&EPA
United States
Environmental Protection
Agency
Office of Monitoring Systems and EPA-600 4-82-002
Quality Assurance March 1983
Washington DC 20460
Research and Development
Carbon Monoxide
Intrusion in
Sustained-Use
Vehicles
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EPA-600A-82-002
March 1983
CARBON MONOXIDE INTRUSION IN
SUSTAINED-USE VEHICLES
by
1
R. A. Ziskind, M. B. Rogozen, I. Rosner and T. Carlin
Science Applications, Inc.
1801 Avenue of the Stars, Suite 1205
Los Angeles, California 90067
Contract Number
68-02-3220
Project Officer
Ronald Drago
Environmental Monitoring Branch
Environmental Monitoring Systems Laboratory
Research Triangle Park, North Carolina 27711
ENVIRONMENTAL MONITORING SYSTEMS LABORATORY
OFFICE OF RESEARCH AND DEVELOPMENT
U. S. ENVIRONMENTAL PROTECTION AGENCY
RESEARCH TRIANGLE PARK, NORTH CAROLINA 27711
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NOTICE
This document has been reviewed in accordance with
U.S. Environmental Protection Agency policy and
approved for publication. Mention of trade names
or commercial products does not constitute endorse-
ment or recommendation for use.
11
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PREFACE
Section 226(a) of the 1977 Clean Air Act Amendments requires a study of
carbon monoxide intrusion into sustained-use motor vehicles, such as school
buses, taxis, and police vehicles. On April 25, 1979, the Environmental
Protection Agency, jointly with the Department of Transportation, transmitted
to the Congress a report on the first of a two-phased study of carbon monoxide
intrusion. This consisted of a literature survey and the results of a pilot
study of 37 vehicles.
The present report, prepared exclusively for EPA, includes the results of
an extensive study of more than 1,000 vehicles. Exposure levels have been
measured, and major sources and pathways identified. Available methods of
monitoring and testing vehicles for the presence of carbon monoxide were
tested and evaluated in the study, and their relative costs and advantages
were analyzed.
Not addressed in this report, however, are two elements specifically
mentioned in section 226(a) of the statute. Among other things, this section
directed EPA to do a study of health effects of the CO levels encountered by
the driver and passengers in sustained-use vehicles. Considerable reliable
health effects information has been continually accumulating on this subject
for several years. Much of it is contained in EPA's criteria documents on
carbon monoxide." Rather than duplicate work already done, EPA concentrated
on determining exposure levels. These levels, together with criteria document
data, constitute a complete set of the information .required to estimate
probable health effects associated with the observed ^xposure levels.
A second requirement in section 226(a) was to compare the costs and
benefits of alternative strategies for attaining and maintaining acceptable
levels of carbon monoxide in the passenger area of such vehicles. The Agency
decided at the beginning of the research project to use existing and ongoing
cost-benefit analyses on CO as the basis for a comparison. However, no
detailed comparison was prepared by the Agency.
*Air Quality Criteria for Carbon Monoxide. U.S. DHEW. Washington, D.C.,
March, 1970. AP-62.
Air Quality Criteria for Carbon Monoxide. U.S. EPA. Washington, D.C.,
October, 1979- EPA-600/8-79-022.
i i i
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ABSTRACT
This field investigation was begun with the overall objective of
measuring carbon monoxide (CO) levels in the passenger area of sustained-use
vehicles (principally buses, taxis, and police cars). In addition to the
major objective, attempts were made to identify traffic and environmental
conditions, vehicle types, and operating conditions which could lead to
relatively high interior CO exposures. Further, researchers wanted to iden-
tify major intrusion mechanisms for such vehicles and to evaluate methods
for quickly identifying possible hazardous vehicles.
CO was measured with passive dosimeters, active personal samplers, and
continuous electrochemical analyzers. A tracer gas system was used to iden-
tify intrusion pathways.
Over 1,000 vehicles were tested in two cities. All vehicles were in use
as part of a working fleet at the time of testing. However, because of the
lack of nationwide coverage, it is not possible to extrapolate the findings
of this study to the nation as a whole. In over 50% of the 132 vehicle trips
checked by personal samplers, the average CO concentration exceeded the
National Ambient Air Quality Standard of 9 ppm over 8 hours. In 5% of the
cases, the OSHA standard of 50 ppm average for 8 hours was exceeded.
Sources of fugitive emissions and intrusion pathways were identified in
all vehicles which had elevated CO levels. Carbon monoxide was found to be
transmitted to the passenger area of police vehicles and taxicabs through the
trunk and the rear seat and parcel shelf. Principal CO sources were leakage
from the rear of the exhaust system or the actual tailpipe exhaust. In
addition, some vehicles with catalytic converters had high CO levels. School
buses exhibited severe intrusion leaks at the rear emergency door seal, the
heater or windshield hose, and the fittings along the exhaust system.
This report was submitted in fulfillment of Contract No. 68-02-3220 by
Science Applications, Inc., 1801 Avenue of the Stars, Los Angeles, California,
under the sponsorship of the U.S. Environmental Protection Agency. This
report covers a period of March, 1979, to June, 1979, and work was completed
as of November 15, 1979-
iv
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CONTENTS
Preface i i i
Abstract iv
Figures vi
Tables ix
Acknowledgements xi
1. Introduction 1
2. Conclusions 2
3- Experimental Procedures 5
k. Experimental Results 27
5. Discussion of Results 89
References 91
Appendices 92
A. Experimental Procedure Data Sheet 92
B. Quality Assurance Procedures 101
C. Summary Data Sheets 113
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FIGURES
Number Page
3-1 Field Measurement Program Flow 7
3-2 Stage 1A Stain Tube Dosimeter 10
3-3 Stage IB Personal Digital Reader, Personal
Dosimeter, and Pump 12
3-4 Stage 2 Instrumentation - Continuous Analyzers
and Dual Recorder 12
3~5 Exhaust System Inspection and Leak Detection Utilizing
CO Monitor 19
3-6 Clearing of SF, From a Police Car in Between Tracer Gas
Tests , 22
3-7 Special Test Equipment - SF, fnjection System 22
3~8 Detection and Recording Equipment 23
3-9 Sample SF, Test Recording Trace 25
4-1 Sustained-Use Vehicles 29
4-2 Sustained-Use Vehicles 29
4-3 Sustained-Use Vehicles 30
4-4 Sustained-Use Vehicles 30
4-5 Sustained-Use Vehicles 31
4-6 Duration of Bus and Taxi Rides for Glass Stain Tube
Dosimeter Measurement 33
4-7 Cumulative Distribution of Personal Sampler Readings 39
4-8 Typical Monitoring Record , Itl
4-9 Technical Data Sheet Comments 42
VI
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4-1Q Time Distribution of CO Concentration l,nside
Vehicle B-2-A-1148 44
4-11 CO Concentrations Outside and tnside Vehicle T-l-A-588 ... 44
4-12 CO Concentrations Outside and Inside Vehicle B-2-A-1095 . . 47
4-13 CO Concentrations Outside and Inside Vehicle T-2-A-67 • • • 47
4-14 An Identified Leak in the Muffler Exterior Utilizing CO
Monitor 51
4-15 Two Potential Intrusion Points Identified in a School Bus:
4-16 (1) A Damaged Protective Rubber Boot Around the Emergency
Brake; (2) A Seal in a Poor Condition Around the Rear
Emergency Door 54
4-17 Transfer Function Distribution at Three Simulated Carbon
Monoxide Release Locations For School Buses 59
4-18 Transfer Function Distribution at Three Simulated Carbon
Monoxide Release Locations for Taxicabs and Police Cars . . 60
4-19 Tailpipe Configurations Favoring Intrusion 62
4-20 Tailpipe Configurations Favoring Intrusion 62
4-21 Engine Compartment Seal Gap 63
4-22 Missing Seal at Windshield Bottom 63
4-23 Holes in a Taxicab Trunk 64
4-24 Sheet Metal Junction Gap in Vehicle Underbody 64
4-25 Coupling Leak at Muffler 65
Form A-l Information Sheet 93
Form A-2 Important Notice to School Bus Drivers 94
Form A-3 Data Sheet, Glass Tube Dosimeters . 95
Form A-4 Volunteer Driver Request Letter 96
Form A-5 Personal Sampler Information Sheet 97
Form A-6 Data Sheet, Personal Sampler 98
Form A-7 Fleet Testing Log, Stage 2 ,..,.... 99
VI I
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Figure A-l Sample Continuous Analyzer Trace
1OA
B-l Schematic of Personal Sampler Humidification System
B-2 Error Bands for Glass Stain Tube Dosimeter Reading
VIM
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TABLES
Number Page
3-1 Summary of the CO Measurement/Detection Devices
Utilized 11
3-2 Vehicle Inspection Form 14
3~3 Summary of Data From Vehicle Inspections and Stain
Tube, Personal Sampler, and Continuous Analyzer
CO Measurements 16
3-4 SF, Sample Test Log 26
4-1 Selected Fleet Characteristics 28
4-2 Number of Vehicles Measured 34
4-3 Results of Glass Tube Dosimeter Measurements 35
4-4 Results of Personal Sampler Measurements 37
4-5 Analysis of Selected Continuous Monitoring Data;
(1) Time-Weighted Average CO Concentrations 43
4-6 Analysis of Selected Continuous Monitoring Data:
(2) Peak Interior and Exterior Concentrations and Relations
Between Interior and Exterior Levels .... 45
4-7 Summary of Vehicle Exhaust System Leak Locations
Determined by CO Monitor Test Procedures 49
4-8 Summary of Potential CO Vehicle Intrusion Pathways
Identified by Inspection Procedures 52
4-9 Carbon Monoxide Intrusion Pathways Identified in
School Buses During Idling and On-The-Road Operation 55
4-10 Carbon Monoxide Intrusion Pathways Identified in Taxi
Cabs and Police Cars During Idling and On-The-Road Operation . . 56
4-11 Carbon Monoxide Intrusion Transfer Function During
Idling Operation in School Buses, Taxi Cabs, and
Pol ice Cars 57
IX
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4-12 CO Intrusion Transfer Function During On-The-Road Operation
in School Buses, Taxi Cabs, and Police Cars ^
B-l Calibration Data for Glass Stain Tube Dosimeter 102
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ACKNOWLEDGEMENTS
Performing this research required the cooperation of a great many agen-
cies and individuals. We appreciate the efforts of the EPA Project Manager
Ronald Drago for his technical supervision and facilitation of his agency's
activities. The involvement of EPA staff in Boston, Washington, D.C., and
Denver was very helpful to our field testing tasks. We especially recognize
the assistance of Barry Levine and Lance Wallace in this matter.
At each fleet, a number of individuals provided important assistance to
the project. Without their cooperation, no vehicles could have been tested.
We acknowledge below only our principal fleet contacts. We recognize,
however, that many others, including drivers and support staff, contributed to
the completion of the project.
Denver Public Schools
Boston School District
Cherry Creek District
Jefferson County District
Yellow Cab, Denver
Colorado Department of Health
Colorado Highway Patrol
Associated School Bus Service
Boulder School District
Red Cab Company
Mass. Dept. of Env. Quality
Denver Police
Gerald Elledge
Arthur Gilbert
Robert DeJiacomo
Julian MacDonnell, Monroe Mayo
George Pior
Jerry Korrell
Captain Richard Downey
Barry Bland
Bernard Ryan
Ned McCarthy, Andy Keogh
John Clement
Division Chief Smith
Several other organizations requested anonymity and are, therefore, not
cited. We extend our appreciation to the field technicians and the special
testing phase staff: James McNally, Mark Dilley, Mary Hart, Denise Laverty,
Steve Feinstein, Norman Allers.
We appreciate the effort of Rhona Lubaroff in preparing and editing the
manuscript.
XI
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SECTION 1
INTRODUCTION
Concern has been expressed in recent years over the possibility that
motor vehicle passengers are exposed to potentially harmful levels of carbon
monoxide (CO). The health effects of carbon monoxide are relatively well
characterized, and both ambient and occupational exposure limits have been
set by federal and state agencies. Relatively little is known, however, about
the concentrations to which riders of sustained-use passenger vehicles (prin-
cipally buses, taxis, and police cars) are exposed. Section 226 of the Clean
Air Act Amendments of 1977 directed the U.S. Environmental Protection Agency
(USEPA) to perform a study of these exposures. In 1978, a literature review,
evaluation of CO monitoring devices, and a pilot measurement study were per-
formed for the USEPA (Ziskind, et al., 1978). The present work consisted of
a full field investigation of CO levels in school buses, taxis, and police
cars in two metropolitan areas.
The objectives of the field study were:
1. To obtain sufficient data to determine whether CO concentrations
in the passenger area of sustained-use vehicles may be of poten-
tial health concern;
2. To identify traffic conditions, vehicle types, and operating
conditions which could lead to relatively high interior CO
exposures; and,
3. For vehicles having high observed CO levels, to identify major
intrusion mechanisms.
Section 2 contains the conclusions of this study. Experimental
procedures and results are presented in Sections 3 and k, respectively.
The following three key program topics are discussed in detail in Section
5: (a) experience with measurement procedures and instrumentation; (b)
intrusion mechanisms; (c) the relationship between fixed site monitoring
data and passenger exposure. In addition, quality assurance procedures are
described in Appendix B.
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SECTION 2
CONCLUSIONS
Since the vehicles were selected in a non-random fashion from only two
cities, the conclusions reported below apply only to the vehicles actually
measured. Consequently, data from these vehicles should not be extrapolated
to the national scene.
Conclusions from the results of this study were drawn in three general
areas:
I. The adequacy of the research protocol and instrument
performance;
II. The distribution of CO exposure in the vehicle study
population; and,
III. The mechanisms underlying intrusion of CO into vehicle
interiors.
The following conclusions were reached:
1. The sequential use of passive stain tubes, personal samplers,
and continuous analyzers was successful in developing a
statistical base with which to determine the distribution of
CO exposure in the test population.
2. An improvement in the measurement sequence would be to increase
the frequency of placing stain tubes side-by-side in vehicles
in order to improve precision.
3. In greater than 50 percent of the 132 vehicle trips measured by
personal sampler, the average CO concentration exceeded the
National Ambient Air Quality Standard of 9 ppm over 8 hours.
Typically, the CO level measured inside or immediately outside
the vehicle significantly exceeded the value recorded by the
nearest fixed site monitoring station. Vehicle self-contami-
nation does not appear to be the cause of this disparity.
Rather, it is postulated that the proximity of the vehicle to
the emission sources accounts for the difference between
vehicle and fixed site monitor concentrations.
4. The Occupational Safety and Health Administration (OSHA)
standard of 50 ppm average over an 8-hour period was exceeded
in 5 percent of the cases, as measured by personal sampler.
