NIOSH HEALTH HAZARD EVALUATION REPORT 

HETA #2003-0246-3013 

Joint Pacific Marine Safety Code Committee 

San Francisco, California 

August 2006 

DEPARTMENT OF HEALTH AND HUMAN SERVICES 

Centers for Disease Control and Prevention 

National Institute for Occupational Safety and Health
ii 

PREFACE

The Hazard Evaluation and Technical Assistance Branch (HETAB) of the National Institute for 

Occupational Safety and Health (NIOSH) conducts field investigations of possible health hazards in the 

workplace. These investigations are conducted under the authority of Section 20(a)(6) of the Occupational 

Safety and Health Act of 1970, 29 U.S.C. 669(a)(6) which authorizes the Secretary of Health and Human 

Services, following a written request from any employers or authorized representative of employees, to 

determine whether any substance normally found in the place of employment has potentially toxic effects 

in such concentrations as used or found. 

HETAB also provides, upon request, technical and consultative assistance to federal, state, and local 

agencies; labor; industry; and other groups or individuals to control occupational health hazards and to 

prevent related trauma and disease. Mention of company names or products does not constitute 

endorsement by NIOSH. 

ACKNOWLEDGMENTS AND AVAILABILITY OF REPORT

This report was prepared by Mark M. Methner and A. Yvonne Boudreau HETAB, Division of 

Surveillance, Hazard Evaluations and Field Studies (DSHEFS). Field assistance was provided by 

Chandran Achutan, Chad Dowell, Donald Booher, and Kevin Dunn. Statistical analyses were performed 

by Chuck Mueller. Analytical support was provided by DataChem Laboratories. Desktop publishing was 

performed by Robin Smith. Editorial assistance was provided by Ellen Galloway. 

Copies of this report have been sent to Union and management representatives at Pacific Maritime 

Association and the International Longshore and Warehouse Union. This report is not copyrighted and 

may be freely reproduced. The report may be viewed and printed from the following internet address: 

http://www.cdc.gov/niosh/hhe. Copies may be purchased from the National Technical Information 

Service (NTIS) at 5825 Port Royal Road, Springfield, Virginia 22161. 

For the purpose of informing affected employees, copies of this report 

shall be posted by the employer in a prominent place accessible to the 

employees for a period of 30 calendar days.
iii 

Highlights of Health Hazard Evaluation 

Highlights of the NIOSH Health Hazard Evaluation

In April 2003, the National Institute for Occupational Safety and Health (NIOSH) received a health hazard 

evaluation (HHE) request from the Joint Pacific Marine Safety Code Committee to evaluate worker exposure to 

diesel exhaust during marine container handling operations. From September 2003 to July 2005, field surveys were 

conducted at the Long Beach, California; Oakland, California; and Tacoma, Washington marine terminals to 

measure diesel exhaust, carbon monoxide (CO), and airborne particulate concentrations, and to conduct medical 

interviews with concerned workers. 

What NIOSH Did

 We took 168 personal breathing zone (PBZ) 

samples for diesel exhaust across 15 job titles. 

 We took 21 area air samples for diesel exhaust. 

 We took 60 PBZ samples for CO across 13 job 

titles. 

 We took area air samples for particles. 

 We checked weather conditions. 

 We conducted medical interviews with 

workers. 

What NIOSH Found

 Average diesel exhaust exposure did not 

exceed the California Department of Health 

Services recommended exposure limit of 20 

micrograms per cubic meter of air (μg/m3

) 

across all terminals. 

 On six occasions, PBZ air samples for diesel 

exhaust exceeded 20 μg/m3

. 

 CO exposures, on average, were low but some 

jobs had peak exposures above the NIOSH 

Recommended Exposure Limit Ceiling of 200 

parts per million (ppm). 

 Most airborne particle concentrations were 

similar to background levels. Higher 

concentrations were measured during some 

tasks such as welding and working on running 

diesel engines. 

 Medical interviews indicated a possible link 

between exposure to diesel exhaust and 

reported health symptoms. 

 Move the exhaust stack on Side Picker 

equipment to reduce the chances of diesel 

exhaust entering the cab. 

 Improve ventilation in repair shops if diesel 

engines will be operated indoors. 

 Use flexible hoses connected to diesel engine 

exhaust pipes to direct combustion products 

outside the Shop work area. 

What Marine Terminal Employees 

Can Do 

 Side Picker operators should keep cab windows 

closed, if possible, to prevent diesel exhaust 

from entering the cab. 

 Shop Men should be aware of where the diesel 

engine’s exhaust pipe is and try to minimize 

their time near running engines. 

 Report illnesses you believe are related to your 

work to your physician or company doctor. 

What To Do For More Information:

We encourage you to read the full report. If you 

would like a copy, either ask your health and 

safety representative to make you a copy or call 

1-513-841-4252 and ask for 

HETA Report #2003-0246-3013

What Marine Terminal Managers 

Can Do
iv 

Health Hazard Evaluation Report 2003-0246-3013 

Joint Pacific Marine Safety Code Committee 

San Francisco, California 

August 2006 

Mark M. Methner, Ph.D., CIH 

A. Yvonne Boudreau, M.D., M.S.P.H. 

SUMMARY

On April 30, 2003, the National Institute for Occupational Safety and Health (NIOSH) received a request 

from the Joint Pacific Marine Safety Code Committee (JPMSCC) in San Francisco, California, to conduct 

a health hazard evaluation (HHE). The JPMSCC comprises members from the International Longshore 

and Warehouse Union (ILWU) and the Pacific Maritime Association (PMA). They were concerned about 

worker exposure to equipment-generated diesel exhaust during move/load/unload operations at marine 

terminals along the Pacific Coast. This report summarizes the evaluations at terminals in Long Beach and 

Oakland, California and Tacoma, Washington. 

NIOSH collected full-shift personal breathing zone (PBZ) and ambient area air samples for diesel exhaust 

(using elemental carbon [Ce] as a surrogate for exposure) and carbon monoxide (CO). Additionally, 

ambient airborne particulate matter concentrations and meteorological conditions were monitored. 

Voluntary confidential medical interviews with a physician were also conducted. Results from 168 air 

samples for Ce collected across 15 job titles ranged from 1.0 micrograms per cubic meter of air (μg/m3

) to 

42 μg/m3

, and only six (4%) exceeded the California Department of Health Services, Hazard Evaluation 

System and Information Service (HESIS) recommended exposure limit of 20 μg/m3

. When the data for 

PBZ samples were pooled and a mean exposure value calculated for each job title across all terminals, 

none of the job titles or ambient area air samples collected for Ce exceeded the HESIS exposure limit. 

However, the mean exposure for the Side Picker job title at Oakland did exceed the HESIS limit. While 

none of the 60 PBZ time-weighted average CO exposures exceeded occupational exposure criteria, some 

peak exposures did momentarily exceed the NIOSH ceiling limit of 200 parts per million (ppm). Results 

for the airborne particulate matter measurements indicate that some tasks, such as electric arc welding, 

street cleaning operations, and working near idling diesel engines increase particle concentrations above 

background levels. Interviewed workers reported symptoms consistent with exposure to diesel exhaust. 

Tasks such as working near idling diesel engines and installing/testing generator sets are associated with 

higher levels of diesel exhaust exposure and reported symptoms. 
v 

NIOSH investigators conclude that a potential health hazard existed at the time of these 

surveys for workers in certain job titles. CO peak exposures occasionally exceeded the 

NIOSH REL of 200 ppm (Shop Men, Transtainer Mechanic, Side Picker). These peaks, 

however, mostly occurred during lunch and/or breaks and could be related to exposure to 

cigarette smoke. Symptoms reported by workers were consistent with exposure to diesel 

exhaust and tasks performed by workers in specific job titles (Shop Men working on 

running diesel engines) put them at risk of overexposure. Most diesel exhaust exposures, 

however, did not exceed the HESIS recommended exposure limit of 20 μg/m3. The 

exhaust system on Side Picker equipment should be directed away from the cab to reduce 

operator exposure to diesel exhaust, and Side Picker operators should keep the cab 

windows closed. If diesel engines are to be operated in the repair shop, exhaust 

ventilation should be improved to prevent the buildup of diesel exhaust within the shop. 

Shop Men should avoid exhaust pipes when working on running diesel engines, and use a 

flexible hose attached to the engine’s exhaust pipe, routing the hose outdoors. 

Keywords: NAICS 488320, Diesel exhaust, carbon monoxide, airborne particulate, meteorological 

conditions, longshoring, stevedoring, marine terminal, cargo container handling 
Table of Contents 

Preface..........................................................................................................................................................ii

Acknowledgments and Availability of Report..........................................................................................ii

Highlights of Health Hazard Evaluation .................................................................................................iii

Summary.....................................................................................................................................................iv

Introduction.................................................................................................................................................1

Methods........................................................................................................................................................1

Environmental Sampling........................................................................................................................1

Medical Evaluation .................................................................................................................................2

Evaluation Criteria .....................................................................................................................................2

Health Effects of Diesel Exhaust............................................................................................................3

Carbon Monoxide ...................................................................................................................................3

Results ..........................................................................................................................................................4

Diesel Exhaust .........................................................................................................................................4

Carbon Monoxide ...................................................................................................................................4

Airborne Particulate and Meteorological Data....................................................................................5

Medical Evaluation .................................................................................................................................5

Discussion ....................................................................................................................................................7

Diesel Exhaust .........................................................................................................................................7

Carbon Monoxide ...................................................................................................................................8

Airborne Particulate and Meteorological Data....................................................................................8

Medical.....................................................................................................................................................8

Conclusions..................................................................................................................................................9

Recommendations.......................................................................................................................................9

References..................................................................................................................................................10
Health Hazard Evaluation Report No. 2003-0246-3013 Page 1 

INTRODUCTION

On April 30, 2003, the National Institute for 

Occupational Safety and Health (NIOSH) 

received a request from the Joint Pacific Marine 

Safety Code Committee (JPMSCC) located in 

San Francisco, California, to conduct a health 

hazard evaluation (HHE). The JPMSCC 

comprises members from the International 

Longshore and Warehouse Union (ILWU) and 

the Pacific Maritime Association (PMA). The 

principal business of the PMA is to negotiate 

and administer maritime labor agreements with 

the ILWU. The JPMSCC was concerned about 

worker exposure to equipment-generated diesel 

exhaust during move/load/unload operations at 

marine terminals along the Pacific Coast (Long 

Beach, California; Oakland, California; Tacoma, 

Washington; and Portland, Oregon). 

