Carbon dioxide guidelines for indoor air quality: a review.

BACKGROUND: The importance of building ventilation to protect health has been more widely recognized since the COVID-19 pandemic. Outdoor air ventilation in buildings dilutes indoor-generated air pollutants (including bioaerosols) and reduces resulting occupant exposures. Many countries and organizations have advisory guidelines or mandatory standards for minimum ventilation rates (VRs) to maintain indoor air quality (IAQ). Because directly measuring VRs is often difficult, many IAQ guidelines instead specify indoor concentration limits for carbon dioxide (CO2), using CO2 exhaled by building occupants as an indicator of VR. Although indoor CO2 guidelines are common, the evidence basis for the various CO2 limits has not been clear. OBJECTIVE: To review current indoor CO2 guidelines worldwide and the supportive evidence provided. METHODS: We identified worldwide CO2-based guidelines for IAQ or ventilation, along with any supportive evidence provided. We excluded occupational guidelines for CO2 levels ≥5000 ppm. RESULTS: Among 43 guidelines identified, 35 set single CO2 concentration limits and eight set multi-tiered limits; 16 mentioned no specific human effect to be controlled, 19 specified only odor dissatisfaction, five specified non-infectious health effects, and three specified airborne infectious disease transmission. The most common indoor CO2 limit was 1000 ppm. Thirteen guidelines specified maximum CO2 limits as extended time-weighted averages, none with evidence linking averaged limits to occupant effects. Of only 18 guidelines citing evidence to support limits set, we found this evidence persuasive for eight. Among these eight guidelines, seven set limits to control odor perception. One provided 17 scientifically-based CO2 limits, for specific example space uses and occupancies, to control long-range COVID-19 transmission indoors. IMPACT: Many current indoor carbon dioxide (CO2) guidelines for indoor air quality specified no adverse effects intended for control. Odor dissatisfaction was the effect mentioned most frequently, few mentioned health, and three mentioned control of infectious disease. Only one CO2 guideline was developed from scientific models to control airborne transmission of COVID-19. Most guidelines provided no supportive evidence for specified limits; few provided persuasive evidence. No scientific basis is apparent for setting one CO2 limit for IAQ across all buildings, setting a CO2 limit for IAQ as an extended time-weighted average, or using any arbitrary one-time CO2 measurement to verify a desired VR.

Effectiveness of vegetation and sound wall-vegetation combination barriers on pollution dispersion from freeways under early morning conditions.

Pollutants in tailpipe emissions can be highly elevated around roadways, and in early mornings the pollution plume can extend hundreds of meters into surrounding neighborhoods. Solid sound walls and vegetation barriers are commonly used to mitigate noise, but they also help mitigate near-road air pollution. Here we assess the effectiveness of barriers consisting of vegetation only and of a combination of vegetation and a solid sound wall (combination barrier) in reducing pollution concentrations downwind of roads, under stable atmospheric stability and calm to light wind conditions. Because there was no practical (no barrier) control site in the area, we primarily compare the two barrier types to each other and explore the importance of atmospheric conditions. Using measurements collected with a mobile platform, we develop concentration decay profiles of ultrafine and fine particles, oxides of nitrogen (NO and NO2) and carbon monoxide downwind of a freeway in California with different barrier configurations and meteorological conditions. Diurnally averaged data collected with passive samplers indicate that pollution from morning rush hour has about equal impact as the entire remainder of the day, because of differences in atmospheric dispersion as the day progresses. Under calm and stable atmospheric conditions (wind speed <0.6 m/s); a vegetation-only barrier was more effective than a combination barrier with a total height that was somewhat lower than the vegetation-only barrier, by 10-24% in the first 160 m downwind. Under light winds (above ~ 0.6 but below 3 m/s) and stable conditions, the combination barrier was more effective than the vegetation barrier alone, by 6-33%, in the first 160 m from the barrier. The average particle size downwind of the vegetation-only barrier was larger than downwind of the combination barrier, indicating that particle deposition plays an important role in the reductions observed downwind of vegetation. Our results are consistent with the notion that at low wind speeds, vegetation acts as an effective barrier. Overall, adding vegetation alone or to an existing solid barrier results in lower downwind pollution concentrations, especially under low wind speeds when concentrations can be high.

Where to locate transit stops: Cross-intersection profiles of ultrafine particles and implications for pedestrian exposure.

Epidemiological studies have shown that exposure to traffic-related pollutants increases incidence of adverse health outcomes. Transit users in cities across the globe commonly spend 15-45 min or more waiting at transit stops each day, often at locations with high levels of pollution from traffic. Here, we investigate the characteristics of concentration profiles of ultrafine particles (UFP) with 5 m spatial resolution across intersections, to determine the best place to site transit stops to minimize exposures. Cross-intersection UFP profiles were derived from 1744 profiles covering 90 m before and after each intersection center with a mobile monitoring platform. Measurements were made at 10 signalized intersections located at six urban sites, each with a distinct built environment, during both mornings and afternoons. Measurements were made within 1.5 m of the sidewalk and approximately at breathing height (1.5 m above ground level) to approximate sidewalk exposures. UFP profiles were strongly influenced by high emissions from vehicle stops and accelerations, and peaked within 30 m of intersection centers; from there concentrations decreased sharply with distance. Peak concentrations averaged about 90% higher than the minima along the block. They were accompanied by more frequent and larger transient concentration spikes, increasing the chance of people near the intersection being exposed to both short-term extremely high concentration spikes and higher average concentrations. The decays are somewhat larger before the intersection than after the intersection, however as siting transit stops after intersections is preferred for smooth traffic flow, we focus on after the intersection. Simple time-duration exposure calculations combined with breathing rates suggest moving a bus stop from 20 to 40-50 m after the intersection can reduce transit-users' exposure levels to total UFP substantially, in proportion to the reciprocal of the magnitude of elevation at the intersection.

The effects of the built environment, traffic patterns, and micrometeorology on street level ultrafine particle concentrations at a block scale: Results from multiple urban sites.

This study attempts to explain explicitly the direct and quantitative effects of complicated urban built-environment on near-road dispersion and levels of vehicular emissions at the scale of several city blocks, based on ultrafine particle concentrations ([UFP]). On short timescales, ultrafine particles are an excellent proxy for other roadway emissions. Five measurement sites in the greater Los Angeles with different built environments but similar mesoscale meteorology were explored. After controlling for traffic, for most sampling days and sites, morning [UFP] were higher than those in the afternoon due to limited dispersion capacity combined with a relatively stable surface layer. [UFP] at the intersection corners were also higher than those over the sampling sites, implying that accelerating vehicles around the intersections contributed to [UFP] elevation. In the calm morning, the areal aspect ratio (Ararea), developed in this study for real urban configurations, showed a strong relationship with block-scale [UFP]. Ararea includes the building area-weighted building height, the amount of open space, and the building footprint. In the afternoon, however, when wind speeds were generally higher and turbulence was stronger, vertical turbulence intensity σw was the most effective factor controlling [UFP]. The surrounding built environment appears to play an indirect role in observed [UFP], by affecting surface level micrometeorology. The effects are substantial; controlling for traffic, differences in Ararea and building heterogeneity were related to differences in [UFP] of factors of two to three among our five study sites. These results have significant implications for pedestrian exposure as well as transit-oriented urban planning.