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5. The three-stage instrumentation sequence, plus a more detailed
vehicle inspection, continuous analyzer examination, and
gaseous tracer testing enabled the identification of the source
of fugitive emissions and intrusion pathways in all vehicles which
had elevated CO levels. In addition, all vehicles which had either
elevated CO levels or interior concentrations in excess of the
exterior over a significant time fraction of a trip, were found to
have both exhaust system leaks and pathways through to the
passenger areas. Conversely., it was not always true that the
presence of an exhaust system leak and an intrusion pathway
resulted in elevated interior levels of CO.
6. Total mileage, age, manufacturer, or mileage since last tuneup are
not useful for identifying high-exposure vehicles. Ratheir, only
after a careful inspection for intrusion pathways and confirmation
of the existence of CO leakage sources is it possible to demon-
strate a relation between sources and high exposures. In certain
cases, however, it was possible to identify an intrusion mechanism
(source and/or pathway) which was common to all high-CD vehicles
of a given type. Knowledge of this characteristic may be useful
for future fleet observation and maintenance.
7. The greatest potential for accumulation of CO within a vehicle
(over and above the immediate external concentration) exists when
doors, windows and vents are all closed. Therefore, the combina-
tion of elevated winter ambient CO levels and concomitant vehicle
closure pose the greatest potential hazard.
8. Carbon monoxide was observed to be transmitted into the passenger
area of police vehicles and taxicabs through the trunk and the
rear seat and parcel shelf. The principal CO sources were leakage
from the rear of the exhaust system or the actual tailpipe exhaust.
This pathway was observed more frequently than had been expected.
Other important leak areas were the vertical inlet seal and the
engine exhaust manifold.
9. Some vehicles with catalytic converters had high CO levels. Leaks
in the exhaust systems of these vehicles were severe and of great
potential importance. These leaks were not associated with the
catalytic converter itself, but instead were leaks located at the
junction points of the exhaust system. Since some of these leaks
are located near the driver, transmission of CO from these sources
into the vehicle interior may be of some consequence. Heat, vibra-
tion, and material degradation are suspected causes. It is not
possible to evaluate the scope of this problem without additional
data; however, consideration must also be given to the importance
of these leaks on vehicles equipped with catalytic converters, as
sources of ambient carbon monoxide. The vehicle exhaust, after
passing through the catalytic converter, may meet the emission
standard. However, sizable leaks prior to the converter can con-
tribute levels of pollutants higher than expected.
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10. Among school buses with excessive interior CO levels, severe
intrusion leaks were most often noted at the rear emergency door
seal (13 leaks in 14 buses tested), the heater or windshield water
hose (11 of 14), and the fittings along the exhaust system,
particularly the manifold to head pipe (11 of 15), and the muffler
tailpipe (9 of 15).
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SECTION 3
EXPERIMENTAL PROCEDURES
SELECTION OF SITES AND PARTICIPANTS
Suitable locations in which to perform this study were considered to
be those where (a) elevated ambient CO concentrations were known to be
present, (b) stationary monitoring sites would be able to provide data in
a usable format for comparison to vehicle measurement data, (c) a sufficient
number of test vehicles were identified, and (d) fleet operators had ex-
pressed a willingness to cooperate.
Since a number of major cities satisfy these requirements, it was
necessary to further define the criteria for city selection, incorporating
other factors which will assist in providing the most useful data base for
generalizing to the national scene. Specifically, since higher altitude
plays a role in aggravating both the vehicle emission factor for CO and also
the resultant physiological condition of hypoxia, the Denver area, having
satisfied the other criteria, was chosen for testing. The second city
chosen was Boston. It was typical of the several eastern cities under
consideration and had a well traveled and congested downtown area with many
"urban canyons", tunnels, and covered expressways, and a diversity of bus
and taxi models.
Cooperating relationships were established with a number of companies
and agencies to make available a sufficient number of vehicles for testing.
The following groups participated:
Denver Public School District
Jefferson County School District
Cherry Creek School District
Boulder Valley School District
Denver Metropolitan Police
Yellow Taxi - Denver
Colorado State Patrol
ARA Bus Lines
Red Cab Company
Additionally, relationships were established with the cognizant air
pollution monitoring agencies in Denver and Boston in order to obtain hourly
average CO concentrations at fixed site stations near the routes for which
our CO measurements were made. The applicable agencies are the Air Pollution
Control Division of the Colorado Department of Health and the Massachusetts
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Department of Environmental Quality, which have six and five stations, re-
spectively.
MEASUREMENT STRATEGY
Section 226 of the Clean Air Act Amendments of 1977 requires a study of
". . .sources and levels of carbon monoxide in the passenger area . • ."of
sustained-use vehicles. Therefore, it is clear that both the interior con-
centrations of CO and their causal factors need to be identified and quanti-
fied in a statistically significant manner. To obtain this information
cost-effectively, a multiphased field measurement program was formulated.
The objectives of this testing were to:
• Develop baseline CO concentration statistics for a
large number of randomly selected vehicles from specific
classes of sustained-use vehicles in normal operation;
and, to
• Isolate, identify, and quantify factors of vehicle design,
use, physical condition, maintenance, driver or passenger
control, and exposure to external conditions which may be
associated with elevated interior CO levels.
Four types of instrumentation were employed in sequence: glass stain tube
dosimeters, personal samplers, continuous monitors, and, for a select group
of vehicles, tracer gas detectors. Figure 3~l outlines the field measurement
program.
Glass Stain Tube Dosimeters (Stage 1A)
First, a passive cumulative dosimeter in the form of a stain tube
mounted on a 3 x 5 inch card was affixed to a reference location in the
vehicle. The stain length reading along with the exposure duration yield
a cumulative CO concentration over the measurement period. (The method used
for calibrating the stain tubes is described in Appendix B.) Such readings
were taken on 100 percent of the study vehicle population.
The MSA glass tube indicators were used as follows. The tubes were
severed at a prescribed scratch mark, labeled with an identification number,
and placed in the vehicle immediately prior to departure. On buses, the
primary location was the dashboard or a window area at the driver's head
level. The secondary bus location used was the underside of the rearmost
accessible seat. For taxi-cabs and police vehicles, tubes were placed on
the dashboard on the driver's side. Returns to the school bus depot during
the mid-day activity were logged and accounted for with simultaneous depot
readings taken by a continuous analyzer.
Information sheets were compiled for each of the vehicles measured by
this device. They included physical inspection observations, maintenance
information, route data (as appropriate), manufacturer.specifications and
other data which would be useful in evaluating measurement results and
planning further testing. In certain cases,'several cards were simultane-
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Figure 3~1 Field Measurement Program Flow
Passive Stain
Tube Cards
- Affixed to
Vehicle Location
- Widespread
Distribution
Personal Sampler
Monitoring
- Driver or
Passenger
Worn
- Affixed to
Vehicle
Location
Technician
Di rected
Monitoring
- Ambient
and
Interior
- Normal and
Directed
Operating
Conditions
Controlled
Intensive
Testing
- Various Conditions
and Locations
- Tracer Gas, CO
or Vehicle Emission
Measurements
Data Analyses
• Average. Extremum
and Distribution
of Exposures
t Pinpoint Follow-
up Testing
Data Analyses
i Evaluate Impact
of Potential
Factors
• Assess Causes of
Personal Sampler
Extremum Cases
• Identify Worst-
Case Vehicles and
Conditions
for Controlled
Intensive Testing
Analyses and Documentation
• Statistical Analyses
• Study Methodology,
Conclusions and
Recommendations
Data Analyses
• Identify and Intensively
Characterize Sources, Pathways
and Conditions Causing Significant
Concentrations
• Quantify Effectiveness of Controls
and Mitigating Measures.
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ously placed in vehicles as part of the quality assurance procedures (see Ap-
pendix B) or to measure the distribution of carbon monoxide within the vehicle.
Some readings were repeated on separate days to provide additional data and
vehicle intercomparison, to check repeatability, and to further examine inter-
relationships with fixed site monitor readings.
The stain tube readings contributed principally to the first specified
program objective, i.e., to develop baseline CO concentration statistics for
a large number of randomly selected vehicles. A second purpose was to facili-
tate the selection of a proper representative test sample for measurement with
the limited number of personal sampler and continuous analyzer instruments at
our disposal. This was achieved by measuring virtually 100 percent of the ve-
hicles with stain tubes and characterizing each fleet by its distribution of
CO concentrations. There was little expectation that the stain tube data
would be useful to identify individual mechanisms which influence CO concen-
tration, although individual high-CO vehicles were identified and scheduled
for follow-up investigation.
Personal Samplers (Stage 1B)
Personal samplers were used in the next measurement phase. The units
each consisted of a dosimeter (Energetics Science®Model 9000) in combination
with a Dupont® Model P200 pump. It was desired to sample across a broad range
of vehicle types, locations, and other design and inspection parameters. In
addition, the results of the glass tube sampler readings were considered in
order to select a representative distribution of exposure ranges. Personal
dosimeters were issued to drivers immediately before they started their work
shifts. The technician first started the pump, zeroed the dosimeter, and
then affixed the sampler with the inlet tube near the breathing zone. Drivers
were given information sheets and verbal instructions to reinforce the desired
standard procedure. In the great majority of cases, only non-smokers were
instrumented. The only important exception was for one of the taxicab fleets
in which drivers and/or passengers smoked during approximately 90 percent of
the runs. Start and stop times, final reading, drivers' approximate locations
during the work shifts, and vehicle identification numbers were compiled for
each corresponding time period in order to facilitate,the determination of
total CO exposure and the vehicle-induced contribution.
These instruments provided a more precise measure of personal exposure
than the glass tubes and required no subjective judgement, since a digital
reader was used. In stage 1B, only the specific route information for the day
of testing was added to the information compiled on each vehicle during the
Stage 1A (stain tube) measurements. Coincidence between elevated Stage 1A and
Stage 1B readings was tested as was the correlation between each category of
vehicle information and the dosimeter value.
Continuous Monitoring (Stage 2)
Stage 2 testing employed two continuous reading instruments coupled to
a dual channel recorder. Some vehicles were selected for testing because they
exhibited high glass tube and personal sampler readings. Also designated for
testing were vehicles of specific manufacturers, mileage ranges, configuration,
8
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routes, and various other features. A technician was present throughout to
direct the testing and record information.
The instrumentation used consisted of InterScan®Model 1146 CO analyzers
and dual pen Soltec® Model VP-6723S recorders. Air was sampled from locations
outside and inside the vehicle through Teflon®tubes connected to the analyzer
input. This arrangement permitted later comparison of interior and exterior
levels and identification of conditions under which extreme absolute concen-
trations and differences (positive and negative) between interior and exterior
readings occurred. Comparisons with fixed site station monitor data were also
made.
The technician noted the occurrence of particular conditions by placing
an alpha-numeric coding on the chart with a corresponding description upon a
trip log sheet. Later, this enabled the researchers to know the operating
conditions at every instant and to interpret findings. Furthermore, portions
of the continuous traces were selected, as appropriate, for computing averages
by planimeter techniques. Each measurement sequence lasted several hours;
therefore, a large number of operating and external conditions were observed
and tracked. During a typical vehicle run of approximately two hours, it was
possible to measure CO at all interior locations under the full spectrum of
operating conditions.
Finally, for a limited number of specific vehicles, a series of special
tests were conducted to ascertain the mechanisms responsible for elevated con-
centrations of CO found during prior testing. The measurement techniques,
approach, and data evaluation are described in Section 3, page 14.
INSTRUMENTATION
In each stage of testing, a different type jjf CO detection instrument
was used. In the initial survey phase, the MSA®CO Dosimeter Model 3 shown in
Figure 3-2 was utilized. A summary of its principal characteristics, along
with those of the other CO detectors employed in the program, is provided in
Table 3~1- Limitations affecting its accuracy include the narrow spacing be-
tween stain length indicator marks and the difficulty o-f discerning the stain
migration boundary.
The personal sampler unit consisting of the Energetics Science dosimeter
and Dupont®pump is shown in Figure 3~3- Also shown is a digital display read-
er. The sampler unit was worn on the person in a manner suitable to the in-
dividual's attire. This instrument also produced a cumulative reading of CO
exposure. The continuous analyzer, InterScan ©Model 1146, and Soltec®dual
channel recorder are shown in Figure 3-4- The usual configuration consisted
of two analyzers strapped onto a single recorder. Instrumentation for the
special testing phase, consisting principally of a sulfur hexafluoride (SF,)
tracer gas generator and detector system, are discussed in Section 3. page 22.
VEHICLE INSPECTION
Information on each vehicle was obtained in order to examine a range of
factors which might show a correlation with elevated CO levels. If such
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Figure 3-2
Stage 1A Stain Tube Dosimeter
SERIAL NO VEHICLE 1.0..
CO DOSIMETER MODEL 3
13tT4611_Z6. «
f f\t kiiri -y .
DATE
START TIME
0 t 2 3 4 S mm END TIME
STAIN LENGTH
Manufactured by
MINE SAFETY APPLIANCES COMPANY
PITTSBURGH. PENNSYLVANIA. U.S.A.. 152O8
CARBON MONOXIDE VEHICLE INTRUSION STUDY
I )
Performing Contractor: Science Applications Inc.
La Jolla, California
Sponsoring Agency: U.S. Environmental Protection Agency
Research Triangle Park
North Carolina
10
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Table 3-1
SUMMARY OF THE CO MEASUREMENT/DETECTION DEVICES UTILIZED
CLASS
CUMULATIVE DOSIMETER
CUMULATIVE DOSIMETER
CONTINUOUS ANALYZER
MANUFACTURER
MODEL
APPROXIMATE COST
MEASUREMENT PRINCIPLE
TYPE OF MEASUREMENT
RANGE
ACCURACY
SENSITIVITY (M.D.L.)
ZERO STABILITY
RESPONSE
SIZE
WEIGHT
POWER
TEMPERATURE RANGE,°C
HUMIDITY RANGE,%R.H.
POSITION SENSITIVE
VIBRATION SENSITIVE
PRINCIPAL INTER-
FERENCES
CALIBRATION
COMMENTS
Energetics Sciences, Inc.
Ecolyzer 9000
$450 and Reading Kit $960
Electrochemical
Cumulative
0-1638 ppm-hrs
± 15% of reading
1 ppm-hr
0.5 ppm/day
< 30 sec to 90%
18.4 in3
9 oz.
Battery
0-40
0-100
No
No
Span Gas
Humldifi cation Required
MSA
CO Dosimeter Model 3
^ $1 (in quantity)
Stain Tube
Cumulative
35 ppm x 1 day, x 7 days
± 25%
35 ppm
3" x 5" x 1/4"
1/2 ounce
None
0-40
0-95
No
No
HO, HoS, Co^4
None
Avoid Direct sunlight
InterScan Corp.
CO Analyzer Model 1146
$1175
Electrochemical
Continuous
0-50; 0-100*
+ 2% F.S.
