Carbon Monoxide in an Urban Environment: Application of a Receptor Model for Source Apportionment

During the winter of 1985-86 the authors took 6-h integrated air samples and measured the concentrations of carbon monoxide and other gases at a residential site in Olympia, Washington. The 6-h average concentrations were between about 0.2 and 3.2 ppmv. For each 6-h period the observed concentration of CO was apportioned among its sources which were residential wood burning and automobiles. Small and generally insignificant amounts of CO were also observed from unidentified sources. A chemical mass balance (CMB) was formulated and applied to apportion the observed CO among its sources. Methylchloride (CH₃CI), in excess of background levels, was used as a unique tracer of wood burning and excess hydrogen (H₂) served as a tracer of CO from automobiles. The source emission factors to carry out the calculations were estimated from other experiments. The results showed that in Olympia, wood burning can often contribute as much CO as automobiles during winter. The maximum 6-h average contribution of CO from wood burning was about 2 ppmv and from automobiles it was 2.2 ppmv, and the average ambient concentration was about 1 ppmv. When pollution from wood burning was present, it contributed 0.5 ppmv on average while automobiles also contributed 0.5 ppmv. Unidentified sources contributed 0.1 ppmv and the background level was 0.15 ppmv. During the winter many times wood burning did not affect CO concentrations, while CO from automobiles was always present. On average, during the winter, automobiles contributed some 50 percent of the CO mass to the lower urban atmosphere and wood burning contributed about 30 percent. Diurnal cycles became evident in the calculated concentrations of CO from wood burning and automobiles even though the measured concentrations did not show strong diurnal variations. Wood burning contributed most during evening and nighttime and very little during the day, while automobiles contributed most during the morning and evening hours and very little at night. These patterns lend support to the accuracy of the model and source emission factors since they are as expected from the diurnal variations of the sources and atmospheric mixing.     

Carbon Monoxide Exposures Inside an Automobile Traveling on an Urban Arterial Highway

Carbon monoxide (CO) exposures were measured inside a motor vehicle during 88 standardized drives on a major urban arterial highway, El Camino Real (traffic volume of 30,500-45,000 vehicles per day), over a 13-1/2 month period. On each trip (lasting between 31 and 61 minutes), the test vehicle drove the same 5.9-mile segment of roadway in both directions, for a total of 11.8 miles, passing through 20 intersections with traffic lights (10 in each direction) in three California cities (Menlo Park, Palo Alto, and Los Altos). Earlier tests showed that the test vehicle was free of CO intrusion. For the 88 trips, the mean CO concentration was 9.8 ppm, with a standard deviation of 5.8 ppm. Of nine covariates that were examined to explain the variability in the mean CO exposures observed on the 88 trips (ambient CO at two fixed stations, atmospheric stability, seasonal trend function, time of day, average surrounding vehicle count, trip duration, proportion of time stopped at lights, and instrument type), a fairly strong seasonal trend was found. A model consisting of only a single measure of traffic volume and a seasonal trend component had substantial predictive power (R² = 0.68); by contrast, the ambient CO levels, although partially correlated with average exposures, contributed comparatively little predictive power to the model. The CO exposures experienced while drivers waited at the red lights at an intersection ranged from 6.8 to 14.9 ppm and differed considerably from intersection to intersection. A model also was developed to relate the short-term variability of exposures to averaging time for trip times ranging from 1 to 20 minutes using a variogram approach to deal with the serial autocorrelation. This study shows: (1) the mass balance equation can relate exterior CO concentrations as a function of time to interior CO concentrations; (2) CO exposures on urban arterial highways vary seasonally; (3) momentary CO exposures experienced behind red lights vary with the intersection; and (4) an averaging time model can simulate exposures during short trips (20 minutes or less) on urban arterial highways.     

