Cabin air quality and thermal conditions have a direct impact on passenger and flight crew’s health and comfort. In this study, in-cabin thermal environment and particulate matter (PM) exposures were investigated in four China domestic flights. The mean and standard deviation of the in-cabin carbon dioxide (CO₂) concentrations in two tested flights are 1440 ± 111 ppm. The measured maximum in-cabin carbon monoxide (CO) concentration is 1.2 ppm, which is under the US Occupational Safety and Health Administration (OSHA) permissible exposure limit of 10 ppm. The tested relative humidity ranges from 13.8% to 67.0% with an average of 31.7%. The cabin pressure change rates at the end of the climbing stages and the beginning of the descending stages are close to 10 hPa·min⁻¹, which might induce the uncomfortable feeling of passengers and crew members. PM mass concentrations were measured on four flights. The results show that PM concentrations decreased after the aircraft cabin door closed and were affected by severe turbulences. The highest in-cabin PM concentrations were observed in the oldest aircraft with an age of 13.2 years, and the waiting phase in this aircraft generated the highest exposures.

Under the background of economic globalization, the air transport industry developed rapidly. It turns out that the city-to-city network has not been able to adapt well to the development of the society, and the hub-and-spoke network came into being. The hub-and-spoke network demonstrates the advantages of reducing the operating costs of airlines to keep a competitive advantage, and by maintaining the interests of airlines in the rapidly developing context. However, during the operation of aircrafts, they consume fuel and spew a great deal of harmful pollutants into the air, which has an adverse impact on the living environment. This paper explores the impact and external costs associated with hub-and-spoke network in air transport from an environmental perspective. With some mathematical models, we construct a hub-and-spoke network and take a quantitative study on the environmental impact of air transport. For calculating pollutant emissions, meteorological conditions were considered to revise the pollutant emission factors of the Engine Emissions Data Base (EEDB) published by International Civil Aviation Organization (ICAO). The environmental external costs measurement model is employed to calculate the externality of toxic gas and greenhouse gas (GHG). In order to make the study more convincing, two alternative networks are computed: hub-and-spoke network and city-to-city network. It is found that the hub-and-spoke network is associated with poorer environmental impact and environmental external costs because of the different network characteristics and the scale of the fleets. Therefore, under the general trend of green aviation, the environmental impact and environmental external costs associated with hub-and-spoke network in air transport provides a certain reference for airlines’ strategic decision-making.

Passengers carrying the severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) in a commercial aircraft cabin may infect other passengers and the cabin crew. In this study, a cabin model of the seven-row Airbus A320 aircraft is constructed and meshed for simulating the SARS-CoV-2 spread in the cabin with a virus carrier using the Computational Fluid Dynamics (CFD) modeling tool. The passengers’ infection risk is also quantified with the susceptible exposure index (SEI) method. The results show that the virus spreads to the ceiling of the cabin within 50 s of the virus carrier’s normal breathing. Coughing makes the virus spread to the front three rows with a higher mass fraction. While the high mass fraction areas always stay on the same side of the aisle as the virus carrier, the adjacent passengers and the passengers in the back two rows are affected more than the others when the virus carrier breathes normally. Spread patterns under the carrier’s two breath conditions, normal breath and cough, were numerically simulated.

Serious traffic-related pollution and high population density during the spring festival (Chinese new year) travel rush (SFTR) increases the travelers’ exposure risk to pollutants and biohazards. This study investigates personal exposure to particulate matter (PM) mass concentration when commuting in five transportation modes during and after the 2020 SFTR: China railway high-speed train (CRH train), subway, bus, car, and walking. The routes are selected between Nanjing and Xuzhou, two major transportation hubs in the Yangtze Delta. The results indicate that personal exposure levels to PM on the CRH train are the lowest and relatively stable, and so it is recommended to take the CRH train back home during the SFTR to reduce the personal PM exposure. The exposure level to PM_2.5 during SFTR is twice as high as the average level of Asia, and it is higher than the WHO air quality guideline (AQG).

During the Spring Festival Travel Rush (SFTR) in China, many people travel and public vehicles are always full. This research studies the air pollutant exposure of commuters under five transportation modes: China railway high-speed train (CRH train), subway, bus, car, and walk. The routes are selected between Nanjing and Xuzhou. The volatile organic compounds (VOCs), carbon dioxide (CO₂), and formaldehyde (HCHO) levels are compared in five different transportation modes. The results indicate that personal exposure level to VOC and HCHO in CRH train is the lowest and relatively stable. So taking the CRH train during the SFTR may be the best choice. During the Corona Virus Disease 2019 (COVID-19) outbreak, spraying 70% alcohol for disinfection in public spaces significantly increased the personal exposure level to VOCs.