Evaluation of CO exposure in active smokers while smoking using breath analysis technique

The current study evaluated the personal CO exposure of active smokers while smoking under controlled conditions, decay rate of CO in the body following active smoking, and CO accumulation in the body from repeated active smoking using a novel device for the direct measurement of alveolar breath CO. Prior to this evaluation, the proposed alveolar CO measurement device was successfully evaluated as regards the effect of humidity, CO recovery, carryover effect, and in comparison with the bag sampling method. The breath concentrations prior to and after a single cigarette were measured using a repeated measure design. Under the controlled conditions employed in the present study, active smoking was found to cause a significant body burden of CO. The post-exposure breath CO level was 1.6-2.0 times higher than the background breath level, depending on the subject and cigarette brand. In addition, the pre- and post-exposure breath concentrations were both significantly different among the subjects, yet the ratios of post-exposure to pre-exposure breath concentrations did not differ significantly between the different cigarette brands. The time-series alveolar breath concentrations measured following active smoking showed that the post-exposure alveolar CO concentrations decreased slowly even in the early phase of the decay curves, indicating a mono-compartment uptake and elimination model for the human body. The half-lives estimated in the present study (301, 315, and 385 min) were longer than or comparable to those in previous studies. The breath measurements prior to and after repeated active smoking exhibited a significant increasing trend for both the pre- and post-exposure concentrations. The changes in the pre- and post-exposure breath CO concentrations with repeated smoking ranged from 7% to 23% and from 10% to 15%, respectively, with half-hour intervals between cigarettes, and from 4% to 11% and from 6% to 8%, respectively, with hour intervals between cigarettes. Accordingly, most of the current results indicated that CO was accumulated in the human body with repeated active smoking.     

Measured carbon monoxide concentrations from stock and reduced-emission prototype portable generators operated in an attached garage

There is concern about the hazard of acute residential CO exposures from portable gasoline-powered generators, which can result in death or serious adverse health effects in exposed individuals. To address this hazard, the U.S. Consumer Product Safety Commission has developed low CO emission prototype generators by adapting off-the-shelf emission control technologies onto commercially available generators. A series of tests was conducted to characterize the indoor CO concentrations resulting from portable generators operating in the attached garage of a research house under seven different test house/garage configurations. The tested generators include both unmodified and modified low CO emission prototypes. It was found that CO concentrations varied widely, with peak house CO concentrations ranging from under 10 ppm to over 10,000 ppm. The highest concentrations in the house resulted from operation of the unmodified generator in the garage with the garage bay door closed and the house access door open. The lowest concentrations resulted from operation of a modified low CO emission prototype in the garage with the garage bay door open and the house access door closed. These tests documented reductions of up to 98% in CO concentrations due to emissions from two low CO emission portable generators compared to a stock generator.

Implications: Improper portable generator use has caused 800 U.S. deaths in the past 14 years. Generators operated in attached garages can cause CO to quickly reach deadly levels. Two low-emission prototypes generators were tested and had CO emissions reduced by up to 98%. Low-emission generators can reduce the risk of consumer poisonings and deaths.     

Analysis of air quality in Dire Dawa,Ethiopia

Ambient air quality was monitored and analyzed to develop air quality index and its implications for livability and climate change in Dire Dawa, Ethiopia. Using survey research design, 16 georeferenced locations, representing different land uses, were randomly selected and assessed for sulfur dioxide (SO₂), nitrogen dioxide (NO₂), carbon dioxide (CO₂), carbon monoxide (CO),volatile organic compounds (VOCs), and meteorological parameters (temperature and relative humidity). The study found mean concentrations across all land uses for SO₂ of 0.37 ± 0.08 ppm, NO₂ of 0.13 ± 0.17 ppm, CO₂ of 465.65 ± 28.63 ppm, CO of 3.35 ± 2.04 ppm, and VOCs of 1850.67 ± 402 ppm. An air quality index indicated that ambient air quality for SO₂ was very poor, NO₂ ranged from moderate to very poor, whereas CO rating was moderate. Significant positive correlations existed between temperature and NO₂, CO₂, and CO and between humidity and VOCs. Significant relationships were also recorded between CO₂ and NO₂ and between CO and CO₂. Poor urban planning, inadequate pollution control measure, and weak capacity to monitor air quality have implications for energy usage, air quality, and local meteorological parameters, with subsequent feedback into global climate change. Implementation of programs to monitor and control emissions in order to reduce air pollution will provide health, economic, and environmental benefits to the city.