Members of the ILWU who work at the marine 

terminals expressed concern related to short- and 

long-term exposure to diesel exhaust. Some 

workers claimed that exposure to diesel exhaust 

resulted in a variety of health effects including 

eye, nose, and throat irritation; shortness of 

breath; chronic coughing; nausea; and asthma. In 

response to the request, a NIOSH investigator 

met with ILWU and PMA representatives on 

July 14, 2003, in Long Beach, California, to 

obtain background information on job categories 

and work practices, discuss health concerns, and 

devise an exposure assessment strategy. Over a 

period of 2 years, NIOSH investigators 

evaluated exposure to diesel exhaust at the 

following terminals: Yusen Terminals, 

Incorporated (YTI), at the Port of Long Beach 

from September 8–11, 2003; American 

Presidents Line (APL) at the Port of Oakland 

from August 16–19, 2004; and Washington 

United Terminals (WUT) at the Port of Tacoma 

from July 12–14, 2005. The marine terminal at 

the Port of Portland was not evaluated because 

data collected from the previous three terminals 

provided enough exposure information to 

estimate the magnitude of worker exposure and 

make recommendations to reduce exposures. 

Full-shift personal breathing zone (PBZ) air 

samples for diesel exhaust were collected across 

13 to 15 different job categories at each marine 

terminal. Additionally, full-shift ambient area air 

samples for diesel exhaust were collected at 

various fixed locations at each marine terminal. 

In addition, carbon monoxide (CO), ambient 

airborne particle size data, and on-site 

meteorological data were collected. NIOSH 

investigators also interviewed employees and 

reviewed health and safety records. An interim 

report was issued for each of the terminals 

surveyed: Long Beach, December 2003; 

Oakland, January 2005; and Tacoma, November 

2005. Each interim report included the exposure 

monitoring results for the specific terminal. 

METHODS

Environmental Sampling 

To characterize airborne exposures for each job 

title, PBZ samples and ambient area air samples 

were collected and analyzed for elemental 

carbon [Ce], a surrogate measure of diesel 

exhaust. Volunteers wore PBZ air sampling 

devices while engaged in normal work practices. 

Air samples were collected and analyzed in 

accordance with NIOSH Manual of Analytical 

Methods (NMAM) Method 5040.1

 The samples 

were collected on 37-mm quartz-fiber filters 

enclosed in cassettes connected via a length of 

Tygon® tubing to battery-powered air sampling 

pumps (AirCheck 2000: SKC Inc., Eighty Four, 

Pennsylvania) operated at a nominal flow rate 

of 2.5 liters per minute (Lpm). 

At the Long Beach, California marine terminal, 

some workers completed their normal duties 

before their 8-hour shift was over. In these 

instances, NIOSH investigators transferred the 

sampling pump to the “relief” worker (a person 

who continues performing the same job after the 

original worker completes their shift) to obtain a 

full 8-hour time-weighted average (TWA) 

sample for that particular job title. Ambient area 

air samples for Ce were collected at various 

locations within the terminal boundaries (see 

Figures 1–3 for sampling locations at each 

marine terminal). These samples provide an 

indication of background levels of diesel 

exhaust. All calculations and statistical 
Page 2 Health Hazard Evaluation Report No. 2003-0246-3013 

manipulations were performed using SAS for 

Windows, version 8, (SAS Institute, Cary, North 

Carolina). 

Because CO can be a substantial component of 

diesel exhaust and can cause adverse health 

effects, it was also measured. A randomly 

selected subset of workers within various job 

titles were asked if they would wear the CO 

sampling devices (ToxiUltra Atmospheric 

Monitors, Biosystems Inc., Middletown, 

Connecticut). The samplers log the CO levels, 

which can be downloaded to a laptop computer. 

Once again, samplers were transferred to a relief 

worker if the original worker was not scheduled 

to complete an 8-hour shift. 

Because airborne particle size can affect 

respiratory exposure, concentrations of particles 

in specific size ranges were measured using a 

light-scattering automatic particle counter 

(Model HHPC-6, ART Instruments Inc., Grants 

Pass, Oregon). This instrument measures the 

total number of particles, regardless of origin, in 

six size ranges (0.3 micrometers [μm]–0.5 μm, 

0.6–1.0 μm, 1.1–3.0 μm, 3.1–5.0 μm, and 5.1–

10 μm). This instrument was used to identify 

potential sources of particulate and measure 

airborne particle concentrations during work 

tasks to compare to background levels. 

Because of the potential effect of weather on 

exposures in this outside work environment, 

meteorological information was collected daily 

using a portable weather station (Qualimetrics 

Inc., Sacramento, California). Weather variables, 

such as wind speed, wind direction, temperature, 

relative humidity, and barometric pressure, were 

recorded. 

Medical Evaluation 

Prior to each NIOSH site visit, ILWU 

representatives informed their members of the 

dates that NIOSH investigators would be on-site 

and encouraged their participation in our 

confidential interviews. Through self-selection, 

69 employees volunteered to participate. NIOSH 

investigators also reviewed available medical 

records, and reviewed the Occupational Safety 

and Health Administration (OSHA) Log and 

Summary of Occupational Injuries and Illnesses 

(forms 200 and 300) for Southern and Northern 

California, and the Washington Longshore 

registrants for the years 1998–2005. 

EVALUATION CRITERIA

As a guide to the evaluation of the hazards posed 

by workplace exposures, NIOSH field staff 

employ environmental evaluation criteria for the 

assessment of a number of chemical and 

physical agents. These criteria are intended to 

suggest levels of exposure to which most 

workers may be exposed up to 10 hours per day, 

40 hours per week for a working lifetime 

without experiencing adverse health effects. It 

is, however, important to note that not all 

workers will be protected from adverse health 

effects even though their exposures are 

maintained below these levels. A small 

percentage may experience adverse health 

effects because of individual susceptibility, a 

pre-existing medical condition, and/or a 

hypersensitivity (allergy). In addition, some 

hazardous substances may act in combination 

with other workplace exposures, the general 

environment, or with medications or personal 

habits of the worker to produce health effects 

even if the occupational exposures are controlled 

at the level set by the criterion. These combined 

effects are often not considered in the evaluation 

criteria. Also, some substances are absorbed by 

direct contact with the skin and mucous 

membranes, and thus potentially increase the 

overall exposure. Finally, evaluation criteria 

may change over the years as new information 

on the toxic effects of an agent becomes 

available. 

The primary sources of environmental 

evaluation criteria for the workplace are: (1) 

NIOSH Recommended Exposure Limits 

(RELs),2

 (2) the American Conference of 

Governmental Industrial Hygienists’ (ACGIH®) 

Threshold Limit Values (TLVs®),3

 and (3) the 

U.S. Department of Labor, Occupational Safety 

and Health Administration (OSHA) Permissible 

Exposure Limits (PELs).4

 Employers are 

encouraged to follow the OSHA limits, the 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 3 

NIOSH RELs, the ACGIH TLVs, or whichever 

are the more protective criteria. 

OSHA requires an employer to furnish 

employees a place of employment that is free 

from recognized hazards that are causing or are 

likely to cause death or serious physical harm 

[Occupational Safety and Health Act of 1970, 

Public Law 91–596, sec. 5(a)(1)]. Thus, 

employers should understand that not all 

hazardous chemicals have specific OSHA 

exposure limits such as permissible exposure 

limits (PELs) and short-term exposure limits 

(STELs). An employer is still required by 

OSHA to protect their employees from hazards, 

even in the absence of a specific OSHA PEL. 

TWA exposure refers to the average airborne 

concentration of a substance during a normal 8- 

to 10-hour workday. Some substances have 

recommended STEL or ceiling values which are 

intended to supplement the TWA where there 

are recognized toxic effects from higher 

exposures over the short-term. 