1% of F.S.
± 1% F.S./day
90% in 20 sec.
7V x 6" x m"
8 Ibs
Rechargeable Battery
-7-38
0-100
No
No
Some Unsaturated HC
Span Gas
* Other Ranges Available
-------
Figure 3-3. Stage IB Digital Reader, Personal Dosimeter and Pump
Figure 3~^- Stage 2 Instrumentation - Continuous Anal
Recorder
yzers and Dual Channel
-------
relationships could be established as statistically significant, such para-
meters could be used as predictive tools for identifying corrective actions
to be taken in order to reduce CO concentrations. The vehicle inspection
forms that were used are shown as Table 3-2. In order to complete these
required the physical inspection of each vehicle, the review of maintenance
records, and discussions with dispatchers and/or drivers. This information
was listed, coded, and presented with CO test data on worksheets of the form
given as Table 3~3-* Additional information was recorded such as from item
#16 of the Vehicle Inspection Form. Comments such as "noting the odor of
exhaust" or "especially heavy traffic" were appended. Codes were devised to
indicate the presence or absence of intrusion points, route location, condi-
tion of the exhaust system, etc. Monitoring data were also tabulated on these
worksheets. Chi square analyses were performed to compare the expected and
observed frequency of occurrence of each parameter versus the level of
CO concentration measured. This considered, for example, the relationship
between CO level as measured by glass tubes and the presence and location
of intrusion points such as holes in the floorboard, poor door seals, or
poor trunk seals.
Other statistical tabulations made included means and 95% confidence limits.
Analysis of variance was made between pairs of fleets and dispatch garages
by utilizing t-tests of means.
SPECIAL TESTING
Introduction
A special phase test program was designed and implemented in order to
make an intensive evaluation of a small number of selected, sustained-use
vehicles. These vehicles had been identified in the earlier testing and
screening programs as vehicles with particularly high interior carbon monoxide
levels. The general objective was a careful,detailed evaluation of each of
these selected vehicles and the source locations (such as exhaust system
leaks) and the intrusion pathways responsible for the elevated interior
CO levels. In addition, a sequence of tracer gas tests was performed on
selected vehicles in order to further delineate intrusion pathways and to
show general characteristics of the intrusion process such as the dependence
of interior CO concentration on particular source location (specific location
along the exhaust system) and on operating mode (idle or on-the-road). The
use of a tracer gas (sulfur hexafluoride) allowed the effect of a particular
source location to be isolated from other source locations such as other
exhaust system leaks, outlets, or other vehicles.
^Summary worksheets are provided as Appendix C for nearly all of the test
data. Readings determined to be invalid due to equipment or operator
error were discarded and are unreported. This included, unfortunately,
a significant amount of personal sampler results. Problems associated
with personal samplers are discussed in the text.
13
-------
Table 3-2
VEHICLE INSPECTION FORM
(1) DATE (2) TIME
(3) FLEET NAME (4) FLEET VEH. I.D. NO.
(5) TYPE OF VEHICLE (SCHOOL BUS, TAXI, POLICE CAR)
(6) LOCATION OF DEPOT
(7) LOCATION OF ROUTE
(8) VEHICLE MAKE, MODEL, YEAR, DESCRIPTION
(2-door, 4-door, length of bus, no. of passengers, etc.)
(9) ENGINE MAKE, MODEL, DESCRIPTION
(Diesel, Gasoline, V8,6)
(10) MILEAGE FROM OVERHAUL FROM TUNEUP
(11) ENGINE LOCATION (Front, Rear)
(12) EQUIPMENT, ACCESSORIES AND UNIQUE FEATURES (Turbocharger, Air Conditioner,
Forced Air Ventilation)
(13) EXHAUST SYSTEM ROUTING AND CONDITION DIAGRAM (Show Couplings and
Relationship to Air Vents, Estimate Distances, Indicate Faulty Conditions).
-------
VEHICLE INSPECTION FORM (CONT'D)
(14) POSSIBLE INTRUSION POINTS (List or draw hqles in floorboards, poor
seals, broken windows, etc.)
(15) CONDITION OF VEHICLE (List points of poor condition in exhaust
system and body such as rust, dents, holes, oily coating or soot
on the interior)
(16) OPERATORS COMMENTS
15
-------
FLEET:
Table 3~3
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
CITY:
TYPE OF VEHICLE
Continuous CO Analyzer (ppm/
Ave. Arab
CO(ppm)
on Stain
Tube Date
Ave Arab.
CO(ppm)
on Pers.
Samp Dati
-------
The special testing program was performed in two cities, Denver and
Boston, and at locations (principally urban) representative of actual vehicle
use. Intensive testing utilizing detailed inspection and CO measurement
techniques was performed on a total of 16 school buses and 8 police and taxi
vehicles. The detailed sequence of tracer tests was performed on a total
of 6 school buses and 5 police and taxi vehicles. A summary of the test
objectives, procedures, and specialized instrumentation are given in the
following sections. Test results and discussion are contained in Section 4,
SPECIAL TESTING: OVERVIEW OF DATA COLLECTION AND INTERPRETATION, with the
vehicle data compilation in Section 4, VEHICLE CASE STUDIES.
Special Testing Objectives
The primary objectives of the Special Test phase were as follows:
1. To identify CO source locations such as leaks in the
exhaust system or improper exhaust outlet locations;
2. To identify potential CO intrusion pathways that may allow
CO to enter the vehicle interior;
3. To identify and verify the actual CO intrusion pathways
for the vehicles in question and under various operating
conditions; and,
4. To perform tracer simulation tests to characterize the
relative severity of interior concentration levels as a
function of particular source location and operating
condition.
Special Testing Procedures
A special testing program was implemented utilizing three basic test
procedures described in the following sections. They are described in the
general order in which they were carried out, and each of the procedures is
complementary to the others. For example, potential source locations and
potential intrusion pathways were first identified by inspection procedures.
Then, CO monitors were used to identify which potential sources and intrusion
pathways are active contributors. And, finally, SF, tracer simulated and iso-
lated source contributions at particular locations and verified intrusion
pathways by which tracer from that source actually enters the vehicle inter-
ior.
CO Source Location Identification—
The first step in this source location procedure was a detailed visual
inspection of the vehicle exhaust system. Potential source'(leak) locations
were identified and noted, such as corrosion, loose connections, black/gray
deposits, improper outlet location, etc.
The inspection procedure was then followed with a verification test uti-
lizing a continuous carbon monoxide monitor with sampling line. Each of the
17
-------
potential leak locations identified by inspection as well as all exhaust sys-
tem connections were checked by placing the sampling line intake adjacent to
those locations. Even very small leaks were readily identified in this man-
ner, and the relative severity of the leak could be qualitatively noted by
observing the CO monitor response. Characteristic source locations were
marked with chalk and photographed. Figure 3-5 illustrates a test vehicle
undergoing exhaust system inspection and leak detection.
CO Intrusion Pathway Identification Procedure—
Potential CO intrusion pathways were identified by detailed inspection
of all vehicle surfaces and partitions that make up the envelope surrounding
the vehicle interior space. The engine compartment was inspected for poten-
tial entry points through the fire wall, such as holes, grommets, seals,
gaskets, openings for foot pedals, gear shift, etc. A similar inspection
was carried out under the vehicle, particularly on the floor pans, the
trunk floor, and other potential pathways. The vehicle exterior was checked
for potential pathways such as door seals (particularly rear door seals
on school buses), fuel filler entries, and specialized entries such as the
mounts and wiring for sirens and lights on police cars, lights and signs on
taxis, etc. The vehicle interiors were inspected for any visible evidence
of intrusion pathways such as openings in fire walls, boots around gear
shifts, pedals, emergency brakes, feed throughs for heating lines, controls,
and other wiring. On police and taxi vehicles, the interior of the trunk
was thoroughly inspected, particularly for holes or corrosion or other places
in the trunk floor or envelope where exhaust CO could potentially enter.
On most vehicles of the automotive type, partitions between the trunk and
the passenger space are rather flimsy and do not provide much barrier to
gases.
In addition to the inspections procedure for intrusion pathways, a
continuous CO monitor with sampling line was utilized to inspect potential
intrusion pathways inside the vehicles while the vehicle was operated at
idle condition.
Tracer Test Procedures for Intrusion Pathway Verification and General
Characterization of the Intrusion Process—
The tracer tests for each vehicle involved a sequence of 6 individual
tests. Each of the 6 tests involved the release of SF, tracer gas to simulate
a CO exhaust gas release at one of the three following characteristic
exhaust system locations:
1. The engine exhaust manifold connection to the exhaust head pipe.
2. A location approximately mid length along the exhaust system,
typically near the exhaust pipe to muffler connection.
3. The exhaust system outlet.
For each of these release locations, two individual tests were performed
one under stationary idling conditions and the other under mobile on-the-road
18
-------
Figure 3~5- Exhaust System Inspection and Leak Detection Utilizing
CO Monitor
19
-------
operating conditions, for a total of six individual tests for each vehicle
in the tracer test sequence.
For each of the six individual tests per vehicle, the following mea-
surements were made in the vehicle:
1. Front section of the vehicle interior. Semi-continuous sampling
of air at driver breathing level to determine rate at which
tracer concentration rises and the steady-state concentration
achieved.
2. Rear section of the vehicle (rear section breathing.level of
buses or mid point of trunk space for automotive vehicles).
Semi-continuous sampling to determine rate at which tracer
concentration rises and the steady-state concentration achieved.
3. Check use of SF, tracer sampling probe to verify whether pre-
viously identified potential CO intrusion pathways were indeed
the actual pathways for tracer gas released at different points
in the vehicle.
All tracer tests were performed with vehicle windows and doors closed in
order to simulate the expected worst-case winter type conditions. For each
vehicle, the six individual tests were repeated sequentially along the
same driving routes and using the same in-vehicle measurement points in order
to make the tests as comparable to each other as possible. The basic proce-
dure for each of the six individual tests per vehicle was as follows:
1. SF. release system set up at correct metered release rate and
the release nozzle fastened on exhaust system at correct
release (simulated leak) location.
2. Vehicle interior space thoroughly aired out and uniform baseline
SF, concentration achieved by driving vehicle with windows and
(in case of buses) doors ooen in an area away from the testing
route.
3. Vehicle placed in operation (idle or on-the-road operation) for
test conditions with all windows and doors closed.
4. Sampling pump system started with initial sampling in front
and rear of vehicle to establish stable pretest baseline.
5. Remote actuation of SF, tracer release solenoid at time t = 0
to start test.
6. Semi-continuous tracer concentration sampling at front breathing
level and rear breathing level (trunk space on automobiles)
and sampling of potential intrusion pathways. This sampling
procedure continues until steady-state tracer concentrations
are achieved at both the front and rear sampling locations.
20
-------
7. Remote shut-off of tracer release system to end test.
Figure 3-6 shows a test vehicle being readied for the next test in the
tracer test sequence. The tracer release system is attached to the rear
bumper with injection lines going under the vehicle and fastened to the
exhaust system at the three release locations. An electric fan is being
used to rapidly clear the trunk space of tracer gas. The tracer detection
instrumentation is in the left rear seat. In addition to the driver, two test
technicians were required, one in the back seat operating the tracer detection
instrumentation and sampling the rear intrusion pathways, and one technician
in the front seat sampling the breathing level and the front intrusion
pathways.
Special Test Instrumentation
The CO source location identification (Section 3, CO Source Location Iden-
tification) and CO intrusion pathways identification (Section 3, CO Intrusion
Pathway Identification Procedure) procedures utilized continuous CO monitors
as instrumentation,. These monitors were the same InterScan Monitors utilized
in Stage 2 of the overall program and are described elsewhere in this report.
However, the tracer test procedure (Section 3, Tracer Test Procedures...) re-
quired the design, preparation, and calibration of specialized instrumentation
and hardware to achieve the test results., This tracer test instrumentation
involved basically three systems:
• The tracer release system;
• An air sampling system; and,
• The continuous tracer detection instrumentation.
The tracer release system consists of the following principal components:
1. A set of interchangeable tracer gas storage cylinders with
four SF, concentrations at two decade increments from 1 ppm
through 100%.
2. Three release metering valves and rotameters, manifolded in
parallel to give an overall release rate range from 0.002
to 25 liters/minute.
3. An on/off solenoid valve wired so that tracer release could
be started or stopped from inside the vehicle while driving.
4. Sampling lines and miscellaneous hardware to provide tracer
release at the three desired simulated CO release locations.
Figure 3~7 Shows the special.SF, release system attached to vehicles for on-
the-road testing.
The sampling system inside the vehicle consisted of portable battery
powered sampling pumps with sampling lines arranged to provide the front and
21
-------
Figure 3~6-
Clearing of SF/ from a
Gas Tests
Police Car in between Tracer
Figure 3-7- Special Test Equipment
- SF, Injection System
2 2
-------
Figure 3-8. Detection and Recording Equipment
-------
rear breathing space sampling locations (trunk mid point for automobiles)
and sampling probe for checking intrusion point locations.
For continuous detection of SF, concentration in air brought through the
sampling system, an SAI real-time continuous SF, monitor was utilized. The
instrument operates on an electron capture gas chromatograph principle.
Ambient background concentration of SF, is generally sufficiently low
(typically 0.1 to 0.01 parts per trillion) that it can be neglected. The
device is real time SF6 continuous monitor, self contained, portable, and
can operate for up to 24 hours. SF, is an ideal gaseous tracer material
because it is nontoxic, chemically inert, colorless, and can be detected at
very low concentrations (10~ ppm).* This instrument utilizes SFVO^ separa-r
tion by catalytic reactor and electronic capture_detectiotj)/.specific to SF,
to provide a linear coulometric response from 10 to 10 parts per million.
The particular model used here is portable and relatively insensitive to
vibration or position, thereby making it ideal for this type of on-the-road
testing. The detection system is shown in Figure- 3-8.
A sample recorder trace is shown in Figure 3~9 and annotated in Table
3-4. By following the time-concentration-vehicle location relationships,
the"approach to equilibrium can be observed as can the principal intrusion
pathv/ays. Specifically, despite the release location being the bus tailpipe
exhaust, it can be observed that the SF, enters through the steering column
and gear shift openings rather than at the vehicle rear, and, that within
approximately 7 minutes, an equilibrium concentration is reached throughout
the vehicle.
