International Journal of Mechanical & Mechatronics Engineering IJMME-IJENS Vol:15 No:03
81
Reducing Indoor Air Contaminants Inside a Bus
Passenger Compartment
Noor Emilia Ahmad Shafie1, a, Haslinda Mohamed Kamar1, b* and Nazri Kamsah1, c
1
Faculty of Mechanical Engineering, Universiti Teknologi Malaysia, 81310 Skudai, Johor Bahru, Malaysia.
a
nemilia2@live.utm.my, b*haslinda@mail.fkm.utm.my, cnazrikh@fkm.utm.my
Abstract-- Good ventilation system in a bus passenger
compartment is important for providing clean, healthy air and
comfortable micro-environment for passengers. Lack of fresh
air inside the bus compartment could increase the contaminant
concentration level and affect the passenger’s health. This
research presents field measurement on contaminant
concentration level of particulate matter and carbon monoxide
inside the passenger compartment of a university’s shuttle bus.
The field measurements were conducted at the front, middle
and rear locations of the passenger compartment.
Computational fluid dynamics software was used to develop a
simplified three-dimensional model of the bus passenger
compartment. Two cases of air return grilles location namely
three air return grilles and four air return grilles were
performed. The results show that four air return grilles could
reduce the contaminant concentration levels of CO and PM1
inside the bus passenger compartment.
Index Term-- Indoor Air Contaminant, Ventilation System,
Air Return Grille, Bus Passenger Compartment.
1. INTRODUCTION
Bus passenger compartment require good ventilation
system for distribute a clean and healthy air in the occupied
zone. In engineering approach, the efficiency of ventilation
system is evaluated by the indoor air quality. Indoor Air
Quality (IAQ) refers to the effect, good or bad of the
contents of the air inside an enclosed environment. Good
IAQ is the quality of air which has no unwanted
contaminants. Poor of IAQ occurs when contaminants are
present at an excessive concentration. In IAQ research two
types of harmful contaminants were widely investigated
namely particles and gaseous. Particulate matters (PM1)
represent as particles whereas carbon monoxide (CO)
represent as gaseous contaminants. Various diseases
adversely affect the occupant health of these contaminants
such as respiratory problem, cardiovascular and airborne
transmission. Knowledge concerning the contaminants level
is very important to prevent the harmful particles and
gaseous inhaled by passengers when commuting in a bus.
The ventilation system of the bus need to improve due to
long time usages for business, shopping, campus, school,
recreation or others activities. There were several factors that
affect the design and performance of ventilation system such
as size and type of bus, air supply velocity, air supply
temperature, location of the air supply and location of the air
return grille. The locations of air supply and air return grille
are very important to reduce the contaminants concentration
level especially in the occupied zone. At present, research
works on reducing air contaminants inside the bus cabin is
limited especially using computational fluid dynamics
(CFD) approach. CFD tools offer an alternative platform
which is more convenient than experimental practice to
analyse the indoor air quality in various application. Hence,
an investigation of ventilation system using CFD tools is
necessity in which will improve the IAQ inside the bus
cabin.
Previous researchers were conducted the field
measurement method to quantify the indoor air contaminant
inside the bus passenger compartment. Chan, (2005) [1] was
conducted the field measurement of indoor air contaminant
inside the bus cabin. The measurements were performed in
urban and rural areas in Hong Kong with twelve different
short routes. The measurements were performed at the rear
compartment and at the height of breathing level of
passengers. Measurements were taken at peak hours (8.00
am to 9.30 am) and non-peak hours (10.30 am to 14.00 pm).
Hsu et al., (2009) [2] were examined the contaminant
concentration levels of CO and PM in the long distance
buses. The measurements were performed in a highway road
Taiwan. The total travelling distance was approximately 300
km, which normally took 4 hours to 5 hours, depending on
traffic and weather condition. The sampling instruments
were placed in the centre of the bus cabin and at the height
of the breathing zone of seated passengers. Zhu et al., (2010)
[3] were investigated the micro-environmental such as CO
and PM in public transportation buses. The measurements
were performed in a Harvard university shuttle bus. The
measurement was conducted in an empty bus. The bus
engine was kept in idle condition and the air-conditioning
system was operated as usual. All the windows and doors
were fully closed during the experimental. The
measurements were performed at four bus locations (in the
front and rear compartment at each side of the bus). The
instruments were placed in two mesh boxes made by coarse
wire, which were hanged at the shoulders of two of our field
personnel at a height 0.6 m and 1.1 m from floor. The field
measurements were started early in the morning (9.00 am to
16.30 pm) with a lunch break around noon. Rim et al.,
(2008) [4] were investigated the characteristic of cabin air
quality in a school buses in Central Texas. The measurement
was performed using six school buses with different engine
year in sub-urban Austin, Texas. The route was a typical
42.4 km suburban school bus route and required
approximately 100 minutes to complete. Only research team
members and driver were on-board buses during the tests.