Remote Sensing Data and a Potential Model of Vehicle Exhaust Emissions

In June 1991, General Motors Research and Development Center (GMR&D) participated in a remote sensing study conducted by the California Air Resources Board and the U. S. Environmental Protection Agency. During this study, the GMR&D remote sensor was used to measure the carbon monoxide (CO) and hydrocarbon (HC) emissions from approximately 15,000 vehicles. The vehicle type (passenger car, light-duty truck, or medium/heavy-duty truck), manufacturer, and model year were identified for each vehicle by acquiring registration data from the state of California. Analyses were performed separately for each vehicle type and for passenger cars by separate model years. The data indicate that the passenger cars with the highest 10% of CO emissions generated approximately 58% of the total CO from all cars. Similarly, the 10% highest HC-emitting cars generated 65% of the total HC from cars. It was found that for each model year of vehicle, the distribution of emission concentrations followed a logarithmic relationship. The logarithmic functions that describe these relationships can be used to estimate the fraction of vehicles that emitted at or above any given concentration of CO or HC. However, these logarithmic functions only describe measured distributions for vehicles emitting more than 1% CO and 0.015% HC.     

Carbon Monoxide Exposures to Los Angeles Area Commuters

Carbon monoxide exposures to commuters were simulated in a 5-day study in Los Angeles County. Exposures were determined by measuring CO in three vehicles as they traveled typical commuter routes. The data collected during this study include measurements of vehicle speed and CO measurements in the interior and exterior of the three vehicles during the morning and evening peak traffic periods. In addition, hourly averaged CO measurements were taken from eight south coastal Air Quality Management District fixed-site monitoring stations and six California Department of Transportation vans in the proximity of the commuter routes. These data were used to investigate the relationship of CO exposures to meteorological parameters, fixed-site monitors, and traffic conditions.

The average ratio of interior CO concentrations to exterior CO concentrations was 0.92. Concentrations inside and outside the vehicles remained about the same even when the vehicles were driven with vents closed and windows up. Smoking was not permitted in the vehicles during the study. The average ratio of the hour average CO concentrations in the vehicles to fixed-site measurements was 3.9. However, this ratio decreases with increasing ambient CO levels. Although CO levels in the vehicles frequently exceeded 40 ppm and sometimes exceeded 60 ppm, the hour average CO concentrations did not exceed 35 ppm. Slow moving congested traffic is associated with higher CO levels in the vehicles than a high volume of traffic moving at a steady speed.     

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.     

Personal carbon monoxide exposures of preschool children in Helsinki, Finland—comparison to ambient air concentrations

The associations of personal carbon monoxide (CO) exposures with ambient air CO concentrations measured at fixed monitoring sites, were studied among 194 children aged 3–6 yr in four downtown and four suburban day-care centers in Helsinki, Finland. Each child carried a personal CO exposure monitor between 1 and 4 times for a time period of between 20 and 24 h. CO concentrations at two fixed monitoring sites were measured simultaneously. The CO concentrations measured at the fixed monitoring sites were usually lower (mean maximum 8-h concentration: 0.9 and 2.6 mg m⁻³) than the personal CO exposure concentrations (mean maximum 8-h concentration: 3.3 mg m⁻³). The fixed site CO concentrations were poor predictors of the personal CO exposure concentrations. However, the correlations between the personal CO exposure and the fixed monitoring site CO concentrations increased (−0.03–−0.12 to 0.13–0.16) with increasing averaging times from 1 to 8 h. Also, the fixed monitoring site CO concentrations explained the mean daily or weekly personal CO exposures of a group of simultaneously measured children better than individual exposure CO concentrations. This study suggests that the short-term CO personal exposure of children cannot be meaningfully assessed using fixed monitoring sites.     

Vehicle Occupant Exposure to Carbon Monoxide

Abstract

This paper focuses on the auto commuting micro-environment and presents typical carbon monoxide (CO) concentrations to which auto commuters in central Riyadh, Saudi Arabia were exposed. Two test vehicles traveling over four main arterial roadways were monitored for inside and outside CO levels during eighty peak and off-peak hours extending over an eight month period. The relative importance of several variables which explained the variability in CO concentrations inside autos was also assessed. It was found that during peak hours auto commuters were exposed to mean CO levels that ranged from 30 to 40 ppm over trips that typically took between 25 to 40 minutes. The mean ratio of inside to outside CO levels was 0.84. Results of variance component analyses indicated that the most important variables affecting CO concentrations inside autos were, in addition to the smoking of vehicle occupants, traffic volume, vehicle speed, period of day and wind velocity. An increase in traffic volume from 1,000 to 5,000 vehicles per hour (vph) increased mean CO level exposure by 71 percent. An increase in vehicle speed from 14 to 55 km/h reduced mean CO exposure by 36 percent. The number of traffic interruptions had a moderate effect on mean concentrations of CO inside vehicles.     