Collins, 1965
2k
-------
Figure 3~9
Sample SF, Test Recording Trace
D
\J1
-------
Table 3-*»
SF6 SAMPLE TEST LOG
REFER TO
FIGURE Vehicle Type - School Bus
3"9 Vehicle Condition - Idling
SFC Release Location - Exhaust
o
Chart Speed - 2 cm/mi n
500 mvfs
From
1
2
3
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
To
2
3
-
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Log-Sampling Location
Front Bus Baseline
Rear Bus Baseline
Start Releasing SFC
0
Rear Bus
Base Steering Column
Rear Bus Bottom Emergency
Base Steering Column
Front Bus Driver Breathing
Driver Gear Shift Plate
Front Bus Breathing Level
Driver Steering Column
Rear Bus Breathing Level
Base Steering Column
Bottom of Front Door
Rear Bus Breathing Level
Front Bus Breathing Level
Rear Bus Breathing Level
Stop Releasing SFg
Open Windows
Outlet
•
Door
Level
26
-------
SECTION k
EXPERIMENTAL RESULTS
FLEET SUMMARIES
Fleet Descriptions
The study population consisted of school buses, taxicabs, and police
vehicles from selected fleets in the Boston and Denver metropolitan areas.
In Denver, four school districts, having a total of nine distinct bus termi-
nals, participated. In Boston, two bus companies were involved. Two Denver
area police agencies, having six dispatch points, were tested. Finally, one
taxicab company in each city participated.
These arrangements offered the opportunity to survey a large and diverse
vehicle population under a variety of use and environmental conditions. Each
fleet tended to be composed of one or more blocks of vehicles purchased in
quantity. Nearly all vehicles were gasoline fueled, which was considered
appropriate since the study dealt with carbon monoxide. The service routes
covered by the vehicles varied with respect to traffic density, altitude,
proximity to fixed monitoring stations, and other variables which could have
influenced results.
Each vehicle was given a preliminary inspection at the start of the
testing. Table 4-1 summarizes the gross observable characteristics of each
fleet. These preliminary data were compiled and used during test planning
and analysis of measurement results. It can be seen in Table 4-1 that taxi
cabs have the greatest average mileage and police vehicles the least. The
mileage interval between tuneups varies widely among school buses as does
the condition of the exhaust systems and intrusion pathways. The figures
must be considered somewhat approximate ^since in all cases they were obtained
from individual subjective judgements (condition) and sometimes extrapolated
from the most recent maintenance figures (average, total, and post tuneup
mileage). Figures 4-1 through 4-5 illustrate views of each primary vehicle
type.
The tabulations for categories Exhaust System Deterioration and Intru-
sion Pathways Observed are taken from the technician completed inspection
sheets. Each technician was to record only obvious conditions such as
visible soot spots and holes respectively.
27
-------
Table A-l
FLEET CODE
School Buses
B-l-A
B-2-A
B-2-B
B-3-A
B-3-B
B-4-A
NJ
oo B-4-B
B-4-C
B-4-D
B-5-A
B-6-A
Police Cars
P-l-A
P-l-B
P-l-C
P-l-D
P-2-A
P-2-B
Taxi cabs
T-l-A
T-2-A
# VEHICLES
102
30
27
101
150
54
43
75
47
84
80
27
31
26
29
14
243
63
DESCRIPTION
1969-1977 wide
range of mfg.
Principally
1973-1975 Int'l
Principally 1975-
1976 Ford
Wide Variety
1970-1978
Principally 1970-
1976 Int'l
Varied 1966-1978
Varied 1966-
1978
Varied 1966-
1978
Varied 1966-
1978
All are International
1977 .
All GMC 1970-
1975
( 78 Ford Ltd
< 78 Chevy Nova
( 77-78 Pont.
| 76-78 Plymouth
74-79 Checker
APPROXIMATE AVERAGE
AVE. MILEAGE MILEAGE SINCE
(x 1000 miles) TUNEUP
75
65
50
50
65
80
80
80
80
20
50
30
45
200
6,000
8,000
4,000
3,000
3,000
8,000
8,000
8,000
8,000
< 500
N/A
10,000
8,000
6,000
EXHAUST
SYSTEM
DETERIORATION
(%)
10
0
30
5
5
5
N/D
N/D
N/D
31
59
5
14
6
INTRUSION
PATHWAYS
OBSERVED(%)
N/A
33
0
5
N/D
5
20
20
30
24
58
3 \
N/D I
70*
Common situation was opening between rear seat and trunk
-------
Figure k-]. Sustained-Use Vehicles Being Readied For Special
Testing Phase
Figure k-2. Exhaust System Leak Examination for a Sustained-Use Vehicle
29
-------
Figure 4-3. Comparative Inspection of Sustained-Use Vehicles
Figure 4-4. Typical Depot Parking Arrangement of Sustained-Use Vehicles
30
-------
Figure 4-5. Emergency Door Configuration
-------
Results of Initial Screening
Carbon monoxide was measured in 1 ,.164 vehicles by at least one of three
devices: glass tube dosimeters, personal samplers, and continuous analyzers.
Table 4-2 reports the number of vehicles sampled by each technique.
Glass Tube Dosimeter Measurements—
One or two MSA glass stain tube dosimeters were installed in 749 buses,
295 taxis, and 70 police cars. Sampling time distributions varied consider-
ably among vehicle types. As seen in Figure 4-6, the bus exposure time dis-
tribution was bimodal, with peaks at 6 to 6.5 hours and 9 to 9.5 hours; the
former represent runs in which the buses returned for the day at noon, while
the latter represent the normal pattern of two round trips per day. Almost
80 percent of the runs were between 8.5 and 10 hours. The mean and standard
deviation were 9.2 and 1.0 hours, respectively.
Taxi runs ranged from less than 4 hours to over 15.5 hours and were more
widely distributed(mean = 9.8 hours, s.d. =2.2 hours)than the bus runs. It
should be noted that taxis were in general on the road throughout their daily
runs, while buses spent three to five hours per day at their home terminals.
Thus, the actual on-the-road CO exposure time was significantly higher for
taxis. All but 6 of the 120 police vehicle measurements were made on 8-hour
on-the-road runs.
Stain tubes were used to make 1,139 interior-front and 455 interior-rear
measurements of CO. As is discussed in Appendix B, tube readings for 18 of the
buses and 7 of the police vehicles were considered unreliable and were omitted
from the results. On the other hand, 113 measurements were made on 63 police
cars in the P-1 fleet.
Table 4-3 summarizes the results of the glass stain tube dosimeter meas-
urements. Because of the uncertainties inherent in this measurement approach
(see Appendix B), concentrations are presented to the nearest 5 ppm. Data
have not been corrected for background CO concentrations as measured by fixed
site monitoring stations, since the latter measurements were in almost all
cases smaller than the error inherent in this phase of the study. For example,
during tests on Fleet B-5, for which the 95-percent confidence interval for
mean CO concentration was 5-10 ppm, the corresponding interval for the nearest
fixed site station was 1.1-3.0 ppm.
It is clear from Table 4-3 that occupants of a large fraction of the
vehicles tested were apparently exposed to CO concentrations exceeding the
9-ppm 8-hour National Ambient Air Quality Standard or the 35-ppm 1-hour standard.
Drivers of taxis and police cars were most likely to be subjected
to the excessive 8-hour exposures, since bus drivers are in their vehicles
for less than 8 hours daily. It is not possible to tell from these data
whether any excessive one-hour exposures were received. However, certain
vehicles received relatively high cumulative exposures. One bus and two
police cars had average CO levels of 80 to 85 ppm over a workday. The mean
value for highest-in-fleet CO concentrations was 35 and 30 ppm for buses
(front and rear, respectively), 35 ppm for taxis and 55 and 30 ppm for police
32
-------
V)
III
LLJ
V)
CD
LL
O
1-
^
PERCEI
40
35
30
25
20
15
10
5
0
~
-
-
-
-
-
-
-
_
6 7 8 9 10 11 12 13 14
DURATION OF BUS MEASUREMENT, HOURS
15
e/2
X
I-
LU
O
DC
15
10
5
0 -I
I
8
I
9
7 8 9 10 11 12 13
DURATION OF TAXI MEASUREMENT HOURS
14
15
Fjgure 4-6. Duration of Bus and Taxi Rides for Glass Stain Tube Dosimeter Measurement.
33
-------
Table 4-2
NUMBER OF VEHICLES MEASURED
PARTICIPANT
CODE
Buses
B-l-A
B-2-A
B-2-B
B-3-A
B-3-B
B-4-A
B-4-B
B-4-C
B-4-D
B-5-A
B-6-A
Total Buses
Taxis
T-1-A
T-2-A
Total Taxis
Police Cars
P-l-A
P-l-B
P-l-C
P-l-D
P-2-A
P-2-B
Total Police Cars
GLASS TUBE
DOSIMETERS
No. Pet.
102
30
23
101
150
42
43
54
47
73
73
749
232
63
295
27
31
26
29
7}
120
100
100
85
100
100
78
100
72
100
87
91
94
95
100
96
100
100
100
100
50
94
PERSONAL
SAMPLERS
No. Pet.
0
13
15
7
12
0
0
0
0
14
14
75
38
0
38
5
4
5
5
0
0
19
0
43
56
7
8
0
0
0
0
17
18
9
16
0
12
19
13
19
17
0
0
15
CONTINUOUS
ANALYZERS
No. Pet.
0
5
0
7
0
5
7
2
4
4
3
37
7
6
13
5
0
1
0
.1
15
0
17
0
7
0
9
16
3
9
5
4
5
3
10
4
19
0
4
0
66
12
Pct= Percent of Fleet
-------
Table 4-3
RESULTS OF GLASS TUBE DOSIMETER MEASUREMENTS
(All concentrations in parts per million)
Fleet/Terminal
PrtHo
uOQc
Buses
B-l-A
B-2-A
B-2-B
B-3-A
B-3-B
B-4-A
B-4-B
B-4-C
B-4-D
B-5-A
B-6-A
Taxis
T-l-A
T-2-A
Police Cars
P-l-A
P-l-B
P-l-C
P-l-D
P-2-A
P-2-B
Front
No. of
Vehicle
Measurements
102
30
23
101
150
42
43
54
30
83
73
232
63
27S
31b
26b
29
UDC
UD
a NM = Not measured
Several vehicles tested more
95- Pet Confidence
Interval for Mean
CO Concentration
0- 5
10-20
10-20
10-15
5-10
5-10
10-25
5-10
5-20
5-10
5-10
20-25
5-15-
10-25
5-15
15-20
10-15
UD
UD
than once
Max.
CO
20
55
55
40
25
25
50
20
70
25
25
55
20
85
85
30
20
UD
UD
Rear
No. of
Vehicle
Measurements
53
5
23
53
62
3
4
7
3
84
71
NMa
62
Rb
°h
7b
6b
7b
NM
NM
95-pct. Confidence
Interval for Mean
CO Concentration
5-10
0-25
10-20
15-25
5-10
0-15
0-15
0-30
0-15
5-10
5-10
NM
5-15
5-20
0-15
10-20
0-25
NM
NM
Max.
CO
30
30
50
80
20
10
10
50
10
30
25
ND
15
30
30
20
35
NM
NM
UD
Unreliable data
-------
cars (front and rear).
Several statistical tests were performed to see whether there were sig-
nificant relationships (correlations or differences in means) between:
• Front and rear interior concentrations within a
particular fleet;
• Concentrations in vehicles from different terminals in a
particular fleet; or,
9 Concentrations on different dates.
In several cases, statistically significant (p< 0.05) relationships were
found. For example, both front and rear CO concentrations were higher in
buses from terminal B-3-A than in those from terminal B-3-B (10-15 vs 5-10
ppm). Similarly, buses from terminal B-4-B had higher CO levels than buses
in terminals B-4-A, B-4-C, and B-4-D. Correlations between front and rear
interior CO concentrations were always low (< 0.5).
Given the great uncertainty in the stain tube dosimeter data, statistical
inferences such as these must be qualified. Based upon stain tube data alone,
conclusions cannot be made regarding possible intrusion pathways or the ex-
tent of carbon monoxide intrusion. However, the stain tube data and the
interpretations thereof were useful in selecting vehicles and terminal loca-
tions for the more accurate, precise, and reliable personal sampler, contin-
uous monitoring, and tracer gas testing later in the project.
Personal Sampler Measurements—
Cumulative work-shift exposure measurements were made with ESI 9000
Carbon Monoxide Dosimeters worn by 132 drivers. These measurements represent
about 11 percent of the total vehicles surveyed. Three problems were respon-
sible for the inability to make the greater number of personal sampler meas-
urements contemplated in the original study plan. First, at any given time,
as many as half the dosimeters and/or pumps were out of order. The major
causes of unavailability were failure of pumps to recharge overnight, broken
fittings, and failure to calibrate properly, even after proper humidification.
Second, it was the policy throughout only to use volunteers for the personal
sampler measurements, and the full complement of drivers in certain fleets
were unwilling to participate. Finally, 24 personal sampler readings were
discarded because, despite satisfactory checkout, it was suspected afterwards
that something had been awry with the equipment; the most common problems
were poor repeatability of readings on the readout device and unreasonably
high or low values for cumulative exposure. An example of a suspect measure-
ment is an average exposure of 177 ppm over a 9-hour period in taxi T-1-A-
202. While the CO concentration could conceivably reach that level in a pas-
senger vehicle, the driver, who would have exhibited symptoms of acute CO ex-
posure in this case, did not complain of any problems. Furthermore, such high
levels would have been due to vehicle self-contamination and would have resul-
ted in correspondingly high glass stain tube dosimeter readings. In no case
did this occur. Continuing the above example, the corresponding stain tube
36
-------
Table k-k
RESULTS OF PERSONAL SAMPLER MEASUREMENTS
(All concentrations in ppm)
Fleet/
Terminal
Code
No. of Valid
Vehicle
Measurements
95-percent Confidence
Interval for Mean CO
Concentration
Total
Exposure
Maximum CO
Within Fleet
Exposure Minus Total Exposure Minus
Fixed Site Exposure Fixed Site
Ambient Ambient
Buses
B-l-A
B-2-A
B-2-B
B-3-A
B-3-B
B-4-A
B-4-B
B-4-C
B-4-D
B-5-A
B-6-A
NMa
13
15
7
12
NM
NM
NM
NM
14
14
8
4
4
12
4
13
NM
- 36
- 25
- 29
- 23
NM
NM
NM
NM
- 7
- 34
7
3
2
9
9
NM
- 34
- 24
- 27
- 21
NM
NM
NM
NM.
NDb
- 29
NM
84
61
43
35
NM
NM
NM
NM
11
68
NM
83
60
42
35
NM
NM
NM
NM
ND
64
Taxis
T-l-A
T-2-A
38
NM
10
- 17
NM
8
- 15
NM
48
NM
47
NM
Police Cars
a
b
P-l-A
P-l-B
P-l-C
P-l-D
P-2-A
P-2-B
Not measured
5
4
5
5
NM
NM
0
2
0
2
- 37
- 21
- 46
- 24
NM
NM
0
0
0
0
- 34
- 20
- 44
- 19
NM
NM
39
18
59
21
NM
NM
36
18
58
17
NM
NM
37
-------
reading for vehicle T-1-A-202 was 25 ppm, within the normal range for that
fleet.