Implications: The need to develop and implement emission control programs to reduce air pollution in Dire Dawa City is urgent. This will provide enormous economic, health, and environmental benefits. It is expected that economic effects of air quality improvement will offset the expenditures for pollution control. Also, strategies that focus on air quality and climate change present a unique opportunity to engage different stakeholders in providing inclusive and sustainable development agenda for Dire Dawa.     

Hazardous emissions and concentrations of toxic metalloids and trace elements in charcoals from six commonly used tropical timbers for carbonization

Carbonized wood is a biofuel from cellulose pyrolysis with frequent smoke and life-threatening carcinogenic emissions. Carbon monoxide (CO), particulate matter (PM_2.5), metalloids and trace elements from charcoals from six commonly used tropical timbers for carbonization in Donkorkrom (Ghana) were assessed. During combustion, Anogeissus leiocarpa charcoal emitted the least CO (4.28 ± 1.08 ppm) and PM_2.5 (3.83 ± 1.57 μg/m³), while particulate matter was greatest for Erythrophleum ivorense (28.05 ± 3.08 ppm) and Azadirachta indica (27.67 ± 4.17 μg/m³) charcoals. Erythrophleum ivorense charcoal produced much lead (16.90 ± 0.33 ppm), arsenic (1.97 ± 0.10 ppm) and mercury (0.58 ± 0.003 ppm) but the least chromium (0.11 ± 0.01 ppm) and zinc (2.85 ± 0.05 ppm). Nickel was greatest for A. indica charcoal (0.71 ± 0.01 ppm) and least for Vitellaria paradoxa (0.07 ± 0.004 ppm). Trace elements ranged from 342.01 ± 2.54 ppm (A. indica) to 978.47 ± 1.80 ppm (V. paradoxa) for potassium and 1.74 ± 0.02% (V. paradoxa) to 2.24 ± 0.10% (A. indica) for sulphur. Besides A. leiocarpa charcoal, which ranked safest during combustion, the high PM_2.5 and CO emissions make the other biofuels hazardous indoors. Kitchens need air filters to absorb these emissions together with the use of improved cook stoves. These carcinogenic metalloids would necessitate that their ashes be properly discarded without human contact. Yet, the charcoals would be much suitable as soil amendment bio-char for plant growth quality improvement.

     

Comparison of trip average in-vehicle and exterior CO determinations by continuous and grab sampling using an electrochemical sensing method

In air quality monitoring studies, continuous sampling is capable of reflecting real time variation of gas levels, however, with a margin of uncertainty related to the response time of the sensor and to the speed of concentration fluctuation. In contrast, grab sampling allows the determination of average gas concentration over the whole sampling period eliminating thus the uncertainties associated with the continuous method. As studies of in-vehicle carbon monoxide (CO) exposure often show rapidly fluctuating CO levels and are increasingly using the continuous electrochemical sensing method, the present activity aims at validating the suitability of the latter method for this monitoring task. For this purpose, an electrochemical CO sensing monitor was used to continuously monitor CO level inside and outside of a vehicle moving in an urban area, and to analyze the content of concomitantly taken grab samples. Trip-average CO levels measured using the two testing methods were compared. For CO levels higher than the instrument detection limit (1 ppm), the observed percent difference between continuous and grab sampling results varied within a fairly acceptable range (0.6–15.4%). The regression of continuous sampling data against grab sampling data revealed an average error of 6.9%, indicating the suitability of the continuous electrochemical method for monitoring in-vehicle and exterior average CO concentration under typical urban traffic conditions.     