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.     

Analysis of air pollution in two major Korean cities: trends, seasonal variations, daily 1-hour maximum versus other hour-based concentrations, and standard exceedances

This study considers the characteristics of carbon monoxide (CO), nitrogen dioxide (NO(2)), ozone (O(3)) and sulfur dioxide (SO(2)) in two major South Korean cities, including the capital city of Seoul, over a time period of 7-8 years. Changes in the annual mean and percentiles of the daily 1-h maximum and other hour-based concentrations varied according to the compound and city type. Seasonal variations varied according to the compound, yet not with the city type. Both Seoul and Taegu exhibited lower O(3) concentrations in July compared to other summer months. There was a high degree of correlation between the daily 1- and 8-h maximum or daily mean concentrations of all compounds in both cities, with an R(2) of 0.66-0.90 at p<0.0001. It was indicated that for CO and O(3), the 8-h standard was more stringent than the 1-h standard, while for NO(2) and SO(2), the 1-h standard was more stringent than the 24-h standard. The correlation coefficients between the daily 1-h maximum and daily mean concentrations decreased as the maximum concentration values of NO(2), O(3 ), and SO(2) increased in the two cities. For all the target compounds, Seoul recorded a substantially higher frequency of days with concentrations above the relevant 1-, 8-, and 24-h standards compared to Taegu.     

Changes in air quality at near-roadway schools after a major freeway expansion in Las Vegas,Nevada

Near-roadway ambient black carbon (BC) and carbon monoxide (CO) concentrations were measured at two schools adjacent to a freeway and at an urban background school 2 km from the freeway to determine the change in concentrations attributable to vehicle emissions after the three-lane expansion of U.S. Highway 95 (US 95) in Las Vegas, Nevada. Between summer 2007 and summer 2008, average weekday small-vehicle volume increased by 40% ± 2% (standard error). Average weekday large-vehicle volume decreased by 17% ± 5%, due to a downturn in the economy and an associated decline in goods movement. Average vehicle speed increased from 58 to 69 mph, a 16% ± 1% increase. The authors compared BC and CO concentrations in summer 2007 with those in summer 2008 to understand what effect the expansion of the freeway may have had on ambient concentrations: BC and CO were measured 17 m north of the freeway sound wall, CO was measured 20 m south of the sound wall, and BC was measured at an urban background site 2 km south of the freeway. Between summer 2007 and summer 2008, median BC decreased at the near-road site by 40% ± 2% and also decreased at the urban background site by 24% ± 4%, suggesting that much of the change was due to decreases in emissions throughout Las Vegas, rather than only on US 95. CO concentrations decreased by 14% ± 2% and 10% ± 3% at the two near-road sites. The decrease in BC concentrations after the expansion is likely due to the decrease in medium- and heavy-duty-vehicle traffic resulting from the economic recession. The decrease in CO concentrations may be a result of improved traffic flow, despite the increase in light-duty-vehicle traffic.

ImplicationsMonitoring of BC and CO at near-road locations in Las Vegas demonstrated the impacts of changes in traffic volume and vehicle speed on near-road concentrations. However, urban-scale declines in concentrations were larger than near-road changes due to the impacts of the economic recession that occurred contemporaneously with the freeway expansion.     

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.     