Table k-k summarizes the results of the personal sampler testing. Meas-
ured CO concentrations are expressed to the nearest ppm. The table presents
both the total exposures and the differences between the total exposures and
the average background CO concentration as measured by the nearest fixed site
monitoring station(s) on the same day and during the same time interval as
the personal sampler measurements.
Total exposures exceeded background concentrations by an average of
13.9 ± 1.4 ppm (95 percent confidence interval). How much of this difference
was due to vehicle self-contamination and how much was due to the inherent
lack of representativeness of the fixed site monitoring station readings
cannot be discerned from these data. Chi-square analysis of taxicab data
showed that CO levels were not significantly higher when driver and/or
passengers smoked.
It is informative to compare the,personal sampler results with the EPA
eight-hour ambient air quality standard for carbon monoxide (9 ppm). Figure
A-7 shows the distribution of personal sampler readings for rides of at least
eight hours. In 58 percent of the cases, the 8-hour standard was exceeded.
The Occupational Safety and Health Administration (OSHA) standard of 50 ppm
average over an 8-hour period was exceeded in 5 percent of the cases.
In general, the 95th percentile CO concentrations measured by the per-
sonal samplers were higher than those measured by the glass stain tube dosi-
meters. Although the greater width of the confidence interval could be sus-
pected of being a statistical artifact (since far fewer personal sampler
measurements were made), the variances in personal sampler results were for
all fleets twice those of the tube results. Correlation coefficients for
stain tube and personal sampler readings on the same vehicles were calculated
for fleets B-2-B, T-1-A, P-1-A, P-1-B, and P-1-C to be 0.14, 0.29, 0.96, 0.51
and 0.47, respectively. Only in the case of P-1-A was there a high correla-
tion. As noted in the previous section, the great uncertainty in the stain
tube data limits the value of these statistical analyses.
CONTINUOUS MONITORING RESULTS
Interscarhrlodel 1146 carbon monoxide continuous analyzers were used to
measure instantaneous carbon monoxide concentrations in 3.7 buses, 13 taxis,
and 10 police vehicles. Strip chart recordings made on SoltetPWodel VP-67235
dual-channel recorders permitted later identification of peaks and calculation
of mean CO concentrations over any time interval desired. While the contin-
uous CO monitoring results were, by opinion, the most accurate of those
obtained in this program, not enough measurements were made to permit charac-
terization of any particular fleet, city, or vehicle type. On the other hand,
these results were useful for:
• Pinpointing and quantifying peak CO concentrations and
associating them with potential causal factors;
38
-------
20-
18-
16-
14-
w 12-
|io-
rti
* 8-
o
i_
3
2-
n
—I
— T
I^H^IMV
— vc
1 lUCb
HDOV
e tr^
i o-nr
3Ldl
naaru
""""""Values Above OSHA
8-hr Standard
1
1 1 I 1
0 5 10 15
20 25 30 35 40 45 50 55 60 65 70
Average CO Concentration, ppm
Figure k-j. Distribution of Personal Sampler Readings for Runs of at
Least Eight Hours
-------
• Identifying operating conditions under which interior CO concen-
trations exceeded exterior concentrations, whether due to vehicle
self-contamination or other factors;
• Identifying conditions which lead to interior CO concentrations
approaching or exceeding ambient air quality standards; and,
• Comparing actual passenger exposure levels to the ambient CO
concentrations measured by fixed site monitoring stations.
Figure 4-8 shows a portion of a typical continuous monitoring record.
The letters on the chart are keys to the technician's comments, the corre-
sponding sample of which are shown in Figure 4-9-
Time-Weighted Average Concentrations
Strip chart recordings of 12 continuous monitor runs were measured with
a planimeter to determine the cumulative CO exposure over half-hour intervals.
Time-weighted average CO concentrations were then computed by dividing cumu-
lative exposures by the appropriate duration. Table 4-5 lists the calculated
concentrations. Although one cannot draw conclusions about average within-
fleet concentrations, the results presented in this table are neither
unusually higher nor lower than those for other runs. Strip-chart records
can be misleading to the untrained eye, which are drawn to the peaks. The
total time represented by peak concentrations is relatively short. Figure
4-10 shows the cumulative frequency distribution of the interior exposures
measured in Vehicle B-2-A-1148. Although interior CO levels of 30 to 50 ppm
were measured, concentrations were below 7 ppm for over half of the time of
the run.
Peak Concentrations
Table 4-6 lists values of peak interior and exterior CO concentrations
in 22 of the 60 vehicles measured with continuous monitors. While data are
insufficient to characterize the fleets to which these vehicles belong, we
may state qualitatively that the ranges of values reported in the table are
typical of all the continuous monitor measurements. In a large number of
cases, the instantaneous exterior CO concentration exceeds the limit of the
InterScan scale (50 or 100 ppm). Interior peaks were generally below these
limits but did exceed them on several occasions. As noted above, the duration
of peak CO concentration is typically relatively short. For example, while
the interior CO concentration in vehicle NO. B-2-A-1148 exceeded 50 ppm on
3 occasions, it was above 45 ppm for only 1.6 minutes of a 159-minute ride.
Strip chart records and technician comments were scrutinized to identify
conditions or events which led to the peak concentrations. Relatively high
CO concentrations were associated with the following:
Exterior CO
t Bus stops to pick up or drop off students
40
-------
-o
o'
ac ^
o ,r
S 5
i- r
«Q CO
%
o
o
CL
-------
Figure 4-9
Technical Data Sheet Comments
CODE
TYPE
DESCRIPTION
i:¥0
JM. took i&cjgfcg'
ftu*a*A*
on-
£.'05-
»
on
to*
lit
All
off /
ParkU at
MVA
off)
*.or o^ch
-V.'OO
V/OO
-------
Table k-5
ANALYSIS OF SELECTED CONTINUOUS MONITORING DATA:
(1) TIME-WEIGHTED AVERAGE CO CONCENTRATIONS
Vehicle No.
B-2-A-1084
B-2-A-1095
B-2-A-1100
B-2-A-1148
B-4-A-200
B-4-A-322b
B-4-A-322C
B-4-A-397
B-4-B-200
B-4-B-357
T-l-A-588
T-2-A-67
Time Weighted
Interior
9.2
19.1
5.1
7.3
2.1
8.0
8.4
1.4
7.8
4.0
13.5
21.2
Average CO Concentration
Exterior
9.3
4.9
10.7
8.0
5.7
11.4
13.0
4.7
6.4
9.0
17.6
23.3
(ppm)
Fixed Station
1.5
NAa
NA
1.5
1.5
3.0
4.4
1.4
0.0
0.8
6.1
NA
a Data unavailable for sampling date.
>c Runs on separate days
-------
100 -i
90-
z
g
o
z
8
Q
LU
VJ
M
'8
LU
2
I-
LL
O
o
cc
MEASURED INTERIOR CO, PPM
Figure 4-10. Time Distribution of CO Concentrations Inside Vehicle B-2-A-1148.
25 1
I !
'. 20 -
LU
Q
CARBON MOMOX
15 -
10 -
5 -
0 -
—i
FIXED STA. — •
Ih
p
1
JTERIOR 1
.. — .
EXTERIOR
1
L
•
fl» •••» • ••••• • •••• •
8 g
TIME OF DAY (A.M.)
10
11
Figure 4-11. CO Concentrations Outside and Inside Vehicle T-1-A-588.
-------
Table k-(>
ANALYSIS OF SELECTED CONTINUOUS MONITORING DATA:
(2) PEAK INTERIOR AND EXTERIOR CONCENTRATIONS AND
RELATIONS BETWEEN INTERIOR AND EXTERIOR LEVELS
Vehicle No.
B-2-A-1084
B-2-A-1095
B-2-A-1100
B-2-A-1148
B-3-A-28
B-3-A-76
B-3-A-457
B-3-A-480
B-3-A-527
B-3-A-567
B-4-A-200
B-4-A-3223
B-4-A-322b
B-4-A-368
B-4-A-388
B-4-A-397
B-4-B-200
B-4-B-357
B-4-C-14
B-4-C-363
B-4-D-283
T-l-A-588
T-2-A-67
Peak CO
Interior
>50
>50
31
>50
26
23
>50
>50
34
42
36
45
22
13
17
14
34
30
47
22
>50
35
>100
Concentration (ppm)
Exterior
>50
>50
>50
>50
>50
41
>50
>50
>50
>50
>50
>50
>50
39
38
29
>50
>50
>50
>50
NMC
>100
>100
Pet. of Time
Interior CO
> Exterior CO
9
100
3
10
52
75
21
31
13
54
1
17
17
0
0
0
0
11
NSd
NS
NS
0
50
a> Runs on separate days
No measurement made
-------
• Long wait at a stop sign or red light
• Bus idling at terminal
• Engine start-up
•
• Other buses passing by or idling next to measured vehicle
• Heavy traffic
• Travel through downtown area
Interior CO
• Bus stops to pick up or drop off students
• Long wait at a stop sign or red light
• Bus idling with window open
• Other buses passing by or idling next to measured vehicle
• Bus has strong smell of fumes inside
Relation Between Interior and Exterior Exposures
The "normal" relation between interior and exterior CO concentrations is
illustrated in Figure A-ll, which summarizes data from a taxicab run. Inter-
ior concentrations rise and fall with exterior concentrations, yet are almost
always lower. The reason interior levels are considerably lower may be that
the relatively small difference between interior and exterior levels provides
too small a driving force for diffusion of CO into the vehicle. Furthermore,
there is insufficient time for the two concentrations to equilibriate, since
the external source is constantly changing as long as the vehicle keeps mov-
ing.
Figure k-\2 shows an opposite case; interior CO levels exceed exterior
levels throughout the run. (In this and the following figures, cross hatched
areas correspond to time period during which interior CO concentrations are
higher than exterior concentrations. In this particular case(Vehicle B-2-A-
1095), the technician reported:
"You can noticeably smell fumes most of the time. Windows were
mostly closed, some not tight. Driver says there is hole around
accelerator."
Evidence indicates a strong possibility of vehicle self-contamination. An-
other situation is exemplified in taxi T-2-A-67, CO concentrations in and out-
side, which are displayed in Figure ^-13- Here interior levels exceeded ex-
terior levels only part of the time.
The fourth column of Table A-6 shows the percentage of the time (on each
46
-------
40-
30-
D.
Q.
C
O
(U
| 20-
8
c
o
o
8
10-
o-1
1
1
INTERIOR V
\ -T
\-< EXTERIOR
""1 r— i
2
l_— i
3 4
TIME OF DAY (P.M.)
Figure 4-12. CO Concentrations Outside and Inside Vehicle B-2-A-1095.
CL
D.
C
O
c
8
8
50 -i
40 -
30-
20 -
10-1
8 9 10
TIME OF DAY (A.M.)
11
Figure 4-13. CO Concentrations Outside and Inside Vehicle T-2-A-67.
-------
run) that measured interior CO levels exceeded exterior levels. There is no
obvious pattern; percentages varied from 0 to 100 percent. Conclusions about
the likelihood of relatively higher interior CO concentrations cannot be drawn
from these data largely because the vehicles tested were chosen for continuous
monitoring precisely because they had exhibited high interior CO concentra-
tions in the glass stain tube dosimeter and personal sampler measurements de-
scribed above. However, it is possible to gain some insight into mechanisms of
intrusion by reviewing the technician's comments.
In the case of Vehicle B-2-A-1148, higher interior CO concentrations
were observed during a 15-minute period when the bus was idling with the front
door open in a parking lot, while children were boarding. The preliminary
vehicle inspection showed no gross physical defects. Similarly, Vehicle B-3-
A-28 was reported to be in good condition. However, the bus' windows were
closed during the entire continuous monitoring measurement run, for which in-
terior CO exceeded exterior CO for 52 percent of the time.
Vehicle B-3-A-76 was, according to the preliminary inspection, in good
condition. Continuous monitoring measurements were made on a cold day with
intermittent snow. The bus' heater was on for the entire run, during which
interior CO concentrations exceeded exterior concentrations 75 percent of the
time.
During testing of vehicle B-3-A-480, which had relatively high interior
CO levels 31 percent of the time, windows were opened and closed several
times. The higher interior CO concentrations were observed when one-quarter
or half the windows were closed; when all windows were closed, exterior CO
levels were higher. Again, the bus was judged on preliminary inspection to
be in good condition.
Vehicle B-3-A-567 was found on preliminary inspection to have small
openings on the floorboard near the foot pedals and a poor seal between the
gear shift boot and the floor. CO levels were higher inside for 54 percent
of the time. The relatively high interior levels were detected both when
windows were half open and all closed.
SPECIAL TESTING: OVERVIEW OF DATA COLLECTION AND INTERPRETATION
A summary of test data and results for the special testing is presented
in this section. The results are organized and presented in the same order
and corresponding to the three basic procedures of the test program as des-
cribed in Section 3.
CD Source Location Identification Results
A summary of exhaust system leaks (CO source locations) for all tested
vehicles is presented in Table A-7. The vehicle types are listed separately
since the exhaust system configurations are significantly different for school
buses than for automotive vehicles. The tabulated leak locations are ordered
from left to right in the same order that the exhaust flows through the sys-
tem. Particularly severe leaks are identified by the star superscript. As
can be seen, leaks were found at every connection of the exhaust system and
-------
Table 4-7
Summary of Vehicle Exhaust System Leak Locations
Determined by CO Monitor Test Procedures
VEHICLE
TYPE
I.D.
School Bus
B-5-A-314
B-5-A-405
B-5-A-211
B-5-A-115
B-5-A-320
B-5-A-123
B-5-A-315
B-5-A-327
B-4-B-344
B-4-B-342
B-3-B-355
B-3-B-183
B-3-A-83
B-3-A-93
B-3-A-567
x
x
VEHICLE
TYPE
LEAK
LOCATION
1.0.
Taxi Cab
and
Police
Car
T-2-A-616
T-2-A-67
T-2-A-79
T-2-A-59
T-l-A-685
T-l-A-216
P-l-A-358
P-1-A-31Q
x
x
Severe Leak
-------
occasionally in the components (muffler, tail pipe) of the system itself-
The method of leak detection and verification utilizing a CO monitor
and a flexible sampling probe proved to be very effective. The thin, flexioie
sampling probe enabled the identification of exact leak source, small or
large, at any location around the exhaust system joints. For example, leaks
were often found at the upper part of the exhaust system joints, locations
that are otherwise hidden from direct view.
In general, leaks were located in the joints of the system such as pipe
to pipe, or pipe to component (muffler, catalytic converter) connections,
and only rarely in the components themselves. This indicates that even in a
relatively new vehicle with very little corrosion or wear of the muffler and/
or exhaust pipes, significant leaks do occur due to poor sealing at the numer-
ous exhaust system connections. As can be seen in the table, almost every
vehicle leaked in the area adjacent to the engine compartment, either at the
engine exhaust manifold and/or at the joint of the manifold and the head pipe.