Measurement of Particulate Bound Mercury,Gaseous Elemental Mercury,and Reactive Gaseous Mercury Concentrations by Using an Ambient Air Mercury Collection System

In this investigation, the concentrations of gaseous elemental mercury (GEM), reactive gaseous mercury (RGM) and particulate bound mercury (PBM) in ambient air were measured at the Hung Kuang (traffic) sampling site during September 27 to October 6, 2014. An ambient air mercury collection system (AAMCS) was utilized to measure simultaneously PBM, GEM, and RGM concentrations in ambient air. The results thus obtained demonstrate that the mean concentrations of PBM, GEM, and RGM were 38.57 ± 11.4 (pg/m³), 17.67 ± 5.56 (ng/m³) and 10.78 ± 2.8 (pg/m³), respectively, at this traffic-sampling site. The mean GEM/PBM and GEM/RGM concentration ratios were 458 and 1639, respectively. The results obtained herein demonstrate that AAMCS can be utilized to collect three phases of mercury simultaneously. The mean PBM, GEM, and RGM concentrations herein were compared with others found in Asia, America, Europe and Antarctica. The mean PBM, GEM, and RGM concentrations were found to be lowest in Asia and Antarctica. The mean PBM concentration in Europe was approximately eight times that in this investigation. The mean GEM and RGM concentrations in this study were 1.21 and 170 times those found in the United States.     

Characterization of Air Quality Problems in Five Finnish Indoor Ice Arenas

ABSTRACT

The air quality in five Finnish ice arenas with different volumes, ventilation systems, and resurfacer power sources (propane, gasoline, electric) was monitored during a usual training evening and a standardized, simulated ice hockey game. The measurements included continuous recording of carbon monoxide (CO), nitric oxide (NO), and nitrogen dioxide (NO₂) concentrations, and sampling and analysis of volatile organic compounds (VOCs). Emissions from the ice resurfacers with combustion engines caused indoor air quality problems in all ice arenas. The highest 1-hour average CO and NO₂ concentrations ranged from 20 to 33 mg/m³ (17 to 29 ppm) and 270 to 7440 µg/m³ (0.14 to 3.96 ppm), respectively. The 3-hour total VOC concentrations ranged from 150 to 1200 µg/m³. The highest CO and VOC levels were measured in the arena in which a gasoline-fueled resurfacer was used. The highest NO₂ levels were measured in small ice arenas with propane-fueled ice resurfacers and insufficient ventilation.

In these arenas, the indoor NO₂ levels were about 100 times the levels measured in ambient outdoor air, and the highest 1-hour concentrations were about 20 times the national and World Health Organization (WHO) health-based air quality guidelines. The air quality was fully acceptable only in the arena with an electric resurfacer. The present study showed that the air quality problems of indoor ice arenas may vary with the fuel type of resurfacer and the volume and ventilation of arena building. It also confirmed that there are severe air quality problems in Finnish ice arenas similar to those previously described in North America.     

Alteration in Carboxyhemoglobin Concentrations During Exposure to 9 ppm Carbon Monoxide for 8 Hours at Sea Level and 2134 m Altitude in a Hypobaric Chamber

Seventeen non-smoking young men served as subjects to determine the alteration in carboxyhemoglobin (COHb) concentrations during exposure to 0 or 9 ppm carbon monoxide for 8 hours (CO) at sea level or an altitude of 2134 meters (7000 feet) in a hypobaric chamber. Nine subjects rested during the exposure and 8 exercised for 10 minutes of each exposure hour at a mean ventilation of 25 L (BTPS). All subjects performed a maximal aerobic capacity test at the completion of their respective exposures. Carboxyhemoglobin concentrations fell in all subjects during their exposures to 0 ppm CO at sea level or 2134 m. During the 8-h exposures to 9 ppm CO, COHb rose linearly from approximately 0.2 percent to 0.7 percent. No significant differences in uptake were found whether the subjects were resting or intermittently exercising during their 8-h exposures. COHb levels attained were similar at both sea level and 2134 m. Maximal aerobic capacity was reduced approximately 7-10 percent consequent to altitude exposure during 0 ppm CO exposures. These values were not altered following exposure for 8 h to 9 ppm CO in either the resting or exercising subjects.     

Interpreting Urban Carbon Monoxide Concentrations by Means of a Computerized Blood COHb Model

A practical, inexpensive computer model for estimating the level of blood carboxyhemoglobin (percent COHb) as a function of time for measured carbon monoxide concentrations (ppm CO) was developed from data from published studies on the assimilation of CO into the blood of human subjects. The model was designed to consider more realistically the dynamic characteristics of urban CO concentrations measured continuously at air monitoring stations, and it was applied to a year's CO data measured at the San Jose CA, air monitoring station (8760 hourly values).