Near-road air pollutant concentrations of CO and PM2.5: A comparison of MOBILE6.2/CALINE4 and generalized additive models

The contribution of vehicular traffic to air pollutant concentrations is often difficult to establish. This paper utilizes both time-series and simulation models to estimate vehicle contributions to pollutant levels near roadways. The time-series model used generalized additive models (GAMs) and fitted pollutant observations to traffic counts and meteorological variables. A one year period (2004) was analyzed on a seasonal basis using hourly measurements of carbon monoxide (CO) and particulate matter less than 2.5 μm in diameter (PM_2.5) monitored near a major highway in Detroit, Michigan, along with hourly traffic counts and local meteorological data. Traffic counts showed statistically significant and approximately linear relationships with CO concentrations in fall, and piecewise linear relationships in spring, summer and winter. The same period was simulated using emission and dispersion models (Motor Vehicle Emissions Factor Model/MOBILE6.2; California Line Source Dispersion Model/CALINE4). CO emissions derived from the GAM were similar, on average, to those estimated by MOBILE6.2. The same analyses for PM_2.5 showed that GAM emission estimates were much higher (by 4–5 times) than the dispersion model results, and that the traffic-PM_2.5 relationship varied seasonally. This analysis suggests that the simulation model performed reasonably well for CO, but it significantly underestimated PM_2.5 concentrations, a likely result of underestimating PM_2.5 emission factors. Comparisons between statistical and simulation models can help identify model deficiencies and improve estimates of vehicle emissions and near-road air quality.     

Evolution of vehicle exhaust particles in the atmosphere

Aerosol mass spectrometer (AMS) measurements are used to characterize the evolution of exhaust particulate matter (PM) properties near and downwind of vehicle sources. The AMS provides time-resolved chemically speciated mass loadings and mass-weighted size distributions of nonrefractory PM smaller than 1 microm (NRPM1). Source measurements of aircraft PM show that black carbon particles inhibit nucleation by serving as condensation sinks for the volatile and semi-volatile exhaust gases. Real-world source measurements of ground vehicle PM are obtained by deploying an AMS aboard a mobile laboratory. Characteristic features of the exhaust PM chemical composition and size distribution are discussed. PM mass and number concentrations are used with above-background gas-phase carbon dioxide (CO2) concentrations to calculate on-road emission factors for individual vehicles. Highly variable ratios between particle number and mass concentrations are observed for individual vehicles. NRPM1 mass emission factors measured for on-road diesel vehicles are approximately 50% lower than those from dynamometer studies. Factor analysis of AMS data (FA-AMS) is applied for the first time to map variations in exhaust PM mass downwind of a highway. In this study, above-background vehicle PM concentrations are highest close to the highway and decrease by a factor of 2 by 200 m away from the highway. Comparison with the gas-phase CO2 concentrations indicates that these vehicle PM mass gradients are largely driven by dilution. Secondary aerosol species do not show a similar gradient in absolute mass concentrations; thus, their relative contribution to total ambient PM mass concentrations increases as a function of distance from the highway. FA-AMS of single particle and ensemble data at an urban receptor site shows that condensation of these secondary aerosol species onto vehicle exhaust particles results in spatial and temporal evolution of the size and composition of vehicle exhaust PM on urban and regional scales.     

A Mercury Vapor Detector Based upon the Automatic Adjustment of Lamp Intensity to the Mercury Concentration

An office containing about 65 employees was found to have 8-h average CO concentrations of 18-26 ppm during a week in winter. On one Friday afternoon, 20 nonsmoking office workers had alveolar CO levels of 23 ± 3 ppm compared to levels of 8 ± 2 ppm in six nonsmoking workers in other offices in the same building. After a weekend at home, the affected office workers displayed reduced alveolar CO levels of 7 ± 2 ppm. The source of the high CO levels was attributed to a parking garage on the same level as the office. Closing fire doors and activating garage fans rectified the situation. The breath sampling method is found to require a correction factor based on the difference between the true alveolar CO and the CO level in the surrounding air. The methods and equipment employed in this study (personal air monitors, electronic data loggers, breath sampling) are recommended for screening and identifying potential CO problems in buildings with similar conditions.     