In and out connections around the catalytic converter in taxi cabs and police
cars (none of the buses tested had catalytic converters) and at the muffler
in all types of vehicles showed above 30 leaks for the 24 tested vehicles.
The average number of leaks for school buses was approximately 3; for taxi
cabs and police cars, there were more than 4-5 leaks per vehicle. Figure k-
14 shows examples of exhaust system leak locations that are not visible by
inspection alone but can be readily identified utilizing the CO monitor test-
ing method.
CO Intrusion Pathway Inspection Results
Potential CO intrusion pathways were identified by the inspection proce-
dures including inspections underneath the vehicle, in the engine compartment,
in the vehicle interior, in the trunk, and other exterior surfaces and panels
making up the vehicle interior envelope. The principal results of those
inspection procedures are presented in Table 4-8. Again, school buses are
presented separate from automobile type vehicles due to their characteristi-
cally different configurations. Principal vehicle intrusion pathways are
tabulated from left to right starting at the front of the vehicle and moving
towards the rear.
For school buses (the upper part of Table 4-8), most of the potential
CO intrusion pathways were identified in the driver area. Relatively few in-
trusion pathways were found directly in the vehicle fire wall; however often
the engine compartment cover was incompletely sealed and there were often
leaks around cables and hoses coming into the driver compartment. There
were a fair number of potential intrusion pathways identified in'the driver
floor area such as at the base of the steering column, gear shift and emer-
gency brake. The rubber protective boots around the gear shift and emergency
brake were often found damaged and/or deteriorated. There were very few po
tential intrusion pathways found along the mid section of the bus such as an
occasional missing screw or defective rear wheel gasket. It is imoori-anl- tn
note that nearly 90% of the inspected school buses had a defective seafaround
the emergency door due to age wear, and/or damage. Sometimes this was due
to the seal atself and other times due to the fact that the door mechanism
50
-------
Figure 4-14. An Identified Leak in the Muffler Exterior
Uti1izing CO Monitor
-------
Table ^-8
Summary of Potential CO Vehicle Intrusion Pathways Identified by Inspection Procedures
vn
School Bus
B-5-A-314
B-5-A-405
B-5-A-211
B-5-A-115
B-5-A-320
B-5rA-123
B=5tA-320
B-5-A-327
B-4-8-344
B-4-B-342
B-4-Br355
B-4-B-'183
B-3-A-83
B-3-A-93
INTRUSION
POINTS
VEHICLE
TYPE
I.D.
Taxi Cab
and
Police
Car
T-2-A-616
T-2-A-67
T-2-A-79
T-2-A-59
T-l-A-685
P-l-A-358
P-l-A-310
Severe
-------
was not adjusted to bring up the seal snugly. This is important since the
main release of exhaust from the exhaust system is outlet at the rear, quite
close to this potential seal intrusion pathway through the emergency door
seal.
Inspection results for the taxi cabs and police cars show similar results
for the driver area as for the school buses. The partition between the pas-
senger compartment and the trunk appear to provide almost no barrier to the
flow of gases due to a number of openings such as unused speaker openings,
electrical wire openings and the generally poor sealing around the parcel
shelf and back seat. It appears, then, that if CO/exhaust gas can get into
the trunk, it can fairly easily get into the passenger compartment. Therefore
the important intrusion pathways to look for are those that would allow CO/
exhaust gases to enter the trunk space itself. In several of the automobiles
such pathways were found such as defective trunk seals and holes in the trunk
floor. Some potential seal intrusion pathways identified by these inspection
procedures are illustrated in Figures k~\S and 4-16.
Results of the Tracer Tests for Intrusion Pathway Verification and Intrusion
Process Characterization
Intrusion pathways identified by tracer gas source simulation testing
during idling and on-road operation are presented for school buses in Table
J»-9 and for taxicabs and police vehicles in Table 4-10. For each of the ve-
hicles, six individual tests were performed corresponding to the six combina-
tions of vehicle operating condition and tracer release locations separately
indicated from top to bottom ofsthe tables. Intrusion pathways so identified
are listed from left to right corresponding to locations from the front to the
rear of the vehicles. In general, as can be expected, the change from idling
operation to on-the-road operation causes a shift from a situation where most
of the active intrusion points are near the front of the vehicle to a situa-
tion where they are at the rear of the vehicle. In a similar manner, CO
source locations (simulated by tracer release) at the front of the vehicle
(such as at the engine exhaust manifold) results in more active intrusion
through front openings as compared to CO source locations (simulated by
tracer release) at the rear of the vehicle which results in a more active
intrusion through the rear intrusion pathway (emergency door seals).
During each of the six individual tracer tests performed on each vehicle,
the steady-state tracer concentration at the front and rear (trunk for auto-
mobiles) of the vehicles was measured. This value, when normalized by divid-
ing by the tracer release rate and release concentration, results in what is
called a transfer function. This might more appropriately be thought of as
a response function to avoid confusion with formal mathematical use of the
term "transfer function." Large values of the transfer function indicate that
the transfer of CO between a source location and the vehicle interior is easy
and rapid. Correspondingly, low values of the transfer function indicate that
it is difficult for CO released at a given source to enter the passenger
compartment. The transfer function, then, is a useful parameter for compari-
son of the effects of CO releases/leaks from different locations and under
different operating conditions. The measured vehicle intrusion transfer
functions at front and rear locations for each of the six tracer tests per
53
-------
Figures 4-15 and 4-16.
Two Potential Intrusion Points Identified
in a School Bus: (1) a Damaged Protective
Rubber Boot Around the Emergency Brake,
(2) a Seal in a Poor Condition Around the
Rear Emergency Door
i
-------
Table 4-9
Carbon Monoxide Intrusion Pathways Identified In School Buses During Idling
and On the Road** Operation. CO Source Simulation and Isolation
by Tracer Release at 3 Locations Along the Exhaust System
Vehicle
Type
School
Bus
Vehicle
Operation
Idling
On
the
Road
Tracer
Release
Location
Engine
Manifold
Mid Length
of Exhaust
System
Exhaust
Outlet
Engine
Manifold
Mid Length
of Exhaust
System
Exhaust
Outlet
Vehicle
I.D.
B-5-A-405
B-5-A-211
B-5-A-315
B-5-A-327
B-4-B-344
B-4-B-183
B-5-A-405
B-5-A-211
B- 5- A- 31 5
B-5-A-327
B-4-B-344
B-4-B-183
B-5-A-405
B-5-A-211
B-5-A-315
B-5-A-327
B-4-B-344
B-4-B-183
B-5-A-405
B-5-A-211
B-5-A-315
B-5-A-327
B-4-B-344
B-4-B-183
B- 5- A- 405
B-5-A-211
B-5-A-315
B-5-A-327
B-4-B-344
B-4-B-183
B-5-A-405
B-5-A-211
B-5-A-315
B- 5- A- 327
B-4-B-344
B-4-B-183
INTRUSION PATHWAYS
Fire
Wall
Opening
X
X
X*
X
X
X
X
Dri ver
Foot
Pedals
/Floor
X
Windshield
Washer
Hose
/Firewall
X
X
X
Emergency
Brake
Foot/Plate
X
X*
X
X
X
X*
X
X
X
X
X
X
X
X
X
X
X
X
X
Steering
Col umn
/Floor
X*
X
X
X
X
X
X
Gear Shift
Plate/Boot
X
X
X
Front
Door
Seal
X
X
X
X
X
X
X
X
X
Rear
Emergency
Door
Seal
X
X
X*
X*
X
X
X*
X
X
X
X
X*
X
X*
X
*Severe
"Principally Urban Driving Routes
55
-------
Table 4-10
Carbon Monoxide Intrusion Pathways Identified in Taxi Cabs and Police Cars During
Idling and On the Road** Operation. CO Source Simulation and Isolation
by Tracer Releases at 3 Locations Along the Exhaust System
Vehicle
Type
Taxi -Cab
and
Police
Car
Vehicle
Operation
Idling
On
the
Road
Tracer
Release
Location
Engine
Manifold
Mid Length
of Exhaust
System
Exhaust
Outlet
Engine
Manifold
M1d Length
of Exhaust
System
Exhaust
Outlet
Vehicle
I.D.
T-2-A-616
T-2-A-67
T-l-A-685
P-l-A-358
P-l-A-310
T-2-A-616
T-2-A-67
T-l-A-685
P-l-A-358
p-l-A-310
T-2-A-616
T-2-A-67
T-l-A-685
P-l-A-358
p-l-A-310
T-2-A-616
T-2-A-67
T-l-A-685
P-l-A-358
P-l-A-310
T-2-A-616
T-2-A-67
T-l-A-685
P-l-A-358
P-l-A-310
T-2-A-616
T-2-A-67
T-l-A-685
P-l-A-358
P-l-A-310
INTRUSION PATHWAYS
Driver
Foot
Pedals
X
X
X
X
X
Steering
Column
/Floor
X*
X
X*
X
X
X
X*
X
X
X
X
^an Outlet
(at on
Position)
X
X
X
X
X
X
Back
Seat/
Floor
X
X
X
X*
X
X
X
X
X
X
X
Parcel
Shelf
X
X*
X*
X
X
X
X
X*
X
X
X
X*
X
*Severe
"Principally Urban Driving Routes
-------
Table 4-
Carbon Monoxide Intrusion Transfer Function During Idling Operation in School Buses,
Taxi-Cabs and Police-Cars. CO Source Simulation and Isolation by Tracer
Releases at 3 Locations Along Exhaust System
TRACER GAS RELEASE LOCATION:
TRACER GAS DETECTION LOCATION:
Vehicle Type
School Bus
Taxi -Cab/
Police Car
Vehicle I.D.
B-5-A-405
B-5-A-211
B-5-A-315
B-5-A-327
B-4-B-344
B-4-B-183
T-2-A-616
T-2-A-67
T-l-A-685
P-l-A-358
P-l-A-310
Engine Manifold
Front
660
880
7000
6200
NA
5800
1000
3600
18,900
18,300
3000
Rear/Trunk
540
570
5800
500
NA
5800
550
3600
18,900
10,500
3400
Mid Length Exh. System
Front
21
130
5900
1600
2300
2900
950
520
2800
3400
9800
Rear/Trunk
14
80
3300
280
2300
2900
800
620
2800
2200
9800
Exhaust Outlet
Front
24
3
1600
NA
860
840
120
230
1100
1300
3000
Rear/Trunk
11
4
390
NA
860
840
96
230
1100
1300
3000
v "if-) * 10
\ liter/
11
-------
Table ^-12
CO Intrusion Transfer Function* During On the Road Operation in School Buses,
Taxi-Cabs and Police-Cars. CO Source Simulation and Isolation by Tracer
Releases at 3 Locations along Exhaust System
TRACER GAS RELEASE LOCATION:
TRACER GAS DETECTION LOCATION;
Vehicle Type
School Bus
Taxi -Cab/
Police Car
Vehicle I.D.
B-5-A-405
B-5-A-211
B-5-A-315
B-5-A-327
B-4-B-344
B-4-B-183
T-2-A-616
T-2-A-67
T-l-A-685
P-l-A-358
P-l-A-310
Engine Manifold
Front
15
450
4700
8600
590
2400
690
560
380
2300
1800
Rear/Trunk
16
260
4700
2300
590
2400
690
580
380
2300
1800
Mid Length Exh. System
Front
15
17
1800
800
220
700
150
110
790
1000
150
Rear/Trunk
39
37
2100
1100
220
700
150
120
790
100
1200
Exhaust Outlet
Front
6
3
250
NA
350
220
39
82
310
180
140
Rear/Trunk
19
24
1500
NA
400
330
no
57
640
310
140
V/l
00
*/min_) * 10
vliter /
11
-------
Figure k-\J
Transfer Function Distribution at Three Simulated
Carbon Monoxide Release Locations for School Buses
Simulated CO Release
Location
Inside Vehicle
Detection Location
• = Idling
O * On Road
10,000 -
•
•
1000-
•vm •
0
IT*
CJ ---"••-^
C i.
=3 CD C
t SJ
<£ 100-
c
(B
-
10-
-
-
1
Engine Exhaust
Manifold
Front
O
• •
O
O
•* o
o
o
Rear
or
Trunk
O
00
o
O
o
Mid Length of
Exhaust System
Front
*
•
9 o
°0
0
0
°0
Rear
or
Trunk
•
• 0
O
o
o
9
Exhaust Outlet
Front
•
**
O
°0
I
o
• 0
Rear
or
Trunk
O
**
• O
• o
o
o
•
59
-------
Figure k-]Q
Transfer Function Distribution at Three Simulated Carbon Monoxide
Release Locations for Taxi-Cabs and Police Cars
Simulated CO Releas
Location
Inside Vehicle
Detection Location
• = Idling
O = On Road
10,000-
1000 -
,—
C t^J
o •—
'.J3 i *
O 1
C "
3 i_
u- o> c
£ ?E_^ lo°-
co
c
ro
1 — *
10-
-
1
Engine Exhaust
Manifold
Front
0
o
o
•
o
o
o
Rear
or
Trunk
1
»
O
O
. 0°
0
Mid Length of
Exhaust System
Front
*
*,
• o
O
00
o
Rear
or
Trunk
•
•
O
O
°0
Exhaust Outlet
Front
•
•*
0
£
0
• °
o
o
Rear
or
Trunk
•
• *
£
O
o
o
c
o
60
-------
vehicle are presented in Table 4-11 for idling conditions and in Table 4-12
for on - the-road operating conditions. The tables are arranged as before by
the release location (engine manifold, mid length of exhaust system, and ex-
haust outlet), and by the sampling locations in the front or rear/trunk. As
can be expected, values are somewhat higher for idling than for on-the-road
operation. These results are further discussed in the next section.
In order to further illustrate the transfer function results of the tra-
cer test sequences, the transfer function values from Tables 4-11 and 4-12
have been plotted in tabular fashion for school buses on Figure 4-17 and for
taxi cabs and police cars on Figure 4-18. The arrangement of the columns from
left to right is again for release locations from the front of the vehicle to
the rear. And, for each release location, the values of the transfer function
for the front and rear/trunk of the vehicle are indicated.
Transfer functions for idling operation are indicated by solid circles
and those for on-the-road operation by open circles. As can be seen for both
school buses and automotive vehicles, transfer functions for idling operation
are generally higher than for on-the-road operations, indicating that higher
CO concentrations can be expected for idling operations than for on-the-road
operations.
