Comparisons of commuter's exposure to particulate matters while using different transportation modes

This study compared commuters' exposures to particulate matter (PM) while using motorcycles, cars, buses, and the mass rapid transit (MRT) on the same routes in Taipei, Taiwan. Motorcycle commuters who had the shortest travel time (28.4+/-4.2 min) were exposed to the highest concentrations of PM(10) (112.8+/-38.3 microg/m(3)), PM(2.5) (67.5+/-31.3 microg/m(3)), and PM(1.0) (48.4+/-24.7 microg/m(3)) among four commuting modes. By contrast, car commuters were exposed to the lowest PM concentrations and had the second shortest travel time among them. Motorcycle commuters' high trip-averaged PM concentrations and bus commuters' long commuting time (43.1+/-5.1 min) resulted in their high whole-trip PM exposures. Size fractions of PM were relatively consistent across PM exposures of the four commuting modes with fine particles (PM(2.5)) contributing to 53-60% of PM(10) and submicron particle (PM(1)) contributing to 39-43% of PM(10). Motorcycles idled at traffic lights and bus doors opened at stops increased commuters' PM exposures. Fixed-site monitoring data explained well the variation of whole-trip PM(10) exposure of car (r(2)=0.63) and MRT (r(2)=0.52) commuters, and of whole-trip PM(2.5) exposure of car (r(2)=0.76), MRT (r(2)=0.73) and motorcycle (r(2)=0.64) commuters in regression analyses. The coefficients (slopes) of regression between fixed-site monitoring data and PM(2.5) exposures were less than 1 for car and MRT commuters but greater than 1 for motorcycle commuters. In conclusion, proximity to traffic emissions contributes to a person's high PM exposure during his or her daily commute. This proximity occurs when people use motorcycles on roads and when bus/MRT commuters walk or wait along commuting routes. Fixed-site air monitoring data can under-estimate motorcycle commuters' PM(2.5) exposures but over-estimate car and MRT commuters' PM(2.5) exposures.     

Dispersion of gas pollutant in a fan-filter-unit (FFU) cleanroom

Numerical simulation and experimental measurement of flow and concentration fields in a working fan-filter-unit (FFU) cleanroom have been conducted in this study. The purpose of the study is to find out the unsteady concentration distribution of a leaking gas pollutant. The standard K–ε model was used for the simulation of the flow field. To obtain the gas concentration field, SF₆ gas with a certain concentration was released as a simulated leaking source from a valve manifold box (VMB) for 5 or 10 min, respectively. Three Fourier transform infrared spectrometers (FTIRs) were simultaneously used to measure the spatial and temporal distributions of SF₆ concentrations. The measured data were then compared with the numerical results and the agreement is seen to be quite good. From the numerical results, the pollutant hot spots, peak pollutant concentration at the end of leaking, and time taken for the concentration to reduce to near background level are obtained.     

The Columnar-to-Equiaxed Transition in Melt Pools During Laser Powder Bed Fusion of M2 Steel

Metallurgical and Materials Transactions A - This work integrates experimental and numerical methods to determine the process conditions under which the columnar-to-equiaxed transition (CET)...     

First evidence for the reliability of building co-heating tests

This paper provides powerful evidence empirically demonstrating for the first time the reliability of the co-heating test. The test is widely used throughout Europe to measure the total heat transfer through the fabric of buildings and to calculate the heat-transfer coefficient (HTC; units W/K). A reliable test is essential to address the ‘performance gap’, where in-use energy performance is consistently, and often substantially, poorer than predicted. The co-heating test could meet this need, but its reliability requires confirmation. Seven teams independently conducted co-heating tests on the same detached house near Watford, UK. Despite differences in the weather and in the experimental and analytical approaches, the teams’ final reported HTC measurements were within ±10% of the mean. With further standardization it is likely to be possible to improve upon this reproducibility. Furthermore, uncertainty analysis based upon a 95% confidence interval resulted in an estimated uncertainty in HTC measurements of ±8%. This research addresses persistent doubts about the reliability of the co-heating test. Avenues to further improvement of the test are discussed. This work helps to enable the test’s wider adoption as a component of the regulatory process and thus improvements to standards of house construction.     