A new screening measure to identify potential carbon monoxide hotspots

To demonstrate conformity of transportation projects to National Ambient Air Quality Standards in accordance with State Implementation Plans, the U.S. Environmental Protection Agency (EPA) uses intersection level of service (LOS) as one of its major criteria for screening for potential carbon monoxide (CO) hotspots. Although intersection LOS is a measure of traffic volume, signal timing, and related congestion and delay, the assigned level reflects only the computed averaged stopped delay (ASD) per vehicle at the intersection. Thus, intersections can often operate at the same LOS but produce vastly different levels of predicted CO concentrations. For example, a two-lane approach operating at LOS D will produce very different levels of CO than a five-lane approach also operating at LOS D. This study explores the effectiveness of the LOS D criterion as a screen for identifying potential CO hotspots. The study results indicate that LOS is a poor predictor of potential CO hotspots when compared to results generated with the EPA-recommended micro-scale model CAL3QHCr. To more consistently screen out those intersections that will not be identified as CO hotspots using the micro-scale models, a new criterion, equivalent red-time vehicles (ERTV), is introduced. The modeling results using ERTV suggest that it is a more robust measure for identifying potential CO hotspots, and conversely, screening out those intersections that are not likely to be identified as hotspots using micro-scale simulation results.     

Comparison of indoor and outdoor concentrations of CO at a public school. Evaluation of an indoor air quality model

A field study was carried out to investigate the internal and external carbon monoxide (CO) concentration levels of a public school building in Athens, Greece. Simultaneous measurements of indoor and outdoor CO concentrations were conducted using a non-dispersive infrared analyzer. Measurements of mean hourly CO concentrations inside and outside the sampling room were conducted on a 24-h basis for 13 consecutive days during May and June 1999 and for 14 consecutive days during December 1999. The aim of the study was to investigate the attenuation pattern of external pollution levels within the building. The diurnal concentration variations reported for different days during the week show that indoor CO concentrations are in general lower than the respective outdoor levels, and that the morning peaks of indoor concentrations show a delay of 1 h or less compared to the morning peaks of outdoor concentrations. The measured indoor to outdoor concentration ratios show a seasonal variation. An indoor air quality model for the prediction of indoor concentration levels developed by Hayes (J. Air Pollut. Control Assoc. 39 (11) (1989) 1453; J. Air Waste Manage. Assoc. 41 (2) (1991) 161) is coded as a computer program and evaluated using the experimental data. The model results are in good agreement with the indoor concentration measurements, although in some cases the model cannot respond adequately to sharp outdoor concentration changes. The ratio between measured and predicted daily maximum indoor concentration ranges between 0.88 and 1.23. The regression curve between predicted by the model and measured hourly indoor concentrations, for a continuous period of 96 h, has a slope of 0.64 and a coefficient of determination (R²) of 0.69.     

Contributions to CO concentrations from biomass burning and traffic during haze episodes in Singapore

Prediction of ambient carbon monoxide (CO) due to haze in the presence of transportation sources at a busy expressway site in Singapore was made using street Canyon and Gaussian line source modules of a regional-scale Indic Airviro dispersion model for the haze episodes that occurred in the years 1994 and 1997. The fleet average emission factors for each vehicle category were estimated from US EPA MOBILE 5 A guidelines as a function of speed, vehicle deterioration rates and model years. One hour CO concentrations during the non-haze period for the year 1995 were first simulated and compared with measured readings to test the accuracy of the proposed approach. The calibrated model was then used to compute hourly CO values for the 1994 and 1997 haze episodes. The difference between the modeled CO values with and without haze provided CO contribution due to haze. An analysis of CO values estimated through modeling with experimental measurements made during haze periods confirmed this unique approach to establish concentration of CO due to haze in the presence of transportation sources.     

A New Screening Measure to Identify Potential Carbon Monoxide Hotspots

ABSTRACT

To demonstrate conformity of transportation projects to National Ambient Air Quality Standards in accordance with State Implementation Plans, the U.S. Environmental Protection Agency (EPA) uses intersection level of service (LOS) as one of its major criteria for screening for potential carbon monoxide (CO) hotspots. Although intersection LOS is a measure of traffic volume, signal timing, and related congestion and delay, the assigned level reflects only the computed averaged stopped delay (ASD) per vehicle at the intersection. Thus, intersections can often operate at the same LOS but produce vastly different levels of predicted CO concentrations. For example, a two-lane approach operating at LOS D will produce very different levels of CO than a five-lane approach also operating at LOS D.