The air sampling was placed in the centre of bus cabin.
Gomez et al., (2007) [5] were investigated the commuter’s
exposure in the bus, minibus and metro bus. Commuters’
exposure measurements were taken for PM2.5 and CO in
minibuses, buses and metro during morning and evening
rush hours during January to March 2003 in Mexico City.
The instrument was placed at a level of breathing zone. The
measurements were taken in the morning (6.30 am to 9.00
am) and evening (17.30 pm to 20.30 pm). Wong et al.,
(2011) [6] were investigated in cabin exposure levels of CO
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International Journal of Mechanical & Mechatronics Engineering IJMME-IJENS Vol:15 No:03
and PM10 for running buses in Hong Kong that equipped
with Euro II, III and IV engines. Urban and sub-urban bus
route were chosen in this research. Travelling distance
between the two bus terminals is 32 km and it was monitored
and recorded every one minute throughout the journey. All
measurements were conducted on weekdays during bus
service hours starting from 7.00 am to 10.00 am and 16.00
pm to 19.00 pm. Air samples were collected at the height of
1.45 m above the floor and kept away from the bus main
entrances, air inlets, air outlets and passengers.
This research presents field measurement on
contaminant concentration levels of particulate matter and
carbon monoxide inside the passenger compartment of a
university’s shuttle bus. The field measurements were
conducted at the front, middle and rear locations of the
passenger compartment. CFD software was used to develop
a simplified three-dimensional model of the bus passenger
compartment. Two cases of air return grilles location namely
three air return grilles and four air return grilles were
performed.
2. RESEARCH METHODOLOGY
2.1. Field measurement of Air Contaminants
Field measurements were conducted to quantify the
contaminants concentration of PM1 and CO inside the
passenger compartment of a university’s shuttle bus that
ferries students from their hostels to the university’s campus.
The total distance travelled by the bus was about 12 km. The
in-campus route followed by the bus during the entire period
of the field measurement is shown in Fig. 1. The field
measurements were conducted in an empty bus and
measured at the front, middle and rear locations of the
passenger compartment. Also, the measurement was carried
out at the door which the outside contaminant enters the bus
during the trips. The contaminants concentrations of PM1
and CO were continuously monitored during the trips and
data were recorded at several time intervals (1 minute), at the
steady-state conditions. A handheld particle counter
instrument (model HPC300) was used to measure the
contaminant concentration of PM1 inside the bus passenger
compartment. Indoor environmental quality (model IEQ
Bacharach) instrument was used to monitor the contaminant
concentration of CO. A digital anemometer (model V816B)
was employed to measure the air velocity and temperature at
the cool air supply diffusers. The particle counter and indoor
environmental quality instruments were placed at the height
of 1.1 m from the floor of the bus compartment, which is
considered as the breathing level of the passengers [7]. The
air velocity and temperature at the cool air supply diffuser
were maintained as much as possible at 3 m/s and 23°C,
respectively during the field measurement period.
82
Fig. 1. The in-campus route followed during the field measurement
2.2. Computational Domain
Ansys Fluent (R-14) software was selected to simulate
the problem, employing Reynolds-averaged Navier-Stokes
(RANS) approach to solve the fluid flow. In particular, flow
analysis was carried out using RNG k- turbulent model for
air flow, discrete phase and species transport for
contaminants. This study performed the field measurements
in a real condition of the bus passenger compartment in
order to validate the CFD simulation. A simplified threedimensional model of the bus passenger compartment is
described in Fig. 2. There are fourteen four air supply
diffusers located on the ceiling mounted duct work and two
air return grilles located at the front and rear of the bus roof.
The current locations of air supply diffuser and air return
grille are known as mixing ventilation with two air return
grilles (2RG).
Fig. 2. A simplified three-dimensional model of the bus passenger
compartment
2.3. Computational Mesh
The computational mesh for the CFD simulations was
created using the Ansys Mesh-R14 software. The mesh in
the cabin space consists mostly of tetrahedron cells.
Tetrahedron cell is suitable for three dimensional model,
complex geometry and convergence will generally faster [8].
