sites was modest and varied from 0.3 to 0.56. Specific site locations, particularly proximity to roadways used for goods movement, strongly affect observations. Clear diurnal and seasonal patterns are evident in the data. A diurnal pattern associated with high HDDV volumes and goods movement was identified. Coefficients of Divergence calculated for the site pairs suggest moderate heterogeneity overall (median study COD ≈ 0.35). The intra-urban variability observed in this study is comparable to and exceeds the inter-urban variability observed in a previous study in Los Angeles. UFP concentrations can vary considerably on short spatial scales in source-rich environments strongly influencing the accuracy of exposure assessments.

Modeling the Concentrations of On-Road Air Pollutants in Southern California

High concentrations of air pollutants on roadways, relative to ambient concentrations, contribute significantly to total personal exposure. Estimation of these exposures requires measurements or prediction of roadway concentrations. Our study develops, compares, and evaluates linear regression and nonlinear generalized additive models (GAMs) to estimate on-road concentrations of four key air pollutants, particle-bound polycyclic aromatic hydrocarbons (PB-PAH), particle number count (PNC), nitrogen oxides (NOx), and particulate matter with diameter <2.5 μm (PM2.5) using traffic, meteorology, and elevation variables. Critical predictors included wind speed and direction for all the pollutants, traffic-related variables for PB-PAH, PNC, and NOx, and air temperatures and relative humidity for PM2.5. GAMs explained 50%, 55%, 46%, and 71% of the variance for log or square-root transformed concentrations of PB-PAH, PNC, NOx, and PM2.5, respectively, an improvement of 5% to over 15% over the linear models. Accounting for temporal autocorrelation in the GAMs further improved the prediction, explaining 57-89% of the variance. We concluded that traffic and meteorological data are good predictors in estimating on-road traffic-related air pollutant concentrations and GAMs perform better for nonlinear variables, such as meteorological parameters.

Efficient determination of vehicle emission factors by fuel use category using on-road measurements: downward trends on Los Angeles freight corridor I-710

To evaluate the success of vehicle emissions regulations, trends in both fleet-wide average emissions as well as high-emitter emissions are needed, but it is challenging to capture the full spread of vehicle emission factors (EFs) with chassis dynamometer or tunnel studies, and remote sensing studies cannot evaluate particulate compounds. We developed an alternative method that links real-time on-road pollutant measurements from a mobile platform with real-time traffic data, and allows efficient calculation of both the average and the spread of EFs for light-duty gasoline-powered vehicles (LDG) and heavy-duty diesel-powered vehicles (HDD). This is the first study in California to report EFs under a full range of real-world driving conditions on multiple freeways. Fleet average LDG EFs were in agreement with most recent studies and an order of magnitude lower than observed HDD EFs. HDD EFs reflected the relatively rapid decreases in diesel emissions that have recently occurred in Los Angeles/California, and on I-710, a primary route used for goods movement and a focus of additional truck fleet turnover incentives, HDD EFs were often lower than on other freeways. When freeway emission rates (ER) were quantified as the product of EF and vehicle miles traveled (VMT) per time per mile of freeway, despite a twoto three-fold difference in HDD fractions between freeways, ERs were found to be generally similar in magnitude. Higher LDG VMT on low HDD fraction freeways largely offset the difference. Therefore, the conventional assumption that free ways with the highest HDD fractions are significantly worse sources of total emissions in Los Angeles may no longer be true.

Models for predicting the ratio of particulate pollutant concentrations inside vehicles to roadways.

Under closed-window driving conditions, the in-vehicle-to-outside (I/O) concentration ratio for traffic-related particulate pollutants ranges from nearly 0 to 1 and varies up to 5-fold across a fleet of vehicles, thus strongly affecting occupant exposures. Concentrations of five particulate pollutants (particle-bound polycyclic aromatic hydrocarbons, black carbon, ultrafine particle number, and fine and coarse particulate masses) were measured simultaneously while systematically varying key influential parameters (i.e., vehicle type, ventilation, and speed). The I/O ratios for these pollutants were primarily determined by vehicle air exchange rate (AER), with AER being mostly a function of ventilation setting (recirculation or outside air), vehicle characteristics (e.g., age and interior volume), and driving speed. Small (±0.15) but measurable differences in I/O ratios between pollutants were observed, although ratios were highly correlated. This allowed us to build on previous studies of ultrafine particle number I/O ratios to develop predictive models for other particulate pollutants. These models explained over 60% of measured variation, using ventilation setting, driving speed, and easily obtained vehicle characteristics as predictors. Our results suggest that I/O ratios for different particulate pollutants need not necessarily be measured individually and that exposure to all particulate pollutants may be reduced significantly through simple ventilation choices.

Efficient Collection of Atmospheric Aerosols with a Particle Concentrator—Electrostatic Precipitator Sampler

A novel particle sampling methodology developed recently by our group (Han et al. 2008) has been extended in this article to collect atmospheric particles in electrostatic precipitators (ESPs) for chemical and biological–toxicological analysis. Particles are grown to super-micron droplets via condensation of ultrapure deionized water, and concentrated by virtual impaction in the versatile aerosol concentration enrichment system (VACES). The grown droplets are charged in a carbon fiber charger with negligible ozone generation, and diffusion-dried to their original particle size, while preserving their acquired charges. The charged particles are subsequently collected on suitable substrates in two different ESP prototypes, which can then be used for further chemical (e.g., Inductively Coupled Plasma Mass Spectrometry, Ion Chromatography, organic analysis by means of either gas chromatography-mass spectroscopy (GC-MS) or high performance liquid chromatography (HPLC)), as well as toxicological analyses using cellular or non-cellular assays. To minimize possible chemical reactions between sampled particles and ions generated in the corona region, the previously developed carbon fiber charger was modified, by separating the charging zone from the ionization zone. By combining this novel charger with the VACES, we achieved a higher number of elementary charges per particle (i.e., more than 50) and high particle removal efficiency (i.e., more than 90%) in the ESP, while preserving the chemical composition of the sampled atmospheric aerosols. Uniform particle deposition, which is an essential feature for cell exposures to particulate matter (PM), was accomplished on the ESP substrate designed for biological PM analysis.

International Airport Impacts to Air Quality: Size and Related Properties of Large Increases in Ultrafine Particle Number Concentrations

We measured particle size distributions and spatial patterns of particle number (PN) and particle surface area concentrations downwind from the Los Angeles International Airport (LAX) where large increases (over local background) in PN concentrations routinely extended 18 km downwind. These elevations were mostly comprised of ultrafine particles smaller than 40 nm. For a given downwind distance, the greatest increases in PN concentrations, along with the smallest mean sizes, were detected at locations under the landing jet trajectories. The smaller size of particles in the impacted area, as compared to the ambient urban aerosol, increased calculated lung deposition fractions to 0.7-0.8 from 0.5-0.7. A diffusion charging instrument (DiSCMini), that simulates alveolar lung deposition, measured a fivefold increase in alveolar-lung deposited surface area concentrations 2-3 km downwind from the airport (over local background), decreasing steadily to a twofold increase 18 km downwind. These ratios (elevated lung-deposited surface area over background) were lower than the corresponding ratios for elevated PN concentrations, which decreased from tenfold to twofold over the same distance, but the spatial patterns of elevated concentrations were similar. It appears that PN concentration can serve as a nonlinear proxy for lung deposited surface area downwind of major airports.