Health Effects of Diesel Exhaust 

The emissions from diesel engines consist of a 

complex mixture that includes gaseous and 

particulate fractions. The composition of the 

mixture varies greatly with fuel and engine type, 

load cycle, maintenance, tuning, and exhaust gas 

treatment. The gaseous constituents include 

carbon dioxide (CO2), CO, nitric oxide (NO), 

nitrogen dioxide (NO2), sulfur dioxide (SO2), 

and volatile organic compounds (VOCs) (e.g., 

ethylene, formaldehyde, methane, benzene, 

phenol, acrolein, and polynuclear aromatic 

hydrocarbons).5,6,7,8 The particulate fraction 

(soot) is composed of solid carbon cores 

produced during the combustion process, which 

tend to combine to form chains of particles or 

aggregates, the largest of which are in the 

respirable range (more than 95% are less than 1 

micron in size).9

 Estimates indicate that as many 

as 18,000 substances resulting from the 

combustion process may be adsorbed onto these 

particulates.10 The adsorbed material contains 

15%–65% of the total particulate mass and 

includes compounds such as polynuclear 

aromatic hydrocarbons, a number of which are 

known mutagens and carcinogens.11,12

Many of the individual components of diesel 

exhaust are known to have toxic effects. The 

following health effects have been associated 

with some of the components of diesel exhaust: 

(1) pulmonary irritation from oxides of nitrogen; 

(2) irritation of the eyes and mucous membranes 

from SO2, phenol, sulfuric acid, sulfate aerosols, 

and acrolein; and (3) cancer in animals from 

polynuclear aromatic hydrocarbons.10 Several 

studies confirm an association between exposure 

to whole diesel exhaust and lung cancer in rats 

and mice. Limited epidemiological evidence 

suggests an association between occupational 

exposure to diesel exhaust emissions and lung 

cancer.13 The agreement of current toxicological 

and epidemiological evidence led NIOSH in 

1988 to recommend that whole diesel exhaust be 

regarded as a “potential occupational 

carcinogen,” as defined in the OSHA Cancer 

Policy (“Identification, Classification, and 

Regulation of Potential Occupational 

Carcinogens,” 29 CFR 1990).2,4 Accordingly, 

NIOSH recommends controlling exposures to 

the lowest feasible concentration. Although 

OSHA and ACGIH have exposure limits for 

some of the individual components of diesel 

exhaust (i.e., NO2, xylene, and CO), neither a 

PEL nor a TLV has been established for whole 

diesel exhaust.3,4 The California Department of 

Health Services, Hazard Evaluation System and 

Information Service (HESIS) has published an 

8-hour TWA recommended exposure limit of 20 

μg/m3

 measured as Ce.

14

Carbon Monoxide 

CO is a colorless, odorless, tasteless gas 

produced by incomplete burning of carboncontaining materials (e.g., diesel fuel, gasoline, 

natural gas). The initial symptoms of 

CO poisoning may include headache, dizziness, 

drowsiness, and nausea. If prolonged or high 

exposures occur, these initial symptoms may 

advance to vomiting, loss of consciousness, 

collapse, coma, or death. 

The NIOSH REL for CO is 35 parts per million 

(ppm) for up to an 8-hour TWA exposure, with a 
Page 4 Health Hazard Evaluation Report No. 2003-0246-3013 

ceiling limit of 200 ppm which should not be 

exceeded.2

 The ACGIH has established an 8-

hour TWA-TLV of 25 ppm, with a ceiling level 

of 400 ppm.3

 The OSHA PEL for CO is 50 ppm 

for an 8-hour TWA exposure.4

 

RESULTS

Diesel Exhaust 

A total of 189 air samples (168 PBZ and 21 

ambient area air samples) for Ce were collected 

across three marine terminals (See Tables 1–5). 

For the 54 samples collected at Long Beach, 29 

(54%) were below the minimum quantifiable 

concentration (MQC) and were considered 

“trace” concentrations (< 3.4 μg/m3

). Only two 

samples were found to be less than the minimum 

detectable concentration (MDC) of 

approximately 1 μg/m3

. The percentage of trace 

concentrations was 35% at Oakland and 56% at 

Tacoma. To be included in statistical analyses, 

samples found to contain trace amounts were 

assigned values equal to the MDC. At Long 

Beach, some filters appeared “disturbed,” that is, 

the surface of the filter had visual evidence of a 

fingerprint or contact with some object that 

resulted in a heavy deposit or tearing of the 

filter. In such cases, the laboratory analyst 

visually selected an “undisturbed” area of the 

filter to analyze for Ce, if such an area was 

available. If no such area was available for 

analysis, the data generated from that particular 

sample were not used in the statistical analysis. 

In order to prevent incidental contact with the air 

sampling filter media, all filter cassettes were 

operated in closed-face mode at Oakland and 

Tacoma. 

A statistical summary of all PBZ Ce samples, 

stratified by job category, is presented in Table 

1. Not all job titles were present at all marine 

terminals (e.g., no Lane Clerks, Transtainer 

Operators, Transtainer Mechanics were present 

in Tacoma). Additionally, not all job titles were 

sampled equally in number because they were 

not equally distributed at each marine terminal. 

The 168 PBZ samples across 15 job titles were 

analyzed by the Tukey-Kramer Multiple 

Comparison Test to determine whether 

significant differences across mean exposure 

values existed. The mean exposure values for 

the pooled data ranged from 2.5 μg/m3

 (Crane 

Operators) to 12 μg/m3

 (Shop Men). The mean 

exposure value for Shop Men (12 μg/m3

) was 

significantly higher than nearly all other job 

titles (p < 0.05). Maximum exposure values 

ranged from 5.2 μg/m3

 (Crane Operator) to 42 

μg/m3

 (Shop Man). However, no mean exposure 

value for any job title exceeded the HESIS 

recommended exposure limit of 20 μg/m3

. 

A total of 21 ambient area air samples for Ce

(Table 2) were collected at various locations at 

each of the three marine terminals (Long Beach 

– 6; Oakland – 10; Tacoma – 5). Mean 

concentrations ranged from 1.9 μg/m3

 (Tacoma) 

to 5.0 μg/m3

 (Oakland) with Oakland 

significantly higher than the other two ports (p < 

0.05). Maximum concentrations ranged from 2.6 

μg/m3

 (Tacoma) to 10 μg/m3 (Oakland). The 

location of the ambient area air samples is noted 

in Figures 1–3. 

Summary statistics of the PBZ Ce data stratified 

by marine terminal appear in Tables 3–5. All 

individual PBZ and ambient area air sample data 

used in the statistical analysis appear in 

Appendix A. 

Carbon Monoxide 

A total of 60 full-shift PBZ samples across 16 

job titles were collected at the three marine 

terminals. Most mean TWA exposure values 

ranged from 0.0 ppm to 1.0 ppm, regardless of 

marine terminal or job title. Peak values for all 

job titles ranged from 1.0 ppm to 1515 ppm. At 

Oakland, a Transtainer Operator’s CO 

measurement averaged 39 ppm with a peak 

value of 1515 ppm. Upon reviewing this 

worker’s time-series data, it became evident that 

the sampling instrument may have been placed 

by the worker very near a strong source of CO 

(i.e., an exhaust tailpipe). This conclusion is 

supported by the fact that the data exhibited a 

defined “ramping effect” for a few minutes and 

then returned to values in the 1 ppm to 2 ppm 

range. This exposure pattern was repeated a few 

times throughout the shift. With these 

questionable data removed from the analysis, 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 5 

this worker’s average exposure decreased to 2 

ppm, a value very similar to other Transtainer 

Operators. Peak values ranged from 2.0 ppm to 

228 ppm (excluding the suspect value of 1515 

ppm). For comparison, the ACGIH TLV is 25 

ppm for an 8-hour TWA.3

 The NIOSH REL is 

35 ppm for up to an 8-hour TWA, with a Ceiling 

Limit of 200 ppm.2

 The OSHA PEL for CO is 

50 ppm for an 8-hour TWA exposure.4

 A 

summary of CO data is presented in Table 6, and 

all original data appear in Appendix B. 

Airborne Particulate and 

Meteorological Data 

A total of 56 measurements were taken across 

the three marine terminals. In general, ambient 

air particle concentrations at the three marine 

terminals were similar (Appendix C–E). 

However, specific events did tend to increase 

particle concentrations. At Oakland, one sample 

collected during “street cleaning” operations 

showed a 14-fold increase in airborne particle 

concentration in the 3.1–5.0 μm range while a 

16-fold increase was noted for particles in the 

5.1–10 μm range. During electric arc welding 

inside the chassis shop, a similar but smaller 

trend was measured (5-fold increase for 3.1–5.0 

μm particles; 6-fold increase for 5.1–10 μm 

particles). At Tacoma, three events lead to 

increases in particle concentrations in the 5.1–10 

μm range relative to ambient background. One 

sample collected near an idling outbound truck 

under the Power Shop canopy (“Roadability” 

check station) showed a 21-fold increase in 

airborne particle concentration in the 3.1–5.0 μm 

range when compared to an identical 

measurement taken when the truck’s engine was 

not running. For the 5.1–10 μm particle size 

range, a 108-fold increase was observed during 

this operation. During electric arc welding 

outside the Power Shop, a similar trend was 

observed (52-fold increase for the 3.1–5.0 μm 

particle size range; 772-fold increase for 5.1–10 

μm particle size range when compared to 

measurements collected outside the Power Shop 

with no trucks running or welding operations in 

the immediate vicinity). Finally, measurements 

collected in the breathing zone of a Shop Man 

during diesel generator start-up showed an 

increase of 31-fold in the 3.1–5.0–μm particle 

size range and 257-fold in the 5.1–10 μm 

particle size range. 

At each of the three marine terminals, 

meteorological data were collected throughout 

the day (Appendix F). While wind speed varied 

from 0.0 to 16 miles per hour, wind direction 

was predominantly from the west. Temperatures 

ranged from 19 degrees Celsius (o

C) in the 

morning to 28o

C in the afternoon while relative 

humidity ranged from 40% to 76%. Barometric 

pressure was similar across all marine terminals 

and sampling days and ranged from 29.72 

millimeters of mercury (mmHg) to 30.24 

mmHg. No rain occurred during any sampling 

event.