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The total number of cells in the model was approximately
508057. The maximum and minimum sizes of the cells are
0.34 m and 0.002 m, respectively. Much finer surface was
generated at the door, air supply diffuser and air return grille
locations. This is to ensure the CFD simulation results more
accurate. Fig. 3 shows the computational mesh of the bus
passenger compartment.
Tetrahedron
cells
83
attach to or rebound from the object’s surface. It is therefore
natural to terminate or trap a particle trajectory after hitting a
rigid surface [10]. For gas simulation, non-reacting flow was
applied due to the effects of contaminants concentration
characteristic. The gas contaminant is assumed as a passive
and low concentration in an enclosed environment [11]. The
flow was assumed to be turbulent and the RNG k-ε
turbulence model was applied. The discrete phase and
species transport were applied for contaminants
concentration analyses. The simulations were performed as
steady state with pressure-based segregated solver with the
Semi-Implicit Method for Pressure-Linked Equations
(SIMPLE), second order upwind discretization scheme and a
convergence criterion for all equations is 10 -4 except energy
10-6 [12].
2.5. CFD Validation
Fig. 3. The computational mesh of the bus passenger compartment
2.3.1. Mesh Sensitivity Test
Mesh sensitivity test was performed to ensure that
meshing has no effects on the results of the CFD analysis.
The meshes of 50000, 100000, 300000, 500000, 800000 and
1000000 of cells were generated and solved for
contaminants concentration of CO and PM1 distributions. It
was found that the mesh sensitivity test of contaminants
concentration of CO and PM1 was constant at 500000 grid
cells compared to 50000, 100000 and 300000, respectively.
Thus, the numbers of elements of 508057 tetrahedral cells
were employed throughout the CFD analysis.
2.4. Boundary Condition
Temperature and velocity of the air supply diffuser was
set to 23°C and 3 m/s based on the measured data. The wall
of the bus was set to 26°C for the air temperature. The
contaminants of CO and PM1 were applied at the bus door.
The contaminants concentration of CO and PM1 were set to
7 ppm and 52 μg/m3, respectively. For all cases of air supply
diffuser and air return grille locations the air temperature, air
velocity and contaminant concentration were set to the same
value. Turbulent intensity was set to 5% and turbulent
parameter for the door, air supply diffuser and air return
grille boundary conditions were hydraulic diameter. No slip
condition was applied at the wall. When fluid in direct
contact with a solid to the surface due to the viscous effects
the velocity of the flow is zero and assumed no slip for the
wall [9]. For particle simulation the door, air supply diffuser
and air return grille were set to escape while the wall was set
to trap boundary condition. When particles reach air supply
diffuser, air return grille and door, the particles will escape
and the trajectories terminate. This could be due to the
effects of airflow against particle at each location. However,
when reaching a rigid object such as wall, particle may either
The CFD simulation procedure was validated by
comparing the contaminant concentration level obtained
from the CFD simulations at the front, middle and rear
locations obtained from the field measurements. Following
assumptions were made for the simulation setup:
The RNG k-ε turbulence model, Discrete phase
model and Species transport model were applied for
the airflow, particle and gas analyses.
The door was open and no passengers inside the
bus.
No air contaminants inside the bus passenger
compartment.
The source of contaminant concentrations of PM1
and CO were applied at the door due to the outside
contaminant enters the bus during boarding and
unboarding.
2.5.1. Results of CFD Validation
The comparison of measured and predicted data of
contaminants concentration is depicted in Table I and Table
II for three different locations, namely front, middle and rear
occupied zone. The contaminants concentration was high at
the frontal location which is near to the bus door. This could
be due to insufficient ventilation of fresh air supply inside
the bus passenger compartment. The result shows that
percentage differences of predicted data of PM1 and CO are
below 20% which can be accepted for the complex flow for
indoor environmental [13].
Table I
Comparison of predicted and measured of PM1 concentration
Particulate Matter,
PM1 (μg/m3)
Locations
Front
Middle
Rear
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Max
predicted
( )
43
46
34
Max
measured
( )
52 ±9
43 ±3
40 ±6
Percentage
difference
×100%
-17.3
6.9
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International Journal of Mechanical & Mechatronics Engineering IJMME-IJENS Vol:15 No:03
Table II
Comparison of predicted and measured of CO concentration
Carbon Monoxide,
CO (ppm)
Locations
Front
Middle
Rear
Max
predicted
( )
6.7
5.1
1.6
Max
measured
( )
7 ±0.3
5 ±0.1
2 ±0.4
Percentage
difference
×100%
-4.3
-2
-20
84
environment, the height of 1.1 m from the floor was chosen
and represent as a breathing zone of the passengers [7]. This
height is very suitable to measure the contaminants
concentration in indoor environment that away from the
airflow locations such as air supply diffusers, air return
grilles and door. The CFD simulation results for all cases on
contaminants concentration of PM1 and CO are presented at
x-direction is 0.3 m, y-direction is 0.3 m (floor) to 1.45 m
(air supply diffuser) and z-direction is 2.8 m as shown in Fig.