For both school buses and for automotive vehicles, and for both idling
and on-the-road conditions for both, there is a general trend in the data
diagonally from upper left to lower right. This general trend indicates, as
expected, that for the same rate CO leak, the further toward the front of the
vehicle the leak, the higher tne resulting interior CO levels. This is to be
expected since CO released near the front of the vehicle (for example at the
exhaust manifold) is relatively close to, and has available the intrusion path-
ways at the front driver area of the vehicle whereas CO released at the rear
portions of the exhaust system is less likely to enter through front intrusion
pathways, particularly during on-the-road operation. It must be remembered,
of course, that all these transfer functions correspond to interior levels
achieved for the same CO release rate. Of course, the CO release rate from
the exhaust outlet is much higher than the release expected through any leak
in the exhaust system. However, it should be noted that the range in transfer
functions tabulated in Tables 4-11 and 4-12 and correspondingly plotted in
Figures 4-17 and 4-18, is very large (nearly 4 orders of magnitude for each
vehicle type). This indicates that an exhaust leak at a forward location with
an intrusion pathway nearby may have much more severe results than CO released
from the exhaust outlet at a much greater rate.
Several other design characteristics or vehicle conditions which may in-
fluence transfer functions are shown on Figures 4-19 through 4-25- These in-
clude short tailpipe location and/or orientations (Figures 4-19 and 4-20); gaps
in rubber sealing separating the engine area from the fresh air intake (Figure
4-21); abscence of rubber seal on the windshield bottom (Figure 4-22); holes in
taxicab trunk (Figure 4-23); gaps in underbody sheet metal (Figure 4-24); muf-
fler coupling leaks (Figure 4-25);
61
-------
Figures A-19 and k-20. Tailpipe Configurations Favoring Intrusion
62
-------
Figure 4-21. Engine Compartment Seal Gap
Figure 4-22. Missing Seal at Windshield Bottom
-------
Figure 4-23. Holes in a Taxicab Trunk
Figure k-2k. Sheet Metal Junction Gap in Vehicle Underbody
-------
Figure 4-25. Coupling Leak at Muffler
VEHICLE CASE STUDIES
Each of the 24 vehicles that were evaluated during the special testing is
discussed on the following pages. The inspection data are summarized along
with all available CO and SF, results. Since all were considered for special
testing, there was at least one piece of information gathered which brought the
vehicle to our attention. As discussed previously, the objective of the final
testing segments was either to (1)-identify and isolate the factors responsible
for observed elevated CO or (2) to quantitatively determine the importance of
factors hypothesized to influence CO concentration in the vehicle.
-------
School Bus B-5-A-115
Description—
1977 International Model 1703, 2 door, 37', 63 passengers, V-8, 345 cubic
inch gasoline engine, automatic, front engine
Condition—
Very good, wear noted only at front door
Usual Route—
Urban, but not heavily congested, no tunnels on route
Rationale for Special Testing—
Difference front to rear on glass tube readings
Measurements Taken—
Glass Tube: 20 ppm average over nine hours in front; 3 ppm in rear
Personal Samplers: 4 ppm and 5.5 ppm average readings for two sepa-
rate times
Continuous Analyzer: Interval levels did not ascend but rather re-
flected external events such as traffic
Exhaust test for CO leakage: Leaks confirmed at 6 points along ex-
haust system; several at rear of muf-
fler and points along length
Intrusion Pathways - Visual Identification: Several observed by eye
in front and rear but no
large openings communica-
ting directly to leak loca-
tions
^.
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
Conclusions: The presence of severe leaks in the exhaust system is
mitigated by the absence of critical intrusion path-
ways. This relatively new vehicle (-x. 20,000 miles) has
the potential to cause significant problems by interior
CO if pathways develop with age.
N/D = not determined(test never performed)
66
-------
School Bus B-5-A-123
Description—
1977 International Model 1703, 2 door, 37', 63 passenger, V-8 345
cubic inch gasoline engine, automatic, front engine
Condition—
Very good except tailpipe rusting and uncombusted fuel observed in
the exhaust
Usual Route—
Urban; not downtown or through tunnels
Rationale for Special Testing—
The uncombusted fuel observed might indicate poor state of tune with
concomitant elevated CO
Measurements Taken—
Glass Tube: 2 ppm average over nine hours in front; 9 ppm in rear
Personal Samplers: N/D
Continuous Analyzer: N/D
Exhaust Test for CO Leakage: Leaks confirmed at the manifold to head
pipe and the exhaust pipe to muffler con-
nections
Intrusion Pathways - Visual Identification: Five pathways observed
including possible criti-
cal ones at the gearshift
boot and emergency brake
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
Conclusions—
In the presence of only the glass tube data, it is not possible to de-
termine if the combination of verified CO leakage and intrusion points
will cause CO problems in the vehicle. The observed rear door seal
problem may have been responsible for the elevated rear to front read-
ings.
67
-------
School Bus B-5-A-211
Description-—
1977 International Model 1703, 2 door, 37', 63 passenger, V-8, 345 cubic
inch gasoline engine, automatic, front engine
Condition—
Rear tailpipe and clamp has been replaced in order to correct rusting;
no obvious intrusion pathways; rusting observed at the time of special
testing forward of replaced tailpipe section
Usual Route—
City route with fairly light traffic
Rationale for Special Testing—
Elevated front to rear glass tube
Measurements Taken—
Glass Tube: 23 ppm average over nine hours in front; 3 ppm in rear
Personal Samplers: N/D
Continuous Analyzer: The outdoor concentration of CO was light along
the route with interior levels generally also
low(< 5 ppm)*
Exhaust Test for CO Leakage: Numerous leaks with mos± severe at the
rear end of the exhaust system
Intrusion Pathways - Visual Identification: Four pathways observed -
three in the front plus
the emergency door seal
Intrusion Pathways - Tracer Confirmation: The most significant source/
pathway combination was released during idling from the manifold
area and intrusion through the emergency brake foot and the steer-
ing column; another significant combination - rear exhaust release
and emergency seal transfer
Intrusion Transfer Function(Maximum)—
Value of 880 for engine manifold release/front detection idling
and 450 during on-the-road
*
Possible malfunction of interior channel suspected responsible for abnorm-
ally low readings.
68
-------
Conclusions—
Although the transfer functions were not exceptionally high, it is
clear that leakage in the front-most part of the exhaust system will
easily intrude into the vehicle. This vehicle, although with quite
low mileage, has the potential for developing seriously elevated CO
levels inside. The elevated front to rear glass tube ratio is direct-
ly explainable.
School Bus B-5-A-514
Description—
1977 International Model 1703, 2 door, 37', 63 passengers, V-8, 345
cubic inch gasoline engine, automatic, front engine
Condition—
Tailpipe very rusty and nearly disassembling upon handling; no intrus-
ion points obvious
Usual Route—
Relatively light urban traffic
Rationale for Special Testing—
The rear glass tube reading was both elevated and dissimilar from
the front
Measurements Taken—
Glass Tube: 10 ppm average over approximately nine hours in front;
32 ppm in the rear
Personal Samplers: N/D
Continuous Analyzer: N/D
Exhaust Test for CO Leakage: Leaks confirmed at the junctions of head
pipe to exhaust and at exhaust pipe to
muffler
Intrusion Pathways - Visual Identification: Four locations observed-
lid of engine compartment, heater/windshield water hose, gear shift
boot, emergency door seal
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
69
-------
Conclusions—
The combination of a very poor tailpipe condition, emergency door seal
degradation, and elevated rear glass tube values appeared to be linked.
School Bus B-5-A-315
Description—
1977 International Model 1703, 2 door, 37', 63 passengers, V-8, 345
cubic inch gasoline engine, automatic, front engine
Condition—
Appears good to visual inspection; no intrusion points obvious
Usual Route-
Light to moderate urban route
Rationale for Special Testing—
The dissimilarity of front to back glass tube levels
Measurements Taken—
Glass Tube: 7 ppm average air approximately nine hours in the front;
22 ppm in the rear
Personal Samplers: N/D
Continuous Analyzer: N/D
Exhaust Test for CO Leakage: Severe leak verified at the junction of
the manifold to head pipe, leak at exhaust pipe to muffler junction
Intrusion Pathways - Visual Identification: Three observed - the fire-
wall, gearshift boot, and the emergency door seal
Intrusion Pathways - Tracer Confirmation: A number of pathways con-
firmed SF, infiltration both during idling and on-the-road opera-
tion; several pathways not visually observed were found to be sig-
nificant: Emergency brake plate, front door seal
Intrusion Transfer Function(Maximum): Very high transfer functions
coupling engine manifold leak area and mid length underbody leak
location with both front and rear interior locations
Conclusions—
The tracer tests confirm that this vehicle has both CO sources and
70
-------
leakage pathways which might combine to create high CO levels in normal
use. The moderate traffic route, low total mileage (23,000) and small
mileage interval since tuneup(335)may be the mitigating factors.
School Bus B-5-A-320
Description—
1977 International Model 1703, 2 door, 37', 63 passenger, V-8, 345 cubic
inch gasoline engine, automatic, front engine
Condition—
Tailpipe rusted and end decomposed; floor boards seem sticky
Usual Routes—
Moderate traffic, urban route, no tunnels
Rationale for Special Testing—
To evaluate the cause of the rear glass tube reading
Measurements Taken—
Glass Tube: 10 ppm average over approximately nine hours in front;
32 ppm in the rear
Personal Samplers: N/D
Continuous Analyzer: The interior reading is relatively isolated and
damped(lower)than the exterior; no accumulation inside
Exhaust Test for CO Leakage: Significant leaks detected at the ex-
haust pipe/muffler junction and the muffler/tail pipe junction
Intrusion Pathways - Visual Identification: Four observed - two
forward(engine compartment cables, heater hose)and two rear
(missing screws under seats; emergency door)
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
Conclusion—
The severe leaks coupled with the rear intrusion points are the hypo-
thesized links to explain the elevated glass tube readings. This
vehicle has low mileage(24,000)and a recent tuneup(340 miles). There-
fore, a problem could develop at some future point.
71
-------
School Bus B-5-A-327
Description—
1977'International Model 1703, 2 door, 37', 63 passenger, V-8, 345
cubic inch engine, automatic, front engine, gasoline
Condition—
Appears good, rear clamp for exhaust system is loose
Usual Routes—
Rationale for Special Testing—
The rear glass tube reading is high and the intrusion path and source
unknown
Measurements Taken—
Glass Tube: 7 ppm average over approximately nine hours in the
front, 23 ppm in the rear
Personal Samplers: N/D
Continuous Analyzer: N/D
Exhaust test for CO leakage: Four leak points - three severe - junc-
tions head pipe/exhaust, exhaust pipe/muffler, muffler/tail pipe
Intrusion Pathways - Visual Identification: A large opening at the
emergency brake housing and four others
Intrusion Pathways - Tracer Confirmation: There is extremely ef-
ficient transfer through the emergency brake plate from the
front and mid body sources
Intrusion Transfer Function(Maximum): The transfer function from
engine manifold source to the front detector location is 6,200
and 8,600 for idling and on-the-road respectively
Conclusion—
The observations do not explain the elevated rear glass tube readings
but instead point out the potential for CO intrusion from frontal
sources and through the emergency brake plate
School Bus B-5-A-4D5
Description—
1977 International Model 1703, 2 door 37', 63 passenger, V-8, 345
72
-------
cubic inch gasoline engine, automatic, front engine
Condition—
Appears in good condition
Usual Route—
Urban route with moderate traffic
Rationale for Special Testing—
To determine the cause of the elevated: glass tube reading in the front
Measurements Taken—
Glass Tube: 26 ppm average over approximately 9 hours in front; 7 ppm
in rear
Personal Samplers: N/D
Continuous Analyzer: The interior readings did not couple closely with
the exterior nor were either very high
Exhaust Test for CO Leakage: Two locations found; both front (engine
exhaust manifold and head pipe to exhaust pipe)
Intrusion Pathways - Visual Identification: Three of the four observed
were in the front including steering column and mechanical cable links
from the engine
Intrusion Pathways - Tracer Confirmation: There were a number of leak
pathways verified, including five severe cases, for various source
locations under idling and on-the-road conditions
Intrusion Transfer Function (Maximum): The transfer function values
were small with the largest values during idling coupling engine mani-
fold source location to the interior through a combination of four
frontal intrusion points
Conclusions—
This vehicle showed a great number of intrusion pathways and two frontal
leak sources. Under slow traffic or idling conditions, there may be
problems with CO intrusion which were not present under steady movement
routes
School Bus B-4-A-183
Description—
1966 Ford, V-8 gasoline front engine, 33', 66 passenger, approximately
73
-------
188,000 miles with 9,000 since last tuneup
Condition—
Observed a hole at the emergency brake
Usual Route—
Rationale for Special Testing—
The elevated glass tube reading and the results of continuous analyzer
testing pointed out a potentially serious intrusion condition
Measurements Taken—
Glass Tube: 45 ppm average over an 11 hour period in the front of the
bus
Personal Samplers: N/A
Continuous Analyzer: Frequently observed elevated interior levels (over
exterior); while moving the interior levels build up and become 15 ppm
above exterior; when buses stop the levels inside tend to decrease
(whether engine on or off)
Exhaust Test for CO Leakage: Leakage verified at two forward locations:
(1) junction manifold to head pipe (2) the head pipe to exhaust pipe
Intrusion Pathways - Visual Identification: Eight pathways were identi-
fied, including unusual condition of firewall seal area
Intrusion Pathways - Tracer Confirmation: The verified pathways which
appeared most often were the emergency brake foot, steering column, and
the rear emergency door
Intrusion Transfer Function (Maximum): Transfer coefficients were larg-
est during idling with an engine manifold source (5,800)
Conclusion—
This vehicle is of concern. It has exhibited a high degree of CO intru-
sion through frontal pathways. High mileage may be responsible for the
existence of both sources and pathways. Corrective action is advised.
School Bus B-4-A-342
Description—
1975 Ford, V-8 gasoline front engine, 33', 66 passenger, approximately
80,000 miles with 2,000 since last tuneup, forced air ventilation
Condition—
-------
Appears good
Usual Route—
Rationale for Special Testing—
High glass tube values in addition to interior levels exceeding exterior
during continuous analyzer run
Measurements Taken—
Glass Tube: 33 ppm average over 9 hours in front
Personal Samplers: N/D
Continuous Analyzer: Interior levels almost always higher except when
exterior peaks due to close traffic; heater was on and windows closed;
highest interior levels (^20 ppm) observed when the heater blower was
turned on
Exhaust Test for CO leakage: Two locations observed (1) manifold/head
pipe (2) muffler/tail pipe
Intrusion Pathways - Visual Identification: Three observed were mechani-
cal connections from the engine compartment, steering column base, and
the emergency door seals
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function (Maximum): N/D
Conclusions—
Interior levels exceed the exterior by difference of 5-10 ppm. It is
felt that evidence of intrusion pathways and the confirmed CO leak loca-
tions are responsible for the intrusion.
