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Real-time and integrated measurements of gaseous and particulate pollutants were conducted inside five conventional diesel school buses, a diesel bus with a particulate trap, and a bus powered by compressed natural gas (CNG) to determine the range of children's exposures during school bus commutes and conditions leading to high exposures. Measurements were made during 24 morning and afternoon commutes on two Los Angeles Unified School District bus routes from South to West Los Angeles, with seven additional runs on a rural/suburban route, and three runs to test the effect of window position. For these commutes, the mean concentrations of diesel vehicle-related pollutants ranged from 0.9 to 19 μg/m3 for black carbon, 23 to 400 ng/m3 for particle-bound polycyclic aromatic hydrocarbon (PB-PAH), and 64 to 220 μg/m3 for NO2. Concentrations of benzene and formaldehyde ranged from 0.1 to 11 μg/m3 and 0.3 to 5 μg/m3, respectively. The highest real-time concentrations of black carbon, PB-PAH and NO2 inside the buses were 52 μg/m3, 2000 ng/m3, and 370 μg/m3, respectively. These pollutants were significantly higher inside conventional diesel buses compared to the CNG bus, although formaldehyde concentrations were higher inside the CNG bus. Mean black carbon, PB-PAH, benzene and formaldehyde concentrations were higher when the windows were closed, compared with partially open, in part, due to intrusion of the bus's own exhaust into the bus cabin, as demonstrated through the use of a tracer gas added to each bus's exhaust. These same pollutants tended to be higher on urban routes compared to the rural/suburban route, and substantially higher inside the bus cabins compared to ambient measurements. Mean concentrations of pollutants with substantial secondary formation, such as PM2.5, showed smaller differences between open and closed window conditions and between bus routes. Type of bus, traffic congestion levels, and encounters with other diesel vehicles contributed to high exposure variability between runs.Journal of Exposure Analysis and Environmental Epidemiology (2005) 15, 377–387. doi:10.1038/sj.jea.7500414; published online 8 December 2004 [ABSTRACT FROM AUTHOR]

Recent state and federal public school class-size reduction initiatives, increased elementary and pre-K enrollment driven by population growth and immigration, and limited resources for capital projects, modernization, and maintenance at aging schools have increased the prevalence of prefabricated, portable classrooms (portables). At present, approximately one of three California students are taught in portables, whose use is especially prevalent in more populated counties such as Los Angeles, home to the nation's second largest school district. Limited data existed on chemical compound air concentrations, and thus exposures, inside American public schools. Measurements have been limited, usually performed in complaint schools, and varied in sampling protocols and analysis methods. To address a school environment and children's health issue of present concern, an assessment of public school portables was conducted in Los Angeles County. Seven schools in two school districts were recruited, from which 20 classrooms - 13 portables, seven in main buildings - were randomly selected. We report indoor air concentrations of 21 target toxic and odorous volatile organic compounds (VOCs), including formaldehyde and acetaldehyde, measured with passive samplers (DNSH PAKS and 3M OVM 3500) in the cooling and heating seasons between June 2000 and June 2001. None of the measured indoor air formaldehyde concentrations exceeded the existing California Air Resources Board guideline (50?ppb, or 60?µg/m3). The main sources of aldehydes in classrooms, especially portables, were likely interior finish materials and furnishings made of particleboard without lamination. Indoor air VOC concentrations were generally low in this pilot study. The four most prevalent VOCs measured were toluene, m-/p-xylene, a-pinene, and d-limonene; likely indoor sources were personal, teaching, and cleaning products. Future schools research should attempt larger samples over larger geographical areas.Journal of Exposure Analysis and Environmental Epidemiology (2004) 14, 44-59. doi:10.1038/sj.jea.7500297 [ABSTRACT FROM AUTHOR]

Presents a study on 126 homes during the spring, summer, and fall in southern California, to address the relationship between outdoor and indoor O3 levels in residences, and to evaluate the relationship between residential exposure levels. Observation of O3 levels at regional monitoring fixed-site locates; Information on the selection of the homes; What the siting criteria for samplers outside the homes included; Results of the study.

Real-time concentrations of black carbon, particle-bound polycyclic aromatic hydrocarbons, nitrogen dioxide, and fine particulate counts, as well as integrated and real-time fine particulate matter (PM2.5) mass concentrations were measured inside school buses during long commutes on Los Angeles Unified School District bus routes, at bus stops along the routes, at the bus loading/unloading zone in front of the selected school, and at nearby urban "background" sites. Across all of the pollutants, mean concentrations during bus commutes were higher than in any other microenvironment. Mean exposures (mean concentration times time spent in a particular microenvironment) in bus commutes were between 50 and 200 times greater than those for the loading/unloading microenvironment, and 20-40 times higher than those for the bus stops, depending on the pollutant. Although the analyzed school bus commutes represented only 10% of a child's day, on average they contributed one-third of a child's 24-hr overall black carbon exposure during a school day. For species closely related to vehicle exhaust, the within-cabin exposures were generally dominated by the effect of surrounding traffic when windows were open and by the bus's own exhaust when windows were closed. Low-emitting buses generally exhibited high concentrations only when traveling behind a diesel vehicle, whereas high-emitting buses exhibited high concentrations both when following other diesel vehicles and when idling without another diesel vehicle in front of the bus. To reduce school bus commute exposures, we recommend minimizing commute times, avoiding caravanning with other school buses, using the cleanest buses for the longest bus routes, maintaining conventional diesel buses to eliminate visible emissions, and transitioning to cleaner fuels and advanced particulate control technologies as soon as possible. [ABSTRACT FROM AUTHOR]

Abstract: Variables affecting children''s exposure during school bus commutes were investigated using real-time measurements of black carbon (BC), particle-bound polycyclic aromatic hydrocarbons (PB-PAH) and nitrogen dioxide (NO2) inside 3 conventional diesel school buses, a particle trap-outfitted (TO) diesel school bus and a compressed natural gas (CNG) school bus, while traveling along an urban Los Angeles Unified School District bus route. A video camera was mounted at the front of each bus to record roadway conditions ahead of the bus during each commute. The videotapes from 12 commutes, in conjunction with pollutant concentration time series, were used to determine the influence of variables such as vehicles being followed, bus type and roadway type on pollutant concentrations inside the bus. For all buses tested, the highest concentrations of BC, PB-PAH and NO2 were observed when following a diesel school bus, especially if that bus was emitting visible exhaust. This result was important because other diesel school buses were responsible for the majority of the diesel vehicle encounters, primarily due to caravanning with each other when leaving a school at the same time. Compared with following a gasoline vehicle or no target, following a smoky diesel school bus yielded BC and PB-PAH concentrations inside the cabin 8 and 11 times higher, respectively, with windows open, and ∼1.8 times higher for both pollutants with windows closed. When other diesel vehicles were not present, pollutant concentrations were highest inside the conventional diesel buses and lowest inside the CNG bus, while the TO diesel bus exhibited intermediate concentrations. Differences in pollutant concentrations between buses were most pronounced with the bus windows closed, and were attributed to a combination of higher concentrations in the exhaust and higher exhaust gas intrusion rates for the conventional diesel buses. Conventional diesel school buses can have a double exposure impact on commuting children: first, exposures to the exhaust from other nearby diesel school buses and, second, exposure to the bus''s own exhaust through “self-pollution”. [Copyright &y& Elsevier]