5.
2.6. Parametric Analysis
Two cases of air return grilles location inside the bus
passenger compartment were performed. The parametric
analysis was prescribed in Fig. 4. Case 1 (3RG); Three air
return grilles are placed in a one row on the roof and Case 2
(4RG); Four air return grilles are placed in a one row on the
roof.
Fig. 5. The reference line 1 of the CFD simulation results
3.1. Field Measurement of PM1 and CO Concentrations
Fig. 6 shows the contaminant concentration of PM1 in
the bus as a function of time. The result shows that the PM1
was high in the morning, afternoon and evening at the front
location of the bus passenger compartment. This is due to the
outside contaminant enters the bus when the door is open.
Insufficient ventilation of the bus is the factor that increases
the contaminant concentration level of PM1 at the front
location of the bus passenger compartment. However, the
CO concentration was slightly lower in the morning,
afternoon and evening at the middle and rear locations. The
maximum and minimum concentrations of PM1 were 52
μg/m3 and 1 μg/m3, respectively. In particular, the
contaminant of PM1 is originates from the vehicular exhaust,
ambient air and dust. It was observed that the contaminant
concentration of PM1 was exceeding the acceptable level by
the World Health Organization [14]. The acceptable level of
PM1 in an enclosed environment should be below 25 μg/m3.
(a)
(b)
Fig. 4. Parametric analysis: (a) 3RG and (b) 4RG
3. RESULTS AND DISCUSSIONS
Results of the field measurements are presented at the
front, middle and rear locations as a function of time in the
morning, afternoon and evening. Height of measurement is
1.1 m from the floor for all contaminants. In an enclosed
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60
Concentration (μg/m3)
3.2. CFD Simulation of PM1 and CO Concentrations
50
40
30
20
10
PM1 (Front)
PM1 (Rear)
5:00
4:00
2:30
1:30
8:30
7:30
0
PM1 (Middle)
Time (hr)
Fig. 8 shows the comparison of contaminant
concentration of CO with different cases of air return grille
locations. The modified of air return grille locations namely
3RG and 4RG. The current location of air return grilles
namely 2RG generally had the highest contaminant
concentration of CO at 0.3 m to 1.45 m height, respectively.
It was observed that the 4RG could reduce the contaminant
concentration of CO at 0.3 m to 1.45 m height, respectively.
The 4RG could reduce the CO concentration that
accumulated in the occupied zone compared to the 2RG and
3RG. This could be due to the locations of air return grille
which was placed along the bus roof. The 4RG of air return
grille location is suitable to remove all the contaminant of
CO which was trapped inside the bus passenger
compartment.
1.5
Fig. 7 shows the contaminant concentration of CO in the
bus as a function of time. The result shows that the
contaminant concentration of CO was high in the afternoon
and evening at the front location of the bus passenger
compartment. However, the contaminant concentration of
CO was also high in the morning at the middle location of
the bus passenger compartment. This is due to the outside
contaminant enters the bus when the door is open.
Insufficient ventilation of the bus and heavy traffic condition
are the factor that increases the contaminant concentration
level of CO at the front and middle locations of the bus
passenger compartment. Based on the measured data the
heavy traffic condition occurs in the morning, afternoon and
evening in a university’s campus. In particular, the
contaminant of CO is originates from the vehicular exhaust.
It was observed that the maximum and minimum
concentrations of CO were 7 ppm and 1 ppm, respectively.
The CO concentration levels was below 7 ppm, much lower
than the average limit of 10 ppm, which was recommended
by the World Health Organization [14].
