Intermodal comparison of commuters' exposure to VOCs between public, private, and active transportation.

Urban populations are exposed to a multitude of traffic-related air pollutants during daily commutes. This study assessed commuters' exposure to volatile organic compounds (VOCs) during bus, motorcycle, and bicycle commuting, and estimated the VOC inhalation dose. Benzene, toluene, ethylbenzene, and xylene (BTEX) were the main compounds detected, contributing 58 - 68% to ΣVOC (sum of the concentrations of all detected VOCs) in different travel modes. The mean ΣVOC exposure concentration was higher for motorcyclists than for cyclists and bus commuters. However, due to cyclists' higher minute ventilation rates and longer exposure time, they had the highest ΣVOC inhalation dose based on both travel time (7.09 ± 2.36 µg min-1) and distance (32.9 ± 10.8 µg km-1). Among the three travel modes, bus commuters had the lowest ΣVOC inhalation dose based on travel time (2.33 ± 1.18 µg min-1) and distance (8.91 ± 4.91 µg km-1), while motorcyclists had a moderate ΣVOC inhalation dose based on travel time (5.08 ± 1.46 µg min-1) and distance (13.4 ± 5.5 µg km-1). Health impact assessment of VOCs showed that cyclists faced the highest carcinogenic and non-carcinogenic risks, while bus commuters experienced the lowest health risk associated with VOC exposure. Our findings underscore the need to consider air quality in transportation infrastructure design and prioritize interventions to safeguard urban commuters' health, particularly cyclists, who are the most vulnerable to the adverse effects of traffic-related air pollutants.

Effect of lockdown and associated mobility changes amid COVID-19 on air quality in the Kathmandu Valley, Nepal.

The COVID-19 pandemic caused a setback for Nepal, leading to nationwide lockdowns. The study analyzed the impact of lockdown on air quality during the first and second waves of the COVID-19 pandemic in the Kathmandu Valley. We analyzed 5 years of ground-based air quality monitoring data (2017-2021) from March to July and April to June for the first and second wave lockdowns, respectively. A significant decrease in PM2.5 (particulate matter with an aerodynamic diameter ≤ 2.5 µm) concentrations was observed during the lockdowns. The highest rate of decline in PM2.5 levels was observed during May and July compared to the pre-pandemic year. The PM2.5 concentration during the lockdown period remained within the WHO guideline limit and NAAQS for the maximum number of days compared to the lockdown window in the pre-pandemic years (2017-2019). Likewise, lower PM2.5 levels were observed during the second wave lockdown, which was characterized by a targeted lockdown approach (smart lockdown). We found a significant correlation of PM2.5 concentration with community mobility changes (i.e., walking, driving, and using public transport) from the Spearman correlation analysis. Lockdown measures restricted human mobility that led to a lowering of PM2.5 concentrations. Our findings can be helpful in developing urban air quality control measures and management strategies, especially during high pollution episodes.

Wintertime Air Quality across the Kathmandu Valley, Nepal: Concentration, Composition, and Sources of Fine and Coarse Particulate Matter.

The Kathmandu Valley in Nepal experiences poor air quality, especially in the dry winter season. In this study, we investigated the concentration, chemical composition, and sources of fine and coarse particulate matter (PM2.5, PM10, and PM10-2.5) at three sites within or near the Kathmandu Valley during the winter of 2018 as part of the second Nepal Ambient Monitoring and Source Testing Experiment (NAMaSTE 2). Daily PM2.5 concentrations were very high throughout the study period, ranging 72-149 µg m-3 at the urban Ratnapark site in Kathmandu, 88-161 µg m-3 at the suburban Lalitpur site, and 40-74 µg m-3 at rural Dhulikhel on the eastern rim of the Kathmandu Valley. Meanwhile, PM10 ranged 194-309, 174-377, and 64-131 µg m-3, respectively. At the Ratnapark site, crustal materials from resuspended soil contributed an average of 11% of PM2.5 and 34% of PM10. PM2.5 was largely comprised of organic carbon (OC, 28-30% by mass) and elemental carbon (EC, 10-14% by mass). As determined by chemical mass balance source apportionment modeling, major PM2.5 OC sources were garbage burning (15-21%), biomass burning (10-17%), and fossil fuel (14-26%). Secondary organic aerosol (SOA) contributions from aromatic volatile organic compounds (13-23% OC) were larger than those from isoprene (0.3-0.5%), monoterpenes (0.9-1.4%), and sesquiterpenes (3.6-4.4%). Nitro-monoaromatic compounds-of interest due to their light-absorbing properties and toxicity-indicate the presence of biomass burning-derived SOA. Knowledge of primary and secondary PM sources can facilitate air quality management in this region.