Medical Evaluation 

At Long Beach, out of a possible 280 employees 

present during industrial hygiene sampling, 13 

(4.6%) volunteered to participate in private 

interviews with NIOSH medical personnel. The 

self-described job titles included Crane 

Operators, Tractor Drivers, Gate Employees, 

Gear Men, General Yard and Swing Workers, 

Signal Men, and Lashers. One medical record 

was provided to the NIOSH investigators. The 

most frequently reported health concerns 

thought to be caused by diesel exhaust by those 

interviewed included eye, nose and throat 

irritation (in 5 of the interviewed workers), 

bronchitis (2 workers), allergies (2), nausea (2), 

sinus infections (2), shortness of breath (2), 

headaches (1), emphysema (1), chronic 

coughing (1), and asthma (1). The single 

medical record documented sinusitis and 

bronchitis, but did not address work-relatedness. 

Other issues reported by the interviewed 

employees included inadequate maintenance of 

filters in vehicle cabs, lack of filters in 

“Transtainer” cabs, inadequate or unavailable 

respiratory protection at cement and sulfur 

docks, lack of clean drinking water at some 

terminals, personal protection suits being too 

large for some employees, and poor ergonomic 

design of entry area into trucks resulting in 

difficulty when repeatedly climbing into and out 

of truck cabs. One worker suggested installing 
Page 6 Health Hazard Evaluation Report No. 2003-0246-3013 

showers somewhere on terminal property so 

employees could shower before leaving the site. 

Review of the OSHA 300 logs showed that, 

among the approximately 4700 registered 

Southern California longshoremen, there were 

7105 entries for injuries or illnesses during the 

period from January 1998, through August 2003. 

Of these, 30 (0.4%) were reported as exposures 

to fumes. The occupations listed for the workers 

who reported these exposures included eight 

Truck Drivers, six Clerks, five Crane Operators, 

three Dock Men, three Top Pickers, two Shop 

Men, one Lasher, one Sweeper, and one 

Manager. Symptoms from these exposures 

included headaches in 7 of the 30 (23%), nausea 

in 6 (20%), dizziness in 5 (17%), and difficulty 

breathing in 2 (7%). 

At Oakland, out of 60 employees present during 

industrial hygiene sampling, 16 (27%) 

volunteered to participate and were privately 

interviewed by NIOSH medical personnel. The 

interviewed employees consisted solely of Shop 

Men who worked in the power, chassis, tire, and 

container shops. The health concerns thought to 

be caused by diesel exhaust reported by those 

interviewed included chronic coughing (in 4 of 

the interviewed workers), eye/nose/throat 

irritation (3 workers), headaches (3), sinus 

infections (2), shortness of breath (1), nausea (1) 

and wheezing (1). 

Other issues that were reported by the 

interviewed employees included possible 

asbestos exposure from removal of ceiling 

material in the Chassis Shop, discomfort of 

respirators, possible CO exposure from 

equipment, and high noise levels. 

Recommendations suggested by those 

interviewed included more detailed respirator 

training, provision of welding hoods that can 

accommodate respirators, training in 

cardiopulmonary resuscitation (CPR) for Lead 

Men and Supervisors, improved ventilation, 

emission controls on vehicles, air monitoring for 

CO, better cleaning of shops, and enforcement 

of rules to keep trucks from idling. 

Review of the OSHA 300 logs showed 3434 

entries for injuries or illnesses from January 

1998 through July 2004 among the 

approximately 1430 registered Northern 

California longshoremen. Of these, 18 (0.6%) 

were reported as exposures to fumes or 

chemicals from diesel exhaust. The occupations 

listed for the people who reported these 

exposures included six Crane Operators, four 

Lashers, three Truck Drivers, three Hold Men, 

one Top Picker and one Foreman. Symptoms 

from these exposures included nausea in six of 

the 18 (33%), headache in five (27%), dizziness 

in two (11%), throat irritation in one (5%) and 

eye irritation in one (5%). 

At Tacoma, out of a possible 205 employees 

present during industrial hygiene sampling, 40 

(20%) volunteered to participate in private 

interviews with NIOSH medical personnel. 

These included Yard and Ship Tractor Drivers, 

Crane Operators, Supervisors, Dock Men, and 

Shop Men. The health concerns interviewees 

thought were related to exposure to diesel 

emissions included headaches (in 9 of the 

interviewed workers), sneezing (4 workers), 

coughing (4), nausea (3), allergies (2), asthma 

(2), nose bleeds (2), bad taste in mouth (2), sinus 

infections (2), drowsiness (1), heartburn (1), 

frequent colds (1), sore throat (1), chest tightness 

(1), and nasal congestion (1). 

Interviewed employees also reported their 

observations relating to diesel exhaust exposure 

at the work site. These observations included the 

following: “T-trucks” seem to be worse than 

other trucks with regard to diesel exhaust output; 

heavy output occurs upon startup of trucks, 

especially in the morning when they are all 

started at one time and allowed to warm up; the 

fans in the trucks are often broken so they do not 

provide cab ventilation; maintenance and 

emission testing are not performed on the trucks 

regularly; and respirators or dust masks are not 

readily available for most jobs for people who 

would like to wear them. The interviewed 

workers also provided suggestions for improving 

the work environment. These included making 

sure the fans work in all trucks; adding a second 

fan to the trucks; reconfiguring the exhaust pipes 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 7 

on the trucks so they exhaust to the outside of 

the breathing zones of the drivers of adjacent 

trucks; adding filters to the exhaust pipes on the 

trucks; configuring the fuel system to re-trap the 

fuel or to a system similar to a turbo system; 

using different fuel such as propane, lower 

emission diesel, biodiesel or emulsified fuel; 

requiring regular emissions testing and 

compliance with vehicle emission standards; 

replacing old equipment; making 

respirators/dust masks available in break rooms; 

sweeping out the decks of the vessels prior to 

working on them to decrease particulate matter; 

and maintaining the road surfaces at the 

terminals so the trucks do not experience excess 

wear and tear due to poor road conditions. 

Review of the OSHA 200 and 300 logs showed 

that, among the approximately 976 individuals 

registered with the Tacoma Longshoreman local 

unions, there were 793 entries for injuries or 

illnesses during the period from January 1998 

through July 2005. Of these, 25 (3.2%) were 

reported as exposures to fumes or chemicals. 

The occupations listed for the people who 

reported these exposures included nine Crane 

Operators, seven Lashers, four Tractor Drivers, 

three Lift Drivers, one Foreman, one Holdman 

and one unknown. Symptoms from these 

exposures included nausea in 6 (24%) of the 25, 

dizziness in 5 (20%) and fainting in 5 (20%). 

DISCUSSION

Diesel Exhaust 

The goal of this evaluation was to measure 

airborne levels of diesel exhaust for different job 

titles at Pacific coast marine terminals and to 

compare the levels to the California Department 

of Health Services HESIS-recommended 

exposure limit of 20 μg/m3

. Of the Pacific coast 

marine terminals, the Port of Long Beach YTI 

terminal was deemed, a priori by the ILWU to 

have the greatest potential diesel exhaust 

exposure. However, PBZ and ambient area air 

sampling indicated that most exposures at the 

YTI terminal were very low relative to the other 

marine terminals surveyed, and some job 

categories (Crane Operators and Rail Men) had 

no detectable exposures. 

At the Port of Oakland APL terminal, only the 

Side Picker (mean = 21 μg/m3

) exceeded the 

HESIS exposure limit. The next highest mean 

exposure was measured on the Shop Man (12 

μg/m3

). In the case of the Side Picker, the 

exhaust outlet was positioned slightly above and 

closer to the cab. This position, coupled with the 

cab door and/or window of the Side Picker 

remaining open for most of the workday, could 

contribute to higher PBZ levels of diesel 

exhaust. Additionally, the height of the Side 

Picker cab was approximately the same height as 

the exhaust outlets of idling semi-trucks 

awaiting container loading/unloading. The fact 

that semi-trucks idled while being 

loaded/unloaded could also contribute to 

elevated airborne levels of diesel exhaust inside 

the cab of the Side Picker. With regard to the 

airborne levels of diesel exhaust encountered by 

the Shop Men, it appears that working 

underneath the outbound canopy adjacent to the 

shop (while trucks idled) could account for their 

somewhat higher exposures (approximately 2.5 

times higher than ambient). The remaining five 

job titles (Crane Operators, Guards, Hatch 

Bosses, Ship Tractor Drivers, and Walking 

Bosses) had “trace” exposures (between the 

MDC and the MQC). 

At the Port of Tacoma WUT terminal, of the 70 

samples collected for diesel exhaust (PBZ and 

ambient area), 39 were found to contain “trace” 

amounts (<4.3 μg/m3

). However, one Ship 

Tractor Driver had an exposure of 33 μg/m3

although data from all other samples collected 

during identical work ranged from 5 μg/m3 to 13 

μg/m3

. Therefore, this single high value skewed 

the average exposure for this category. Overall, 

the highest mean exposure value across all job 

titles was 10 μg/m3

 (Ship Tractor Driver) while 

the lowest was 2 μg/m3

 (Hatch Boss). 