The results indicate that the model can be used by local air pollution control agencies to calculate and print out estimated COHb levels alongside continuous CO concentration data. According to the model, the National Ambient Air Quality Standards (NAAQS) for CO sometimes were violated in San Jose without exceeding 2% COHb, as well as the converse: 2% COHb was exceeded without violating the standards. The model's estimated COHb levels also provided an advance warning of impending violation of the 8-hr CO NAAQS, and analysis of the model's response to CO "spikes" suggests that averaging periods as short as 10 or 15 minutes are necessary to preserve completely the dynamic characteristics of ambient CO monitoring data. These findings suggest that the margin of safety included in the current CO NAAQS, would not be the same if the actual time variation of measured CO concentrations is taken into account.     

The effect of different ventilation modes on in-vehicle carbon monoxide exposure

In-vehicle carbon monoxide (CO) concentration profiles were monitored in a passenger vehicle driven along a heavily traveled route of a commercial/residential area of Beirut, Lebanon, under several ventilation modes. Trips were conducted during morning rush hours in spring and summer time. Concomitant monitoring of car-exterior CO level, ambient CO level and wind speed was also undertaken. The highest mean CO exposure was experienced for the “windows closed, vents closed” and “windows closed, AC on recirculation” ventilation settings, with mean CO levels of 37.4 and 30.8 ppm, respectively, exceeding the 1-h air quality guidelines. The exposure was less significant for other ventilation modes with respective mean values of $10.8–19\mathrm{ppm}$. Mean car-exterior CO levels were lower than the 1-h air quality guidelines, but exceeded the 8-h CO exposure guidelines. Ambient CO levels were low and non-representative of the personal exposure of individuals neither inside nor in the vicinity of road vehicles. In-vehicle CO levels revealed moderate to good correlations to out-vehicle CO levels for ventilation modes allowing for outdoor air intake, and no correlation to ambient CO levels and wind speed. Infiltration as a result of indoor–outdoor air exchange and intrusion from engine combustion/exhaust infiltration constituted the main sources of observed in-vehicle CO levels.     

The Recovery of Selenious Acid Aerosols on Glass Fiber Filters

Previous workers have shown that selenium is only partially trapped on a filter during air sampling. In some cases, these losses have been attributed to volatilization of selenium dioxide. Our results demonstrate that selenium dioxide, In the presence of moist air, is completely recovered (apparently as selenious acid aerosols) and that the previous shortfalls must be due to other selenium species as yet unidentified. Selenious acid aerosols In our study were formed by volatilizing selenium dioxide (≈3 mg) Into a stream of moist ambient air (relative humidity, >50%), and trapped on glass fiber filters using a high-volume air sampler. Selenium(IV) was ultrasonlcally extracted from the filter with water and analyzed by atomic absorption spectrometry. Selenious acid aerosols were trapped on the filters with high efficiency (105 ± 5 percent) using a 50 minute sampling period. With an extended sampling period (24 hours) the recovery was 103 ± 6 percent.     

Consultant Guide/1978

Abstract

Biomarkers of methyl tertiary butyl ether (MTBE) exposure and the partitioning of inhaled MTBE into the body were investigated in a human chamber study. Two subjects were exposed to an environmentally relevant nominal 5,011 µg/m³ (1.39 ppm) MTBE for 1 hour, followed by clean–air exposure for 7 hours. Breath and blood were simultaneously sampled, while total urine was collected at prescribed times before, during, and after the exposure. Mass–balance and toxicokinetic analyses were conducted based upon the time series measurement of multiple body–burden endpoints, including MTBE in alveolar breath, and MTBE and tertiary butyl alcohol (TBA) in venous blood and urine.

The decay of MTBE in the blood was assessed by fitting the post–exposure data to a 2– or 3–exponential model that yielded residence times (τ) of 2–3 min, 15–50 min, and 3–13 h as measured by alveolar breath, and 5 min, 60 min, and 32 h as evaluated from venous blood measurements. Based on observations of lower than expected blood and breath MTBE during uptake and a decreasing blood–to–breath ratio during the post–exposure decay period, we hypothesize that the respiratory mucous membranes were serving as a reservoir for the retention of MTBE. The decay data suggest that 6–9% of the MTBE intake may be retained by this non–blood reservoir. The compartmental modeling was further used to estimate important parameters that define the uptake of inhaled MTBE. The first of these parameters is f, the fraction of C_air exhaled at equilibrium, estimated as 0.60 and 0.46 for the female and male subject, respectively. The second parameter is the blood–to–breath partition coefficient (P) estimated as ～18. The product of these parameters provides an estimate of the blood concentration at equilibrium as 8–11 times the air concentration. Blood TBA lagged MTBE levels and decayed more slowly (τ = 1.5–3 h), providing a more stable indication of longer term integrated exposure.