Numerical experience with diagonalization algorithms for asymmetric demand traffic assignment

This paper reviews the concept of a diagonalization algorithm for use in solving traffic network equilibrium problems for which the arc cost and/or the origin-destination travel demand functions are asymmetric. Such functions are known to occur in realistic settings involving multiple modes or users. The computational performance of this algorithm for different degrees of travel demand asymmetry is then explored by a detailed numerical experiment since no previous results of this type have been reported. It is found that, through the use of progressive stopping tolerances, the impact of high degrees of travel demand function asymmetry on the computational burden associated with finding a traffic network equilibrium may be mitigated; in effect equilibrium problems with high degrees of demand asymmetry are little more difficult to solve than perfectly symmetric problems.     

Seasonal and diurnal variations of volatile organic compounds (VOCs) in the atmosphere of Hong Kong

Ambient VOCs samples were collected at three locations (PolyU campus (PU), Kwun Tong (KT), Hok Tsui (HT)) in Hong Kong during the periods of November 2000-February 2001 and June 2001-August 2001. Also the concentrations of VOCs in Cross Harbor tunnel in Hong Kong were obtained in order to determine the vehicular sources of VOCs. Toluene was the most abundant VOC detected in Hong Kong. At the PU station, which is close to a main road, the concentrations of most VOCs were higher in summer than in winter. However, at the background location HT, the concentrations of all VOCs except tetrachloroethene were higher in winter than in summer. Regional physical dispersion/transportation and mixing depth may be the reasons for higher VOC concentrations in winter at HT. The BTEX (benzene:toluene:ethylbenzene:xylene) ratios of PU and KT during winter period were (1.9:10.1:1.0:1.8) and (1.9:10.4:1.0:1.5), and (0.9:8.3:1.0:2.2) and (0.8:29.6:1.0:1.8) for summer season, respectively. The xylene/ethylbenzene (X/E) ratio was used to assess the relative age of the air parcels in this study. The concentrations of VOCs in the atmosphere in Hong Kong were mainly affected by direct emissions from vehicles, evaporation of fuels, photochemical reactions and few industrial emissions. The BTEX ratio in the tunnel was 2:10.4:1:3.2. The BTEX ratios at PU and KT during the winter period were similar to that in tunnel (except for xylenes). The X/E ratio in the tunnel was higher than that in the ambient air. This indicated that the freshly emitted xylenes in the tunnel decayed at different rates from OH-oxidation in the atmosphere. Good BTEX correlations (r>0.8) were found at PU and KT in winter (**P<0.01). Vehicular exhaust was the dominant source at PU and KT stations, and less evaporation of fuel or additive occurred at low temperature in winter. Diurnal variations of mean BTEX concentrations at the roadside monitoring station (PU) showed two peaks associated with traffic density and vehicle type.     

Concentrations of ultrafine particles at a highway toll collection booth and exposure implications for toll collectors

Research regarding the magnitude of ultrafine particle levels at highway toll stations is limited. This study measured ambient concentrations of ultrafine particles at a highway toll station from October 30 to November 1 and November 5 to November 6, 2008. A scanning mobility particle sizer was used to measure ultrafine particle concentrations at a ticket/cash tollbooth. Levels of hourly average ultrafine particles at the tollbooth were about 3-6 times higher than those in urban backgrounds, indicating that a considerable amount of ultrafine particles are exhausted from passing vehicles. A bi-modal size distribution pattern with a dominant mode at about < 6 nm and a minor mode at about 40 nm was observed at the tollbooth. The high amounts of nanoparticles in this study can be attributed to gas-to-particle reactions in fresh fumes emitted directly from vehicles. The influences of traffic volume, wind speed, and relative humidity on ultrafine particle concentrations were also determined. High ambient concentrations of ultrafine particles existed under low wind speed, low relative humidity, and high traffic volume. Although different factors account for high ambient concentrations of ultrafine particles at the tollbooth, measurements indicate that toll collectors who work close to traffic emission sources have a high exposure risk.