Two factors likely played a role in keeping 

exposure levels low for most of the job titles 

evaluated. First, concentrations were measured 

outdoors. This factor can exert a substantial 

dilution effect on any airborne contaminant. The 

second factor involves the location of the 
Page 8 Health Hazard Evaluation Report No. 2003-0246-3013 

exhaust outlet relative to the operator. Most of 

the powered equipment had exhaust outlets on 

the side of the vehicle opposite the operator. 

This would, in effect, direct the engine exhaust 

away from the operator, thereby reducing and/or 

eliminating exposure. However, if the windows 

on the equipment were rolled down, and wind 

currents directed diesel exhaust back toward the 

cab, higher PBZ exposures could result. 

Mean exposure values for some job titles were 

substantially different than other job titles; 

however, due to the relatively small sample size, 

the difference was not statistically significant 

(e.g., only two samples collected for Transtainer 

Mechanic and Transtainer Operator). Of the 168 

PBZ samples collected for diesel exhaust, six 

exceeded the HESIS recommended exposure 

limit (Appendix A). 

Carbon Monoxide 

Most CO exposures at all three marine terminals 

were very low. A few workers (Ship Tractor 

Driver, Transtainer Clerk) had average 

exposures higher than the majority of the other 

job titles sampled (12 ppm and 19 ppm vs. 0 

ppm to 4 ppm). Other workers (Guards and Lane 

Clerks) had occasional, short-term increases in 

CO exposure. However, these excursions in CO 

concentration may not reflect occupational 

exposure caused by work tasks or equipment if 

the workers smoked, or were in the vicinity of 

smokers while wearing the measurement device, 

because cigarette smoke contains CO. Also, 

such short-duration increases had very little 

effect on the full-shift TWA exposure. 

With respect to CO exposures at Tacoma, one 

worker (Shop Man) had a peak exposure of 443 

ppm that may be due to installing/testing 

generator sets while near the exhaust pipe of a 

running diesel engine. Also, one worker’s peak 

exposure value (Top Picker) occurred during 

breaks and lunch and was not associated with 

the operation of diesel powered equipment. This 

worker may have been a cigarette smoker or 

have been around smokers. 

Airborne Particulate and 

Meteorological Data 

Of particular interest is the concentration of 

particles in the 5–10 μm range, which are 

important physiologically because they penetrate 

deepest into the lungs. Most particles smaller 

than 5 μm remain suspended in air and are 

expired upon exhalation. Because we did not 

determine the chemical composition of these 

particles, it is impossible to use the data to 

isolate the diesel particulate component. 

However, some work practices at Oakland and 

Tacoma did result in increased airborne 

particulates in the 5–10 μm range (See 

Appendix C–E for comparisons). At Oakland, 

one worker operating a Street Sweeper and 

another operating an electric arc welder caused 

an increase in particle concentrations. At 

Tacoma, Shop Men who welded, worked on 

operating generator sets, or worked near idling 

trucks under the outbound “Roadability” canopy 

were more likely to be exposed to higher than 

background concentrations of particles. 

However, once these tasks ended, or the truck 

departed, particle concentrations returned to 

ambient background levels. 

Meteorological conditions (wind speed, 

temperature, relative humidity, and barometric 

pressure) did not vary widely at the three marine 

terminals (Appendix F). Wind direction did vary 

slightly. Exposure levels may be different under 

meteorologic conditions different from those at 

the time of the NIOSH evaluation. 

Medical 

Neither the symptoms reported by the 

interviewed worker’s nor those on the OSHA 

200 and 300 forms are readily associated with a 

specific causative agent. While some of the 

symptoms, such as eye, nose, and throat 

irritation, coughing, nausea, dizziness, allergies 

and asthma are consistent with exposure to 

diesel exhaust, they are common in the general 

population and can be caused by a variety of 

substances both inside and outside the 

workplace. However, they could be caused or 

exacerbated by diesel exhaust exposure, even if 

measured exposures are not above accepted 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 9 

levels.15 The low level of participation in 

medical interviews (5% in Long Beach, 27% in 

Oakland, and 20% in Tacoma) makes 

confirming any association between exposure to 

diesel exhaust and symptoms difficult. 

Suggestions for improving work conditions were 

provided by many of the interviewed employees. 

These are detailed in the Results section of this 

report. Many of these suggestions were brought 

up by more than one employee, indicating that 

these are issues that employees would like to see 

addressed. 

CONCLUSIONS

In general, the low concentrations of diesel 

exhaust particulate and CO are consistent with 

the findings of previous NIOSH evaluations that 

examined worker exposure to diesel exhaust.16,17

Occasional excursions above the HESIS 

recommended exposure limit for diesel exhaust 

of 20 μg/m3

, indicate that a potential health 

hazard exists for workers in certain job titles. In 

the case of the Side Picker operators at Oakland, 

the location of the exhaust stack appeared to 

play a major role in increasing exposure to 

diesel exhaust, along with the fact that trucks 

idled while being loaded/unloaded, and the 

operator often kept the windows of the cab open. 

Shop Men also received higher exposure to 

diesel exhaust relative to other job titles, and this 

is most likely due to working closely with 

running diesel engines in somewhat confined 

spaces (e.g., under a canopy, inside a repair 

shop, or installing and testing a generator set). 

The CO data do not indicate exposures that 

would consistently exceed occupational 

exposure limits and that, on average, workforce 

exposures are similar across the three marine 

terminals. However, Shop Men who install/test 

generator sets may experience peak exposures 

that could exceed the NIOSH ceiling of 200 

ppm. 

The airborne particle size data suggest that 

particle concentrations in the 5 to 10 μm range 

were similar across the three marine terminals, 

except when short duration, particle-generating 

tasks such as electric arc welding or starting a 

diesel generator were conducted. However, once 

the tasks were completed, particle 

concentrations decreased to ambient 

concentrations. 

RECOMMENDATIONS

The following recommendations should be 

considered for implementation at the three 

marine terminals evaluated. These 

recommendations may also be useful at other 

marine terminals. 

1. Redirect the exhaust stack away from the 

Side Picker operator cab. 

2. When air-conditioning is turned on, the Side 

Picker operator should keep the windows closed 

to reduce infiltration of diesel exhaust into the 

cab. 

3. Have trucks awaiting loading/unloading shut 

down their engines to prevent their exhaust from 

infiltrating the cab of the Side Picker. 

4. Repair shops should use mechanical 

ventilation (e.g., fans that move air from ground 

level out through the roof) to remove diesel 

exhaust. 

5. Flexible hoses should be attached to the 

exhaust pipes of operating diesel engines within 

the repair shops and routed outdoors to prevent 

buildup of diesel exhaust. 

6. Install diesel engine exhaust filters. 

7. When working on diesel generator sets, care 

should be taken not to position one’s body close 

to the exhaust, especially during startup when 

more diesel soot is produced. 

8. Report all exposures and potentially workrelated health problems to a health care provider. 

Because the work-relatedness of certain health 

concerns may be difficult to prove, each person 

with possible work-related health problems 

needs to be fully evaluated by a physician 

familiar with occupational conditions. 

9. Meetings between employee and union 

representatives and management should be 

convened on a regular basis to address issues 
Page 10 Health Hazard Evaluation Report No. 2003-0246-3013 

that concern employees. Issues, observations and 

suggestions that were reported by employees 

during the NIOSH interviews (detailed in the 

Results section of this report) should be 

discussed with employees and addressed. 

REFERENCES

 1. NIOSH [2006]. NIOSH manual of 

analytical methods (NMAM®). 4th ed. Schlecht 

PC, O’Connor PF, eds. Cincinnati, OH: U.S. 

Department of Health and Human Services, 

Public Health Service, Centers for Disease 

Control and Prevention, National Institute for 

Occupational Safety and Health, DHHS 

(NIOSH) Publication 94–113 (August, 1994); 1st

Supplement Publication 96–135, 2nd Supplement 

Publication 98–119; 3rd Supplement 2003–154. 

[http://www.cdc.gov/niosh/nmam/] 

 2. NIOSH [1992]. Recommendations for 

occupational safety and health: compendium of 

policy documents and statements. Cincinnati, 

OH: U.S. Department of Health and Human 

Services, Public Health Service, Centers for 

Disease Control and Prevention, National 

Institute for Occupational Safety and Health, 

DHHS (NIOSH) Publication No. 92-100. 

 3. ACGIH® [2006]. 2006 TLVs® and 

BEIs®: threshold limit values for chemical 

substances and physical agents. Cincinnati, OH: 

American Conference of Governmental 

Industrial Hygienists. 

 4. CFR [2003]. 29 CFR 1910.1000. Code of 

Federal Regulations. Washington, DC: U.S. 

Government Printing Office, Office of the 

Federal Register. 

 5. Linell RH, Scott WE [1962]. Diesel 

exhaust composition and odor studies. J Air 

Pollut Control Assoc 12:510–545. 

 6. Environmental Health Associates, Inc. 

[1978]. Health effects of diesel exhaust 

emissions. Berkeley, CA: Environmental Health 

Associates, Inc. 

 7. Schenker MB [1980]. Diesel exhaust—an 

occupational carcinogen? J Occ Med 22:41-46. 

 8. Travis CC, Munro NB [1983]. Potential 

health effects of light-duty diesel exhaust. Risk 

Analysis 3:147-155. 

 9. NIOSH [1988]. Current intelligence 

bulletin 50: Carcinogenic effects of exposure to 

diesel exhaust. Cincinnati, OH: U.S. 

Department of Health and Human Services, 

Public Health Service, Centers for Disease 

Control, National Institute for Occupational 

Safety and Health, DHHS (NIOSH) Publication 

No. 88-116. 