The concentration ranges of MTBE and TBA in urine were similar to that of the blood, ranging from 0.37 to 15 µg/L and 2 to 15 µg/L, respectively. In urine, MTBE and TBA by themselves bore little relationship to the exposure. However, the MTBE:TBA ratio followed the pattern of exposure, with peak values occurring at the end of the exposure (20– and 60–fold greater than pre–exposure values) before decaying back to pre–exposure levels by the end of the 7–h decay period. Urinary elimination accounted for a very small fraction of total MTBE elimination (<1%).     

Trends in passenger exposure to carbon monoxide inside a vehicle on an arterial highway of the San Francisco Peninsula over 30 years: A longitudinal study

This paper describes a long-term trend study of passenger exposure to carbon monoxide (CO) inside a vehicle traveling on an arterial highway in northern California. CO exposure was measured during four field surveys on State Route #82 (El Camino Real) on the San Francisco Peninsula in 1980–1981, 1991–1992, 2001–2002, and 2010–2011. Each field survey took at least 12 months. Fifty trips from each survey—for a total of 200 trips—were matched by date, day of the week, and starting time of the day to facilitate comparisons over three decades. The mean net CO concentration of each trip was obtained by subtracting the background CO level from the average CO concentration for the entire trip. The mean net CO concentration (0.5 ppm) for 2010–2011 was only 5.2% of that (9.7 ppm) for 1980–1981. For the 50 trips, the average travel time for the 1980–1981 period (39.6 min) was only 8.3% higher than during the 2010–2011 period (36.3 min). The estimated round-trip distance on the highway was held constant at 11.8 miles. The reduction in the mean net CO concentration was attributed to more stringent CO emission standards on new vehicles sold in California since 1980. The state’s cold-temperature CO standard implemented in 1996 appeared to reduce high CO concentrations that were observed during the late fall and winter of 1980–1981. In addition, the observed standard deviation in concentration fell from 3.1 ppm in 1980–1981 to 0.2 ppm in 2010–2011, and the range of the 50 mean net CO concentrations narrowed from 14.9 ppm in 1980–1981 to 1.1 ppm in 2010–2011, but the relative variability, as indicated by the geometric standard deviation, remained the same. These results have important scientific implications for regulatory policies designed to control air pollution from motor vehicles.

Implications: Many developing countries launched or expanded their mobile source emission control programs in the 1990s, yet many of them do not have adequate inspection and maintenance (I/M) programs. The El Camino Real study shows the long-term public health benefits of more stringent motor vehicle emission standards for carbon monoxide (CO) on new cars and of an I/M program (Smog Check) on the existing fleet in California. The study provides a protocol for conducting standardized field surveys of in-vehicle exposure on a periodic basis. Such surveys would enable developing countries to assess the progress of their mobile source emission control programs.     

Interlaboratory and Intralaboratory Variability in the Analysis of Mercury in Coal

Abstract

With the passage of the 1990 Clean Air Act Amendments (CAAA), accurate determination of the concentration of mercury in coal has become an increasingly important issue. To address this issue, CONSOL R&D conducted a round robin analytical program to determine the interlaboratory and intralaboratory variability in the measurement of mercury in coal. CONSOL supplied homogeneous splits of Pittsburgh and Illinois #6 seam coals, and the NIST 1632b coal standard to eleven laboratories, twice each, over a one-year period. A twelfth laboratory analyzed the coals once. A European coal standard, certified for mercury, was analyzed at the completion of the round robin study to evaluate accuracy. The round robin participants included representatives from industry, government, and academia. The laboratories, which are experienced in mercury-in-coal analysis, used various state-of-the-art sample preparation and analysis procedures in the study. The round robin results indicate that a substantial level of variability exists in the mercury-in-coal determination. Earlier studies1 found similar results. The relative intralaboratory repeatability was 0.02 ppm and the relative interlaboratory reproducibility ranged from 0.04 to 0.05 ppm. The study showed that laboratory variability can be greatly skewed by outlier values. Fifty-six percent of the results for the European coal standard fell within a 95% confidence interval of the standard (0.138 ± 0.11 ppm). These results indicate that accuracy is not method-dependent.     