8
Concentration (ppm)
7
6
5
4
3
2
1
Height above floor (m)
Fig. 6. Contaminant concentration of PM1 in the bus as a function of time
1.3
1.1
0.9
0.7
0.5
0.3
0
2
4
2RG
6
3RG
8
4RG
Concentration (ppm)
Fig. 8. Comparison of contaminant concentration of CO with different cases
of air return grille locations
Fig. 9 shows the comparison of contaminant
concentration of PM1 with different cases of air return grille
locations. The current location of air return grilles namely
2RG generally had the highest contaminant concentration of
PM1 at 0.3 m to 1.45 m height inside the bus passenger
compartment. The result shows that the 4RG of air return
grilles location could reduce the contaminant concentration
of PM1 at 0.3 m to 1.45 m height, respectively. However,
the 3RG could reduce the PM1 concentration inside the bus
passenger compartment. The accumulated concentration of
PM1 in the occupied zone could be removed effectively
when four of air return grilles (4RG) were located at the bus
roof compared to 2RG and 3RG. Fig. 10 and Fig. 11 show
the contaminant concentrations of CO and PM1 on a vertical
symmetrical plane of the bus passenger compartment of
various cases of air return grilles locations.
CO (Front)
CO (Rear)
5:00
4:00
2:30
1:30
8:30
7:30
0
CO (Middle)
Time (hr)
Fig. 7. Contaminant concentration of CO in the bus as a function of time
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Height above floor (m)
1.5
1.3
1.1
0.9
0.7
0.5
0.3
0
10
20
2RG
30
40
3RG
50
4RG
Concentration (μg/m3)
(c)
Fig. 10. Contaminant concentration of CO on a vertical symmetrical plane
of the bus passenger. Air return grille locations: (a) 2RG, (b) 3RG and (c)
4RG
Fig. 9. Comparison of contaminant concentration of PM1 with different
cases of air return grille locations
(a)
(a)
(b)
(b)
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[4]
[5]
[6]
[7]
[8]
(c)
[9]
Fig. 11. Contaminant concentration of PM1 on a vertical symmetrical plane
of the bus passenger. Air return grille locations: (a) 2RG, (b) 3RG and (c)
4RG
[10]
[11]
4. CONCLUSIONS
Field measurements were conducted to quantify the
contaminants concentration of PM1 and CO at the front,
middle and rear locations of a university’s shuttle bus. The
CFD simulation was carried out to simulate the contaminant
concentration levels of PM1 and CO on a various cases of air
return grille locations inside the bus passenger compartment.
The followings are major findings of this study:
[12]
[13]
[14]
87
Rim, D., Siegel, J., Spinhirne, J., Webb, A., & McDonald-Buller,
E. (2008). Characteristics of cabin air quality in school buses in
Central Texas.Atmospheric Environment, 42(26), 6453-6464.
Gómez-Perales, J. E., Colvile, R. N., Fernández-Bremauntz, A. A.,
Gutiérrez-Avedoy, V., Páramo-Figueroa, V. H., Blanco-Jiménez,
S., ... & Nieuwenhuijsen, M. J. (2007). Bus, minibus, metro intercomparison of commuters’ exposure to air pollution in Mexico
City. Atmospheric Environment,41(4), 890-901.
Wong, L. T., Mui, K. W., Cheung, C. T., Chan, W. Y., Lee, Y. H.,
& Cheung, C. L. (2011). In-cabin exposure levels of carbon
monoxide, carbon dioxide and airborne particulate matter in airconditioned buses of Hong Kong. Indoor and Built Environment,
1420326X11409450.
Chan, A. T. (2003). Commuter exposure and indoor–outdoor
relationships of carbon oxides in buses in Hong Kong.
Atmospheric Environment, 37(27), 3809-3815.
Fluent, I. (2012). ANSYS FLUENT 14: theory guide. USA: Fluent
Inc.
Cengel, Y. A., & Cimbala, J. M. (2006). Fluid mechanics (Vol. 1).
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Shek, K. W. (2010). Thermal & indoor air quality environment on
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ASHRAE Standard Committee. (2013). ASHRAE HANDBOOK:
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World Health Organization. (2000). Guidelines for air quality.
The contaminant concentration levels of PM1
and CO were high at the front location of the
bus passenger compartment.
The contaminant concentration level of PM1
was exceeding the acceptable level of indoor air
quality by the World Health Organization.
The air return grille location namely 4RG could
reduce the contaminant concentration level of
PM1 and CO inside the bus passenger
compartment.
It can be concluded that new location of air return grilles
namely 4RG created the best cabin environment and it is
therefore recommended for possible use in commercial bus
compartment.
ACKNOWLEDGEMENTS
The authors are grateful to the Universiti Teknologi
Malaysia for providing the funding on this study, under the
vot number of 06H75.
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