 10. Weisenberger C [1984]. Health effects of 

diesel emissions—an update. J Soc Occup Med 

34:90-92. 

 11. Cuddihy RG, Griffith WC, McClellan RO 

[1984]. Health risks from light-duty diesel 

vehicles. Environ Sci Technol 18:14A-21A. 

 12. Froines JR, Hinds WC, Duffy RM [1987]. 

Exposure of fire fighters to diesel emissions in 

fire stations. Am Ind Hyg Assoc 48(3):202-207. 

 13. Garshick E, Schenker MB, Munoz A, 

Segal M [1988]. A retrospective cohort study of 

lung cancer and diesel exposure in railroad 

workers. Am Rev Resp Dis 137:820-825. 

 14. California DHS [2002]. Health Hazard 

Advisory: Diesel Engine Exhaust. Oakland, CA: 

California Department of Health Services, 

Hazard Evaluation System & Information 

Service (HESIS). 

 15. EPA [2002]. Health assessment document 

for diesel engine exhaust. Prepared by the 

National Center for Environmental Assessment, 

Washington, DC, for the Office of 

Transportation and Air Quality; U.S. 

Environmental Protection Agency, EPA/600/7-

90/057F. National Technical Information 

Service, Springfield, VA; PB2002-107661. 

 16. NIOSH [1999]. Racine Fire Department, 

Racine, WI. Cincinnati, OH U.S. Department of 
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Health and Human Services, Public Health 

Service, Centers for Disease Control and 

Prevention, National Institute for Occupational 

Safety and Health, NIOSH HETA Report No. 

1997-0304-2695. 

 17. NIOSH [1997]. Costa Mesa Fire 

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Control and Prevention, National Institute for 

Occupational Safety and Health, NIOSH HETA 

Report No. 1999-0266-2850. 
Page 12 Health Hazard Evaluation Report No. 2003-0246-3013 

Table 1 

Summary Statistics for Diesel Particulate Personal Breathing Zone Air Samples - All Terminals Combined

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in micrograms/cubic meter (μg/m3) 

Job 

Title ID Job Title 

Number of 

Samples Mean Std Dev Range 

Mean Value Was 

Significantly 

Different* Than 

Other Job Title ID 

Numbers 

1 Shop Man 18 12 9.0 2.1-42 6-9, 11-15 

2 Side Picker 8 12 8.7 12-22 12-15 

3 Ship Tractor Driver 17 7.3 7.3 1.7-33 14-15 

4 Transtainer Mechanic 2 6.4 3.0 4.3-8.5 

5 Yard Tractor Driver 13 6.2 3.1 1.6-14 14-15 

6 Dockman 14 5.1 2.6 1.6-11 1 

7 Top Picker 17 5.0 2.2 2.4-9.0 1 

8 Hatch Clerk 12 4.6 2.9 1.8-12 1 

9 Lane Clerk 9 4.5 2.2 1.5-7.6 1 

10 Transtainer Operator 5 4.4 2.7 2.5-9.0 

11 Walking Boss/Yard Supervisor 7 3.7 0.9 2.4-5.1 1 

12 Guard 14 3.2 1.3 1.3-5.4 1,2 

13 Rail Man 8 3.0 1.7 1.0-5.0 1,2 

14 Hatch Boss 10 2.6 2.2 0.8-8.1 1-3,5 

15 Crane Operator 14 2.5 1.2 1.0-5.2 1-3,5 

* indicates mean concentration for a specific job title was compared to the mean for each other job title using the Tukey-Kramer 

Multiple Comparison Test at a significance level of p<0.05. 

Table 2 

Summary Statistics for Diesel Particulate Ambient Air Samples -By Terminal

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in micrograms/cubic meter (μg/m3) 

Terminal ID Terminal Name 

Number of 

Samples Mean Std Dev Range 

Mean Value Was 

Significantly 

Different* Than Other 

Terminal ID Numbers 

1 Long Beach 6 2.9 2.8 0.7-7.4 

2 Oakland 10 5.0 2.5 1.8-10 1,3 

3 Tacoma 5 1.9 0.6 1.1-2.6 

* indicates mean concentration for a specific terminal was compared to the mean for each other terminal using the Tukey-Kramer 

Multiple Comparison Test at a significance level of p<0.05. 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 13 

Table 3 

Summary Statistics for Diesel Particulate Personal Breathing-Zone Air Samples 

Yusen Terminals, Inc. (YTI) – Port of Long Beach

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in micrograms/cubic meter (μg/m3) 

Job Title 

Number of 

Samples Mean 

Standard 

Deviation Range 

Shop Man – Repair * 3 23 17 11–42 

Dockman/Signalman ** 5 5.6 4.1 1.6–11 

Side Picker 3 5.0 6.0 1.6–12 

Yard Tractor Driver ** 4 4.7 2.6 2.1–7.0 

Top Picker - Rail Yard 5 3.5 0.7 2.9–4.7 

Ship Tractor Driver ** 5 3.5 1.1 1.7–4.6 

Lane Clerk ** 4 3.0 1.4 1.5–4.8 

Hatch Boss ** 4 3.0 3.5 0.8–8.1 

Hatch Clerk ** 4 2.8 1.1 1.8–3.8 

Guard ** 4 2.5 1.1 1.3–3.7 

Crane Operator *** 4 1.9 0.9 1.3–3.2 

Rail Man - Dock Aloft *** 3 1.1 0.0 1.0–1.1 

MDC = Minimum Detectable Concentration = 0.86 μg/m3

MQC = Minimum Quantifiable Concentration = 3.42 μg/m3

* indicates one sample was disturbed. If that value (42 μg/m3

) is omitted from the statistical analysis, the mean value 

for the remaining two samples would be 13 μg/m3 

** indicates some samples fell between the MDC and the MQC. In such cases, imputed values were used based on 

either the MDC (for the not detected values) or the reported laboratory value (for the "trace" concentrations). 

*** indicates all samples were below the limit of detection, but the MDC was used for calculation purposes. 
Page 14 Health Hazard Evaluation Report No. 2003-0246-3013 

Table 4 

Summary Statistics for Diesel Particulate Personal Breathing-Zone Air Samples 

American Presidents Line (APL) – Port of Oakland

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in micrograms/cubic meter (μg/m3) 

Job Title 

Number of 

Samples Mean 

Standard 

Deviation Range 

Side Picker 3 21** 1.1 20–22 

Shop Man 9 12 5.2 6.9–21 

Yard Tractor Driver * 4 7.7 5.1 1.6–14 

Hatch Clerk * 4 7.4 3.4 5.0–12 

Transtainer Mechanic 2 6.4 3.0 4.3–8.5 

Ship Tractor Driver * 4 5.9 4.3 3.0–12 

Top Picker * 5 5.7 2.8 2.4–9.0 

Lane Clerk * 5 5.7 2.1 2.3–7.6 

Transtainer Operator 5 4.4 2.7 2.5–9.0 

Guard * 5 4.1 1.4 1.7–5.3 

Crane Operator * 4 3.3 0.4 3.1–3.9 

Walking Boss * 2 3.2 1.1 2.4–4.0 

Hatch Boss * 3 2.8 0.6 2.3–3.5 

MDC = Minimum Detectable Concentration: Crane Operators, Hatch Bosses, Hatch Clerks = 1.0 μg/m3

MQC = Minimum Quantifiable Concentration: Crane Operators, Hatch Bosses, Hatch Clerks = 4.2 μg/m3

MDC = Ship Tractor Drivers, Walking Bosses, Yard Tractor Drivers, Guards = 2.1 μg/m3

MQC = Ship Tractor Drivers, Walking Bosses, Yard Tractor Drivers, Guards = 7.3 μg/m3

MDC = Ambient air samples, Lane Clerks, Shop Men, Side Picker, Top Picker, Transtainer Mechanic Transtainer Operator = 0.9 μg/m3

MQC = Ambient air samples, Lane Clerks, Shop Men, Side Picker, Top Picker, Transtainer Mechanic Transtainer Operator = 3.1 μg/m3

* indicates some samples fell between the MDC and the MQC. In such cases, imputed values were used for calculating statistics based 

on the MDC for that particular job category. 

** Value exceeds the California Department of Health Services Recommended Exposure Limit of 20μg/m3

.
Health Hazard Evaluation Report No. 2003-0246-3013 Page 15 

Table 5 

Summary Statistics for Diesel Particulate Personal Breathing-Zone Air Samples 

Washington United Terminals (WUT) - Port of Tacoma

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in micrograms/cubic meter (μg/m3) 

Job Title 

Number of 

Samples Mean 

Standard 

Deviation Range 

Ship Tractor Driver 8 10 9.5 3.1–33** 

Shop Man – Repair 6 7.7 5.0 2.1–14 

Side Picker 2 7.6 4.9 4.1–11 

Yard Tractor Driver 5 6.3 1.0 5.3–7.7 

Top Picker - Rail Yard 7 5.5 2.2 2.9–8.2 

Dockman/Signalman 9 4.8 1.5 2.9–7.8 

Rail Man * 5 4.2 0.5 3.7–5.0 

Yard Supervisor * 5 3.9 0.9 2.7–5.1 

Guard * 5 3.0 0.8 1.7–3.9 

Hatch Clerk * 4 3.7 1.6 2.0–5.7 

Crane Operator * 6 2.4 1.6 1.0–5.2 

Hatch Boss * 3 2.0 1.3 1.1–3.5 

MDC = Minimum Detectable Concentration = 0.2 μg/m3

MQC = Minimum Quantifiable Concentration = 4.3 μg/m3

* Mean value is considered “trace” because it fell between the MDC and the MQC. In such cases, imputed 

values were used for calculating statistics based on the MDC for that particular job category. 