Concentrations of volatile organic compounds,carbon monoxide,carbon dioxide and particulate matter in buses on highways in Taiwan

Although airborne pollutants in urban buses have been studied in many cities globally, long-distance buses running mainly on highways have not been addressed in this regard. This study investigates the levels of volatile organic compounds (VOCs), carbon monoxide (CO), carbon dioxide (CO₂) and particulate matter (PM) in the long-distance buses in Taiwan. Analytical results indicate that pollutants levels in long-distance buses are generally lower than those in urban buses. This finding is attributable to the driving speed and patterns of long-distance buses, as well as the meteorological and geographical features of the highway surroundings. The levels of benzene, toluene, ethylbenzene and xylene (BTEX) found in bus cabins exceed the proposed indoor VOC guidelines for aromatic compounds, and are likely attributable to the interior trim in the cabins. The overall average CO level is 2.3 ppm, with higher average level on local streets (2.9 ppm) than on highways (2.2 ppm). The average CO₂ level is 1493 ppm, which is higher than the guideline for non-industrial occupied settings. The average PM level in this study is lower than those in urban buses and IAQ guidelines set by Taiwan EPA. However, the average PM₁₀ and PM_2.5 is higher than the level set by WHO. Besides the probable causes mentioned above, fewer passenger movements and less particle re-suspension from bus floor might also cause the lower PM levels. Measurements of particle size distribution reveal that more than 75% of particles are in submicron and smaller sizes. These particles may come from the infiltration from the outdoor air. This study concludes that air exchange rates in long-distance buses should be increased in order to reduce CO₂ levels. Future research on long-distance buses should focus on the emission of VOCs from brand new buses, and the sources of submicron particles in bus cabins.     

Ambient Carbon Monoxide And Its Fate in the Atmosphere

Carbon monoxide, the most abundant air pollutant found in the atmosphere generally exceeds that of all other pollutants combined (excluding C0₂). An estimated tonnage of >87 X 10⁶ of CO was emitted in the United States from major technological sources alone during 1966. More than 90% of the total CO emitted from fossil fuels is derived from gasoline powered motor vehicles. Other sources of CO include emissions from coal and fuel oil burning, aircraft and open burning. Some CO is also formed by certain vegetation and marine invertebrates (siphonophores). Chemical reactions of CO in the upper and lower atmosphere are discussed. Chemical oxidation of CO in the lower atmosphere by molecular oxygen is very slow. The exact duration of CO in the lower atmosphere is not known with certainty; however, the mean residence time has been variously estimated to be between 0.3 and 5.0 years. In the absence of scavenging processes the estimated world-wide CO emission would be sufficient to raise the’atmospheric level by 0.03 ppm per year, yet the background levels of CO in clean air do not appear to be increasing. Several potential sinks are discussed. Knowledge of the mechanism of process of removal of CO from the lower atmosphere is unsatisfactory; the process, at the present time, cannot be identified with certainty.     

Penetration of evaporative emissions into a home from an M85-fueled vehicle parked in an attached garage

The use of both oxygenated fuels in carbon monoxide (CO) nonattainment areas and reformulated gasoline in ozone nonattainment areas has been mandated by the 1990 Clean Air Act Amendments. Methanol has been proposed as an alternative fuel for CO nonattainment areas. Its use will potentially increase indoor methanol inhalation exposure resulting from the evaporation of methanol vapor from methanol-fueled vehicles parked in residential garages. Indoor air concentrations of methanol, benzene, and toluene were measured in a residential home with an attached garage. The effects of vehicle emission control devices (charcoal canister hose connection); home heating, ventilation, and air conditioning (HVAC) fans; ambient air, garage, and fuel tank temperatures; and wind speed were examined. The disconnection of the charcoal canister hose, which simulates a spent evaporative emission control device, resulted in elevated benzene, toluene, and methanol concentrations in the garage and attached home. Higher fuel tank temperatures resulted in higher benzene and toluene concentrations in the garage, but not methanol. The concentrations for all compounds in the garage and concentrations of benzene and toluene in the adjacent room were lower when the HVAC fan was on than when it was off, while the concentrations of all three compounds in the rest of the house were higher, although these differences were not statistically significant. Thus, the portion of the population that parks cars in garages attached to homes will experience increased methanol exposures if methanol is used as an automotive fuel.     