Effects of driving behavior on real-world emissions of particulate matter, gaseous pollutants and particle-bound PAHs for diesel trucks.

This study employed a portable emissions measurement system to investigate the effects of vehicle attributes, driving behavior, and road grade on real-world emissions of particulate matter (PM), regulated gaseous pollutants, and particle-bound polycyclic aromatic hydrocarbons (PAHs) for old-model diesel trucks (model year 1995-2006, 6.7-35.0 metric ton) with little to no tailpipe emission control. The rated power of engines was a major determinant of the distance-specific emission factors of PM, particle-bound PAHs, and most gaseous pollutants. However, the engine size was unrelated to the total hydrocarbon emission factor and the benzo[a]pyrene equivalent (BaPeq) emission factor of PAHs. Aggressive (AG) and normal (NR) driving behaviors were quantitatively defined with a relative positive acceleration. The emission factors of PM, CO2, and THC were significantly different (p < 0.05) between the AG and NR driving modes. AG driving caused an average increase in emissions of PM, CO2, NOx, and particle-bound PAHs by 122%, 56%, 15%, and 128%, respectively, compared to the respective emissions under the NR mode. The BaPeq emission factor of PAHs in the AG mode was more than 10 times that in the NR mode. The road gradient (ranging from -9.3% to 9.0% over the test route) had significant impacts on the emissions of PM, CO2, and NOx. PM, CO2, and NOx emission factors increased by 109%, 168%, and 160%, respectively, in the >6% grade bin and decreased by 95%, 91%, and 90%, respectively, in the equivalent negative-grade bin, implying that the decrease in emissions on negative road slopes may not compensate for the increase in emissions on the equivalent positive road slopes despite the road slope being compensated. The findings of this study will be valuable for developing air quality management strategies and furthering scientific knowledge on the complex interplay of different variables that affect real-world emissions of on-road vehicles.

Comparative investigation of coal- and oil-fired boilers based on emission factors, ozone and secondary organic aerosol formation potentials of VOCs.

Volatile organic compounds (VOCs) are the important precursors of the tropospheric ozone (O3) and secondary organic aerosols (SOA), both of which are known to harm human health and disrupt the earth's climate system. In this study, VOC emission factors, O3 and SOA formation potentials were estimated for two types of industrial boilers: coal-fired boilers (n = 3) and oil-fired boilers (n = 3). Results showed that ∑VOCs concentrations were more than nine times higher for oil-fired boilers compared to those for coal-fired boilers. Emission factors of ∑VOCs were found to be higher for oil-fired boilers (9.26-32.83 mg-VOC/kg) than for coal-fired boilers (1.57-4.13 mg-VOC/kg). Alkanes and aromatics were obtained as the most abundant groups in coal-fired boilers, while oxygenated organics and aromatics were the most contributing groups in oil-fired boilers. Benzene, n-hexane and o-ethyl toluene were the abundant VOC species in coal-fired boiler emissions, whereas toluene was the most abundant VOC species emitted from oil-fired boilers. O3 and SOA formation potentials were found 12 and 18 times, respectively, higher for oil-fired than for coal-fired boilers. Total OFP ranged from 3.99 to 11.39 mg-O3/kg for coal-fired boilers. For oil-fired boilers, total OFP ranged from 36.16 to 131.93 mg-O3/kg. Moreover, total secondary organic aerosol potential (SOAP) ranged from 65.4 to 122.5 mg-SOA/kg and 779.9 to 2252.5 mg-SOA/kg for the coal-fired and oil-fired boilers, respectively.