** Value exceeds the California Department of Health Services Recommended Exposure Limit of 20 μg/m3

. 
Page 16 Health Hazard Evaluation Report No. 2003-0246-3013 

Table 6 

Summary of Carbon Monoxide PBZ Samples (By Terminal) 

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in parts per million (ppm) 

Terminal 

I.D. Job Title # of Samples 

Range 

of 

Mean 

Values 

Range 

of 

Peak 

Values 

Comments 

Lane Clerk 4 0 1–57 

Guard 4 <1 2–155 

Crane Operator 1 0 38 

Hatch Clerk 2 0 4–9 

Hatch Boss 1 0 1 

Long 

Beach 

Ship Tractor Driver 1 0 1 

Shop Man 3 <1 2–42 

Ship Tractor Driver 5 0–4 4–128 Most exposure occurred during lunch period (smoker?) 

Guard 2 1–2 11–84 

Yard Tractor Driver 1 2 23 

Side Picker 1 0 5 

Top Picker 2 0–12 5–69 

Transtainer Operator 3 2–39 24–1515 Suspect sample (1515) 

Transtainer Clerk 1 19 71 Smoker 

Transtainer Mechanic 2 2–4 86–228 Working near running diesel engine exhaust pipe 

Hatch Boss 2 1–2 6–19 

Hatch Clerk 1 0 6 

Oakland 

Lane Clerk 1 1 4 

Shop Man 4 1–4 4–443 Working near running diesel engine exhaust pipe 

Dockman 3 1–2 2–24 

Yard Tractor Driver 2 2–3 9–109 One worker is a smoker 

Ship Tractor Driver 2 1–2 7–16 

Side Picker 1 1 75 

Top Picker 2 2–4 14–250 All peak exposures occurred during lunch (smoker?) 

Hatch Clerk 2 3 17–19 

Guard 1 1 3 

Crane Operator 2 1–2 3–4 

Yard Supervisor 1 2 13 Worker is a smoker 

Hatch Boss 1 2 62 

Tacoma 

Railman 2 2–5 14–47 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 17 

Appendix A 

Original Data: Diesel Particulate Air Samples 

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in micrograms/cubic meter (μg/m3) 

Port I.D. 

Crane Operator 

Dock Man Guard 

Hatch Boss 

Hatch Clerk 

Lane Clerk 

Rail Man 

Shop Man 

Side Picker 

Ship Tractor Driver 

Top Picker 

Yard Tractor Driver 

Transtainer Mechanic 

TraOpe

3.2* 2.9* 3.7 1.9* 1.9*† 1.5* 1.1*† 15 1.6* 3.4 2.9* 2.1* NS NS 1.5* 3.4 1.3*† 0.8** 3.8 4.8† 1.0* 42***† 1.6* 3.8 3.0*† 6.7 NS NS 1.5* 11† 3.2* 8.1 3.6 3.2* 1.1* 11 12 3.9 4.7 2.9* NS NS 1.3* 1.6* 1.9 0.9* 1.8* 2.3* NS NS NS 1.7* 3.8 7.0 NS NS NS 9.4 NS NS NS NS NS NS NS 4.6 3.3*† NS NS NS 

Long 

Beach

NS NS NS NS NS NS NS NS NS NS NS NS NS NS 

MDC 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 MQC 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 

3.1* NS 4.9* 2.5* 7.5 2.3* NS 6.9 22*** 3.2* 4.7 14 8.5 3.03.2* NS 5.4* 3.5* 5.0 6.9 NS 16 20*** 3.0* 2.4* 8.9 4.3 2.53.9* NS 3.7* 2.3* 12 6.1 NS 9.4 22*** 12 9.0 6.4* NS 4.6 3.2* NS 4.6* NS 5.0 5.6 NS 13 NS 5.2* 8.3 1.9** NS 3.1 NS NS 1.7** NS NS 7.6 NS 15 NS NS 4.1 NS NS 9.0 NS NS NS NS NS NS NS 21*** NS NS NS NS NS NS NS NS NS NS NS NS NS 6.9 NS NS NS NS NS NS NS NS NS NS NS NS NS 7.2 NS NS NS NS NS NS 

Oakland 

NS NS NS NS NS NS NS 7.2 NS NS NS NS NS NS 

MDC 1.0 NS 2.1 1.0 1.0 0.9 NS 0.9 0.9 2.1 0.9 2.1 0.9 0.9 MQC 4.2 NS 7.3 4.2 4.2 3.1 NS 3.1 3.1 7.3 3.1 7.3 3.1 3.1 

1.0* 2.9* 3.9* 3.5* 2.0* NS 3.9* 14 11 5.3 8.2 5.3 NS NS 1.2* 4.1* 2.6* 1.4* 3.0* NS 4.3 2.1* 4.1* 7.6 8.0 7.7 NS NS 1.5* 3.9* 3.4* 1.1* 4.0* NS 3.7* 5.5 NS 5.6 3.7* 6.9 NS NS 3.2* 4.5 3.3* NS 5.7 NS 5.0 11 NS 33*** 6.6 5.5 NS NS 2.2* 4.7 1.7* NS NS NS 4.1* 2.6* NS 7.3 2.9* 6.0 NS NS 5.2 3.8* NS NS NS NS NS 10 NS 3.1* 5.8 NS NS NS NS 4.8 NS NS NS NS NS NS NS 8.4 3.5* NS NS NS NS 7.8 NS NS NS NS NS NS NS 13 NS NS NS NS 

Tacoma 

NS 6.3 NS NS NS NS NS NS NS NS NS NS NS NS 

MDC 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 MQC 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 

MDC = Minimum Detectable Concentration. MQC = Minimum Quantifiable Concentration. NS = No sample. * indicates “trace” quantity (analytical result was between the MDC and the MQC). ** indicates sample was found to be below the MDC. In such cases, an imputed value (the MDC) was used for statistical calculations. *** indicates sample met or exceeded the California Department of Health Services Recommended Exposure Limit of 20 μg/m3. 

† indicates a “fingerprint” was noticed on the filter prior to analysis, therefore results may not accurately reflect air concentration. 
Page 18 Health Hazard Evaluation Report No. 2003-0246-3013 

Appendix B 

Original Data: Carbon Monoxide PBZ Samples (All Terminals)

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in parts per million (ppm) 

Terminal ID Job Title 

Run 

Time 

(Mins) Mean Peak Comments 

Long Beach Lane Clerk 471 0 57 

Long Beach Lane Clerk 471 0 4 

Long Beach Lane Clerk 446 0 2 

Long Beach Lane Clerk 444 0 1 

Long Beach Guard 500 0 13 

Long Beach Guard 548 1 35 

Long Beach Guard 544 1 155 

Long Beach Guard 538 0 2 

Long Beach Crane Operator 515 0 38 

Long Beach Hatch Clerk 497 0 4 

Long Beach Hatch Clerk 502 0 9 

Long Beach Hatch Boss 504 0 1 

Long Beach Ship Tractor Driver 495 0 1 

 

Oakland Shop Man 323 0 2 

Oakland Shop Man 257 0 14 

Oakland Shop Man 506 1 42 

Oakland Ship Tractor Driver 394 1 14 

Oakland Ship Tractor Driver 462 0 6 

Oakland Ship Tractor Driver 423 4 128 Most of exposure occurred at lunchtime (smoker?) 

Oakland Ship Tractor Driver 445 0 6 

Oakland Ship Tractor Driver 464 1 4 

Oakland Guard 311 2 84 

Oakland Guard 486 1 11 

Oakland Yard Tractor Driver 574 2 23 

Oakland Side Picker 192 0 5 Smoker 

Oakland Top Picker 181 0 5 

Oakland Top Picker 569 12 69 

Oakland Transtainer Operator 549 2 24 

Oakland Transtainer Operator 541 39 1515 Suspect sample 

Oakland Transtainer Operator 569 2 45 

Oakland Transtainer Clerk 556 19 71 Smoker 

Oakland Transtainer Mechanic 486 2 228 Working on running diesel engine 

Oakland Transtainer Mechanic 491 4 86 

Oakland Hatch Boss 591 2 19 

Oakland Hatch Boss 495 1 6 

Oakland Hatch Clerk 443 0 6 

Oakland Lane Clerk 491 1 4 

 

Tacoma Shop Man 519 2 4 

Tacoma Shop Man 533 1 24 Working on reefer containers 

Tacoma Shop Man 515 4 143 Installing generator sets and working roadability 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 19 

Appendix B 

Original Data: Carbon Monoxide PBZ Samples (All Terminals)

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in parts per million (ppm) 

Tacoma Shop Man 549 4 443 Installing/testing generator sets on reefer containers 

Tacoma Dock Man 431 2 4 

Tacoma Dock Man 434 1 2 

Tacoma Dock Man 445 2 24 

Tacoma Yard Tractor Driver 565 2 9 

Tacoma Yard Tractor Driver 543 3 109 Smoker 

Tacoma Ship Tractor Driver 447 1 7 

Tacoma Ship Tractor Driver 561 2 16 

Tacoma Side Picker 526 1 75 

Tacoma Top Picker 530 4 250 All peaks occurred during breaks/lunch (smoker?) 