Variations and sources of ambient formaldehyde for the 2008 Beijing Olympic games

As the host city of the 2008 Olympic games, Beijing implemented a series of air pollution control measures before and during the Olympic games. Ambient formaldehyde (HCHO) concentrations were measured using a fluorometric instrument based on a diffusion scrubber and the Hantzsch reaction; hydrocarbons were simultaneously measured using gas chromatography–mass spectrometry (GC–MS). Meteorological parameters, CO, O₃, and NO₂ concentrations were measured by standard commercial instrumentation. In four separate periods: (a) before the vehicle plate number control (3–19 July); (b) during the Olympic Games (8–24 August); (c) during the Paralympic Games (6–17 September) and (d) after the vehicle control was ceased (21–28 September), the average HCHO mixing ratios were 7.31 ± 2.67 ppbv, 5.54 ± 2.41 ppbv, 8.72 ± 2.48 ppbv, and 6.42 ± 2.79 ppbv, while the total non-methane hydrocarbons (NMHCs) measured were 30.41 ± 18.08 ppbv, 18.12 ± 9.38 ppbv, 30.50 ± 13.37 ppbv, and 33.33 ± 15.85 ppbv, respectively. Both HCHO and NMHC levels were the lowest during the Olympic games, and increased again during the Paralympic games even with the same vehicle control measures operative. Similar diurnal HCHO and O₃ patterns indicated that photo-oxidation of NMHCs may be the major source of HCHO. The diurnal profile of total NMHCs was very similar to that of NO₂ and CO: morning and evening peaks appeared in rush hours, indicating even after strict vehicle control, automobile emission may still be the dominant source of the HCHO precursors. The contributions of HCHO, alkanes, alkenes, and aromatics to OH loss rates were also calculated. HCHO contributed 22 ± 3% to the total VOCs and 24 ± 1% to the total OH loss rate. HCHO was not only important in term of abundance, but also important in chemical reactivity in the air.     

Penetration of Evaporative Emissions into a Home from an M85-Fueled Vehicle Parked in an Attached Garage

ABSTRACT

The use of both oxygenated fuels in carbon monoxide (CO) nonattainment areas and reformulated gasoline in ozone nonattainment areas has been mandated by the 1990 Clean Air Act Amendments. Methanol has been proposed as an alternative fuel for CO nonattainment areas. Its use will potentially increase indoor methanol inhalation exposure resulting from the evaporation of metha-nol vapor from methanol-fueled vehicles parked in residential garages. Indoor air concentrations of metha-nol, benzene, and toluene were measured in a residential home with an attached garage. The effects of vehicle emission control devices (charcoal canister hose connection); home heating, ventilation, and air conditioning (HVAC) fans; ambient air, garage, and fuel tank temperatures; and wind speed were examined.

The disconnection of the charcoal canister hose, which simulates a spent evaporative emission control device, resulted in elevated benzene, toluene, and metha-nol concentrations in the garage and attached home. Higher fuel tank temperatures resulted in higher benzene and toluene concentrations in the garage, but not methanol. The concentrations for all compounds in the garage and concentrations of benzene and toluene in the adjacent room were lower when the HVAC fan was on than when it was off, while the concentrations of all three compounds in the rest of the house were higher, although these differences were not statistically significant. Thus, the portion of the population that parks cars in garages attached to homes will experience increased methanol exposures if methanol is used as an automotive fuel.     

Carbon Monoxide in the Atmosphere

A carbon monoxide analyzer has been developed which is capable of continuous measurement of the carbon monoxide concentration in the atmosphere. The operating principle of the instrument is the reaction of carbon monoxide with hot mercuric oxide followed by the photometric determination of the mercury vapor produced. Oxygenated hydrocarbons and olefins are quantitatively detected. Those normally present are in the ambient atmosphere in low concentrations relative to CO. Hydrogen and methane in the atmosphere do not interfere with the CO analysis. Measurements of atmospheric CO concentrations in California, Greenland, and Oregon seem to indicate that CO content is an air mass characteristic. North Pacific marine air mass concentrations may be as low as about 0.040 parts per million (ppm) CO, while the air mass over continental California seems to be characterized by CO levels of 0.5-1.0 ppm or greater.