This study explores the effectiveness of the LOS D criterion as a screen for identifying potential CO hotspots. The study results indicate that LOS is a poor predictor of potential CO hotspots when compared to results generated with the EPA-recommended micro-scale model CAL3QHCr. To more consistently screen out those intersections that will not be identified as CO hotspots using the micro-scale models, a new criterion, equivalent red-time vehicles (ERTV), is introduced. The modeling results using ERTV suggest that it is a more robust measure for identifying potential CO hotspots, and conversely, screening out those intersections that are not likely to be identified as hotspots using micro-scale simulation results.     

Exposure of Drivers to Carbon Monoxide

Eleven new cars were driven around a 35 km route comprising heavily trafficked roads in and around London, and the concentrations of carbon monoxide inside and immediately outside the vehicles were continuously monitored. Average levels of CO between 12 and 60 parts per million were found inside the cars, and these levels were between 30 and 80% of the external concentrations. The internal levels varied according to external changes but the changes were greatly damped by the buffering effect of the ventilation system. Differences in internal CO levels were more marked between vehicles than for different runs in the same vehicle and were probably due to differences in the ventilation systems.

Blood carboxy-hemoglobin concentrations which would arise from the CO exposures were calculated. Published data suggest that carboxy-hemoglobin concentrations within the range found (1.5-3.0%) would not be expected to produce an adverse effect on health; there are conflicting views as to whether driving performance would be impaired.     

Epidemiological Bases for Possible Air Quality Criteria for Carbon Monoxide

Exposures to adequate environmental levels of CO will increase COHb concentrations in human subjects. The amount of this increase is reasonably predictable, and must be considered in relation to exposure to CO in inhaled cigarette smoke as well as to occupational and domestic exposures. The increase in body COHb will result in some degree of impairment of tissue oxygenation.

Methods for estimating COHb levels in large populations are relatively simple. The assumption that an exposure to 30 ppm CO for eight hours will produce on the average, an increase in COHb of 5%, has been substantiated by available data.

Exposure for five hours to between 10 and 12 ppm of CO has been shown to increase the COHb levels in nonsmokers by at least 0.5%. Such an increase adds appreciably to the body burden of COHb in those who do not already have such a body burden from cigarette smoking. Longer exposures could have produced a somewhat greater increase.

Apart from increases in COHb, three possible effects have been a source of major consideration in epidemiologic studies. The first is the production of some persistent toxic reaction. This possibility has been examined with respect to occupational exposure, and the evidence for the occurrence of such a condition is insufficient.

The possible contribution of ambient community CO exposure to the mortality of persons hospitalized with myocardial infarction has been investigated. The evidence suggests that daily average CO values in excess of about 10 ppm may be associated with an increase in mortality in hospitalized patients with myocardial infarction. Substantiation of this impression will require a study of the prognosis of myocardial infarction patients in relationship to COHb levels measured at admission to the hospital.

Finally, in two studies, persons driving motor vehicles which were involved in accidents had higher COHb levels than "control" populations. Controls were not ideal, however. Possible mechanisms by which CO might affect the ability to drive a motor vehicle is suggested in the available data on CO effects upon visual sensitivity, psychological test performance and accurate estimation of time intervals. As little as 2 percent COHb can produce these effects in laboratory studies, and the available epidemiologic information confirms that such an increase in COHb levels among drivers might influence the frequency of accidents.

Specific areas where research is indicated to clarify uncertainties relating to health effects of CO are: 1. The increment in COHb which can be produced by exposures to an average of 20 ppm CO for an eight hour period and the increment which can be produced by 15 ppm for such a period and by 10 ppm for up to twenty-four hours.

2. The relationship of ambient CO levels and of COHb levels to the survival of hospitalized patients with myocardial infarction.

3. The prognostic significance with respect to cardiovascular conditions of elevated levels of COHb.

4. The relationship, if any, between ambient CO and COHb levels and the occurrence of motor vehicle accidents when weather and driving conditions, cigarette smoking, alcohol and drug use, and other factors are adjusted and controlled.