Tacoma Top Picker 569 2 14 

Tacoma Hatch Clerk 441 3 19 

Tacoma Hatch Clerk 557 3 17 

Tacoma Guard 389 1 3 

Tacoma Crane Operator 443 2 3 

Tacoma Crane Operator 558 1 4 

Tacoma Yard Supervisor 527 2 13 Smoker 

Tacoma Hatch Boss 550 2 62 

Tacoma Rail Man 529 5 47 

Tacoma Rail Man 519 2 14 
Page 20 Health Hazard Evaluation Report No. 2003-0246-3013 

Appendix C 

Airborne Particle Size Distribution: Summary statistics – Port of Long Beach

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in number of particles/liter of air 

Particle size in micrometers (μm) 

Location 0.3 μm 0.5 μm 1 μm 3 μm 5 μm 10 μm 

West end of terminal yard between rows 702 and 704 52,583 5,641 1,842 153 18 1 

Dockside knuckle between ships 48,163 5,329 1,770 111 7 0 

Inside repair shop - Bay #5 55,351 6,900 2,138 113 9 0 

Center of rail yard 46,112 4,971 1,598 99 10 0 

Ambient readings at choke point 52,546 10,974 4,574 465 74 1 

On dock, shipside, when engines first started 66,424 11,671 4,807 495 72 0 

As ship was leaving 53,249 10,980 4,709 451 70 1 

Indies Gate 53,200 9,700 3,873 356 48 0 

Main Gate 74,437 11,997 4,642 614 135 3 

Base of marine tower - pre-shift 180,089 22,407 5,545 732 124 5 

Dockside knuckle between ships (morning) 187,588 24,786 5,984 846 146 6 

Dockside knuckle between ships (afternoon) 186,861 25,306 6,065 929 168 6 

Worker assembly area 156,620 21,435 5,298 668 100 4 

Base of marine tower -during day shift (1:15 pm) 141,008 20,785 5,748 736 111 6 

Beneath Crane # 4. One truck idling, 3 more in line 163,974 25,015 5,988 595 64 12 

Beneath Crane # 3. 165,779 23,637 5,797 614 119 48 

Crane # 2. Between lanes 3 and 4 136,694 16,765 4,311 312 17 1 

Crane # 8. Between lanes 1 and 2 137,623 17,299 4,281 242 12 1 

Crane # 3 151,485 18,835 4,688 353 19 1 

Base of marine tower 144,629 15,599 3,567 351 33 1 

Base of marine tower 143,611 14,418 3,104 290 19 1 

Beneath Crane # 7 129,835 13,162 3,280 347 26 1 

Beneath Crane # 3 121,274 14,853 3,863 276 16 1 

 

Mean 115,180 15,325 4,238 441 62 4 

Standard Deviation 51,579 6,603 1,417 240 51 10 

Minimum 46,112 4,971 1,598 99 7 0 

Maximum 187,588 25,306 6,065 929 168 48 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 21 

Appendix D 

Airborne Particle Size Distribution: Summary statistics – Port of Oakland

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in number of particles/liter of air 

Particle size in micrometers (μm) 

Location 0.3 μm 0.5 μm 1 μm 3 μm 5 μm 10 μm 

Main Gate 34,735 5,269 1,509 147 26 0 

Main Gate 28,062 3,771 1,103 100 11 3 

Beneath Crane #134 (no ship present) 18,684 3,338 1,316 194 23 0 

Top Picker drop-off point 19,744 3,629 1,141 115 18 0 

Next to truck idling 55,050 5,630 1,798 136 17 1 

Main gate between lanes 1 and 2 85,725 9,368 1,803 163 13 0 

Outbound canopy next to Power Shop (truck idling) 128,189 22,034 5,903 303 40 3 

Behind Power Shop next to idling trucks 80,735 26,780 6,470 436 52 7 

Outbound canopy (Roadability with truck idling) 30,372 5,299 1,620 87 6 0 

Street cleaner (no water spray for dust suppression) 42,579 14,297 8,834 3,480 2,346 874 

Center of row 18 (no activity) 31,381 3,087 819 68 4 0 

Chassis shop during MIG welding 372,891 211,869 52,333 1,510 842 332 

Behind Power Shop next to idling trucks 287,564 37,007 2,681 143 39 1 

Inbound Gate area 86,005 9,197 1,678 118 14 0 

Beneath Crane #135 40,506 3,707 704 65 11 0 

Beneath Crane #134 40,848 3,850 761 82 9 0 

Beneath Crane #135 35,718 3,404 718 52 4 0 

Beneath Crane #134 35,145 3,361 735 85 21 0 

Beneath Crane #133 55,297 6,722 1,150 266 78 5 

Beneath Crane #134 60,744 6,552 695 64 11 0 

Beneath Crane #135 58,065 6,335 734 75 11 1 

Center of Row 39 (next to Operating Top Picker) 80,535 8,780 1,299 125 19 0 

 

Mean 77,501 17,921 4,278 358 163 54 

Standard Deviation 84,924 43,129 10,685 744 506 192 

Minimum 18,684 3,087 695 52 4 0 

Maximum 372,891 211,869 52,333 3,480 2,346 874 
Page 22 Health Hazard Evaluation Report No. 2003-0246-3013 

Appendix E 

Airborne Particle Size Distribution: Summary statistics – Port of Tacoma

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Concentrations shown in number of particles/liter of air 

Particle size in micrometers (μm) 

Location 0.3 μm 0.5 μm 1 μm 3 μm 5 μm 10 μm 

Under Crane #2-Center of truck lanes 19,569 909 263 19 0 0 

Next to Top Picker during unloading of idling semi-truck 38,837 3,908 1,546 129 35 2 

Next to idling semi-truck waiting for Top Picker 37,005 3,893 1,378 123 46 1 

Rail Yard next to Top Picker 55,162 6,360 2,431 221 76 13 

Power Shop – Under Roadability canopy (Truck engine off) 55,607 10,003 2,995 148 31 0 

Power Shop – Under Roadability canopy (Truck engine running) 53,093 23,700 11,666 788 660 108 

Shop Man – Breathing Zone during diesel generator startup 59,233 11,429 6,297 703 947 257 

Ground level next to Top Picker during loading of container 55,598 2,077 493 25 10 0 

Electric arc welding on chassis outside of Power Shop 199,353 186,882 89,255 1,615 1,607 772 

 

Mean 63,717 27,685 12,925 419 379 128 

Standard Deviation 52,460 60,099 28,849 530 574 256 

Minimum 19,569 909 263 19 0 0 

Maximum 199,353 186,882 89,255 1,615 1,607 772 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 23 

Appendix F 

Meteorological data – All Terminals

Joint Pacific Marine Safety Code Committee, San Francisco, California (HETA 2003-0246-3013) 

Port I.D. Date Time 

Wind 

Speed 

(MPH) 

Wind 

Direction 

Temperature 

(oCelsius) 

Relative 

Humidity 

(%) 

Barometric 

Pressure 

(mmHg) 

Long Beach 9/8/2003 3:15 pm 6 SW 27 43 29.83 

9/9/2003 8:15 am 4 SE 19 73 30.23 

9/10/2003 11:05 am 4 SE 23 68 29.80 

9/11/2003 7:55 am 0 - 19 66 29.88 

9/11/2003 9:45 am 0 - 24 55 29.87 

9/11/2003 1:25 pm 13 NW 24 60 29.83 

9/11/2003 4:04 pm 16 N-NW 23 66 29.78 

 

Oakland 8/16/2004 1:30 pm 8 SW 24 56 29.93 

8/16/2004 3:45 pm 9 W 32 40 29.94 

8/17/2004 7:35 am 5 W-SW 20 76 30.10 

8/17/2004 3:20 pm 9 S 28 41 29.82 

8/18/2004 10:10 am 6 SW 20 50 29.72 

8/18/2004 12:50 pm 12 S 27 46 29.87 

8/19/2004 1:50 pm 15 W 25 55 29.83 

 

Tacoma 7/12/2005 8 am–5 pm* 6 W 21 55 30.12 

7/12/2005 6 pm–2 am* 5 SW 21 60 30.13 

7/13/2005 8 am–5 pm* 5 NW 19 51 30.24 

7/14/2005 8 am–5 pm* 8 N 20 64 30.12 

* indicates meteorological data were automatically logged every minute during the entire workshift. Values are presented as 

averages.
Page 24 Health Hazard Evaluation Report No. 2003-0246-3013 
Health Hazard Evaluation Report No. 2003-0246-3013 Page 25 

Figure 2: Location of diesel exhaust and CO ambient air samples – APL, Port of Oakland, CA

Ambient Diesel and CO 

Sample (8-17-04) 

Ambient Diesel and CO Sample (8-14-04) 

Ambient Diesel and CO Sample (8-19-04) 

Ambient Diesel and CO Sample (8-18-04) 

Ambient Diesel and CO Sample (8-18-04) 

Ambient Diesel and CO Sample (8-19-04) 

Ambient Diesel/CO Sample (8-18/19-04) 
Page 26 Health Hazard Evaluation Report No. 2003-0246-3013 

Figure 3: Location of diesel exhaust ambient air samples – WUT, Port of Tacoma, WA 

Ambient Diesel Air Sample 

(7-14-05) Day Shift Ambient Di

(7-12-0

Ambient Diesel Air Sample 

(7-12-05) Day Shift 

Ambient Diesel Air Sample 

(7-13-05) Day Shift 

Ambient Diesel Air Sample 

(7-12-05) Night Shift 
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