School Bus B-4-A-344
Description—
1975 International Blue Bird, V-8 gasoline engine, 33', 66 passenger,
forced air ventilation, 85,500 total miles with 9,000 since last tune-
up
Condition—
Appears good
Usual Route—
75
-------
Rationale for Special Testing—
To investigate elevated glass tube reading
Measurements Taken
Glass Tube: 51 ppm average over approximately 9 hours in front
Personal Samplers: N/D
Continuous Analyzer: The average interior level exceeded the fluctuat-
ing exterior; there appears to be little coupling between interior
and exterior readings; windows closed
Exhaust Test for CO Leakage: Severe leaks at three locations - engine
exhaust manifold, manifold/head pipe junction, muffler/tail pipe
junction
Intrusion Pathways - Visual Identification: Four observed; three fron-
tal - mechanical cable penetrations from engine compartment, heater/
windshield water hose, steering column base;one rear - emergency
door seal
Intrusion Pathways - Tracer Confirmation: Two distinct combinations
were confirmed - the steering column base or gear shift boot path-
ways with nearly any tracer source location(both idling and road)
and a severe pathway through the emergency door seal for the on-the-
road test and rear tracer release
Intrusion Transfer Function(Maximum): Transfer coefficients were of
low to medium value(229-2,800)
Conclusions—
The extremely high glass tube data was consistent with the elevation
of internal over external level found during the continuous samp-
ling measurements. The elimination of exhaust manifold leaks appears to
be important to correct this problem as does sealing the intrusion path-
ways. Tuneup interval doesn't appear to be the controlling factor.
School Bus B-4-A-355
Description—
1975 Ford, V-8 gasoline engine,33', 66 passenger, forced air ventila-
tion, 81,500 total miles with 9,000 since last tuneup
Condition—
Appears good
76
-------
Usual Route—
Rationale for Special Testing—
Elevated glass tube reading and isolated peaks during continuous ana-
lyzer monitoring
Measurements Taken—
Glass Tube: 50 ppm average over 9 hours in front
Personal Samplers : N/D
Continuous Analyzer: Interior and exterior levels generally averaged
the same, interior fairly low; several unexplainable intermittent
peaks inside up to 50 ppm
Exhaust Test for CO leakage: Severe leaks at the exhaust manifold and
the junction of the manifold to the head pipe; leak at the junction
muffler/tail pipe
Intrusion Pathways - Visual Identification: Five identified(engine
compartment bed, mechanical cable penetrations from engine compart-
ment, steering boot, stuck window, emergency door seal)
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
Conclusions—
The central stuck window seems to assure ambient ventilation which may
be responsible for the absence of a more severe level. Front levels
were higher during the continuous monitoring. The front sources may be
controlling the intrusion.
School Bus B-3-A-28
Description—
1976 International, V-8, 392 cubic inches,33', 55 passenger, 35,800
total miles with 4,000 since last tuneup
Condition—
Appears good
Usual Route—
Begins at residential and proceeds to downtown
77
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Rationale for Special Testing—
Glass tube and continuous analyzer readings considerably above the
fixed station ambient and exterior levels
Measurements Taken—
Glass Tube: 39 ppm average over approximately 10 hours as measured by
separate tubes front and rear
Personal Samplers: N/D
Continuous Analyzer: Interior consistently exceeded exterior (except
when analyzer location was moved in the proximity of the exhaust
plume). Interior peaks of 25 ppm
Exhaust Test for CO Leakage: Five leak locations found across front to
rear
Intrusion Pathways - Visual Identification:
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function (Maximum): N/D
Conclusions—
Confirmation of elevated interior levels was made by glass tube and
continuous analyzer measurements. Leaks observed were considered
sufficient to be responsible for CO levels.
School Bus B-3-A-83
Description—
1974 Ford, V-8, 3^5 cubic inch gasoline engine, 37', 78 passengers,
93,000 total miles with 5,000 miles since tuneup, dual exhaust system
Condition—
Appears good
Usual Route—
Rationale for Special Testing—
High rear glass tube reading
Measurements Taken—
Glass Tube: 10 ppm average over ten hours in front and 79 ppm in rear
78
-------
Personal Samplers: Questionable reading obtained
Continuous Analyzer: N/D
Exhaust Test for CO Leakage: Two locations: (1) front manifold/head
pipe (2) head pipe/exhaust pipe
Intrusion Pathways - Visual Identification: Six identified, including
missing screws under seats
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function (Maximum): N/D
Conclusions—
Unfortunately, not enough data was taken to confirm readings or develop
clear reason. Missing screws under seats should be replaced and further
tests run.
School Bus B-3-A-93
Description—
1970 Ford, V-8, 361 cubic inch, gasoline engine, 34', 60 passenger,
138,000 total miles with 19,000 since last tuneup
Condition—
Appears good
Usual Route—
Includes congested downtown area
Rationale for Special Testing—
Glass tube and continuous analyzer levels were elevated
Measurements Taken—
Glass Tube: 39 ppm average in both rear and front over approximately
9 hours
•Personal Samplers: N/D
Continuous Analyzer: With windows closed on trip, the interior showed
to be above exterior levels and rose gradually to a peak of 45 ppm
compared to 20 ppm external
Exhaust Test for CO Leakage: None detected
79
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Intrusion Pathways - Visual Identification: Five identified, including
missing screws under seats, rear wheel well gaskets, and gear shift
boot
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function (Maximum): N/D
Conclusions—
The analyzer ride taken showed that in the closed bus with heater on,
the levels ascend with stop and start traffic. The corrective action
indicated is to repair the intrusion pathways, remove this bus from
downtown service, and tuneup the vehicle.
School Bus B-3-A-367
Description—
1974 International Bluebird, V-8, 392 cubic inches, 34', 66 passenger,
64,000 miles with 1,700 since tuneup
Condition—
Observed gear shift boot not sealed; holes at foot pedals; driver com-
plains of fumes
Usual Route—
Includes downtown area
Rationale for Special Testing—
High glass tube readings and accumulation during windows closed on
continuous analyzer tests
Measurements Taken—
Glass Tube: 37 ppm average front and rear over approximately nine hours
Personal Samplers: N/D
Continuous Analyzer: Windows closed are associated with elevation of
the interior over exterior; during slow downtown traffic the interior
levels reached their sustained peaks of up to 40 ppm with exterior
levels of approximately 15 ppm
Exhaust Test for CO Leakage: Four leak sources: (1) manifold/head pipe
(2) head pipe/exhaust pipe (3) exhaust pipe/muffler (4) muffler/tail
pipe
Intrusion Pathways - Visual Identification: See above under condition
80
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Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
Conclusions—
This vehicle shows many CO leakage sources and several large pathways.
Repairs and reassignment from downtown area are recommended.
Taxicab T-2-A-39
Description—
1977 Plymouth Fury, 80,000 miles, 6 cylinder, 225 cubic inches
Condition—
Worn and with signs of exhaust contamination
Usual Route—
Suburban; very light traffic
Rationale for Special Testing—
Glass tube readings exceeded the 9ppm 8 hour standard
Measurements Taken—
Glass Tube: 16 ppm average over approximately 9 hours both in front
and in the back
Personal Samplers: N/D
Continuous Analyzer: N/D
Exhaust Test for CO Leakage: Leaks located at nearly every junction
of the exhaust system; severe leaks at three locations - catalytic
converter to exhaust pipe, exhaust pipe to muffler, and muffler to
tailpipe"
Intrusion Pathways - Visual Identification: Four pathways were observed-
vent inlet seal, parcel shelf, parcel shelf seal, trunk seal. An
area of carbon deposits was noted on the rear bumper; short exhaust
tail pipe was observed.
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
81
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Conclusions—
The condition of the vehicle was judged to be poor and offered suf-
ficient reason for elevated CO interior levels. This taxicab is used
in a relatively light traffic area, and this may be a mitigating factor,
Taxicab T-2-A-67
Description—
1976 Plymouth Valiant, slant 6 cylinder, 225 cubic inches, 120,000
miles
Condition—
Foot pedal floorboard area holes noted
Usual Route—
Suburbs to downtown alternating between light to heavy traffic
Rationale for Special Testing—
Large holes observed in foot pedal/steering column area
Measurements Taken—
Glass Tube: 8 ppm average front and 6 ppm rear over 7 hours
Personal Samplers: N/D
Continuous Analyzer: Peak levels exceeded 100 ppm both inside and
outside; average levels inside and outside are comparable (20-23 ppm);
fluctuations with time are rapid as the effects of immediate ex-
terior ambient levels are noted
Exhaust Test for CO Leakage: Four leak locations observed in the
exhaust system - engine exhaust manifold, head pipe to catalytic
converter, muffler, muffler/tailpipe
Intrusion Pathways - Visual Identification: Three observed - engine
compartment electrical connections, foot pedals, parcel shelf seal
Intrusion Pathways - Tracer Confirmation: Severe intrusion located
through the steering column for nearly all tracer release positions
Intrusion Transfer Function (Maximum): The highest transfer function
was during idling from an engine manifold source (3600)
82
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Conclusions—
Traffic congestion is directly observed to cause elevated CO levels.
At some red lights, both interior and exterior levels were > 100
ppm. This vehicle has a significant number of intrusion points, and
communication between exterior and interior is rapid. This vehicle
could be improved if intrusion pathways were closed.
Taxicab T-2-A-79
Description—
1977 Plymouth Fury, a slant 6 cylinder, 225 cubic inches, 80,000 miles
Condition—
Observed soot along exhaust system
Usual Route—
Suburbs to downtown/airport alternating between light to heavy traffic
Rationale for Special Testing—
Elevated glass tube levels
Measurements Taken—
Glass Tube: 17 ppm average in both the front and the rear during
approximately 7% hour trip
Personal Samplers: N/D
Continuous Analyzer: N/D
Exhaust Test for CO Leakage: Four leak sources including two severe
ones at muffler and muffler/tailpipe
Intrusion Pathways - Visual Identification: Six pathways noted - engine
compartment electrical lid, vent inlet seal, foot pedals, steering
column, parcel shelf, and parcel shelf seal
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
Conclusions—
Significant source and intrusion pathways were noted which could devel-
op high interior levels of CO under slow or heavy traffic conditions.
83
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Taxicab T-2-A-616
Description—
1976 Plymouth Fury, slant 6 cylinder, 225 cubic inches, 120,000 miles
Condition—
Exhaust system condition generally poor
Usual Route—
Suburbs to downtown/airport alternating between light to heavy traffic
Rationale for Special Testing—
Observation of the exhaust system condition
Measurements Taken—
Glass Tube: N/D
Personal Samplers: N/D
Continuous Analyzer: N/D
Exhaust Test for CO leakage: Five sources measured - engine exhaust
manifold, manifold to head pipe, exhaust pipe to muffler, muffler, and
muffler to tailpipe
Intrusion Pathways - Visual Identification: Four noted - firewall,
vent inlet seal, parcel shelf, and parcel shelf seal
Intrusion Pathways - Tracer Confirmation: Principal pathways were
determined to be through the driver foot pedals and the back seat/
floor area
Intrusion Transfer Function(Maximum): The maximum value arose during
idling when tracer was emitted from the manifold area and detected
in the front(l,000)
Conclusions—
The intrusion pathways appear to be front and rear with the front
leakage source playing perhaps the most important role.
Taxicab T-1-A-216
Description—
1976 Checker, Chevrolet 250 CID, gasoline, 6 cylinder, 199,000 total
-------
miles with 8,000 since tuneup
Condition—
Oily film around the rear seal and several intrusion and wear points
observed
Usual Route—
Citywide with trips to and from downtown, airport, and suburbs
Rationale for Special Testing—
High glass tube reading and observation of oily film in rear
Measurements Taken—
Glass Tube: 54 ppm average over approximately 5 hours
Personal Samplers: N/D
Continuous Analyzer: N/D
Exhaust Test for CO Leakage: Five leak points measured- manifold/
head pipe, head pipe/catalytic converter, catalytic converter/
exhaust pipe, exhaust pipe/muffler, muffler
Intrusion Pathways - Visual Identification: Holes at floor pedal,
rear parcel deck communicates to the trunk, door seals worn, trunk
seals worn
Intrusion Pathways - Tracer Confirmation: N/D
Intrusion Transfer Function(Maximum): N/D
Conclusions—
A significant number of sources and intrusion pathways were found
which would explain the elevated glass tube levels
Taxicab T-1-A-685
Description—
1974 Checker, Chevrolet 250 CID, 6 cylinder, 300,000 miles, 6,000
from tuneup
Condition—
Holes around gas pedal; trunk lid would not shut tightly; oily film
around back seat; holes from back seat to trunk
85
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Usual Route—
Includes downtown and airport areas
Rationale for Special Testing—
Elevated glass tube reading
Measurements Taken—
Glass Tube: 47 ppm average over approximately 8 hours
Personal Samplers: N/D
Continuous Analyzer: The Front windows stayed open on both sides and
interior values generally followed all the time trace characteristics
of exterior trace and were slightly lower
Exhaust Test for CO Leakage: Six leak points located front to rear,
with a severe leak at the muffler to tail pipe junction
Intrusion Pathways - Visual Identification: This vehicle had 14 intrus-
ion points identified, far exceeding any other vehicle
Intrusion Pathways - Tracer Confirmation: The most severe pathway
arose through the rear parcel shelf
Intrusion Transfer Function(Maximum): Values were exceptionally high
with maximum occurring from an engine manifold leak Iocation(l8,900)
Conclusions—
This vehicle is potentially lethal. During the continuous analyzer
ride, the windows were half opened, since it was warm. It is recom-
mended that the conditions noted be corrected as soon as possible.
Police P-1-A-310
Description—
1978 Ford LTD, V-8, 4 door, gasoline engine
Condition—
Good condition to visual observation
Usual Route—
Adjacent to downtown area for patrol
86
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Rationale for Special Testing—
Elevated glass tube and personal sampler readings
Measurements Taken—
Glass Tube: 17 ppm average over approximately 8 hours in the front
Personal Samplers: 29.9 ppm over 8 hours with ambient readings approxi-
mately 1.6 ppm in area
Continuous Analyzer: N/D
Exhaust Test for CO Leakage: Four points detected - exhaust manifold,
catalytic converter to exhaust pipe, exhaust pipe to muffler, and
muffler
Intrusion Pathways -Visual Identification: Four noted - firewall, vent
inlet seal, electrical leaks to trunk, and parcel shelf
Intrusion Pathways - Tracer Confirmation: Several determined - back
seat/floor, steering column/floor, parcel shelf, and air fan outlet
when on
Intrusion Transfer Function(Maximum): The range of values tended to be
high with the worst condition during idling from a mid under-
body source(9800)
Conclusion—
This vehicle has several unique features including the CD level increase
through the ventilation fan operation and the mid underbody tracer source
being the highest transfer function. Sitting in this vehicle with en-
gine idling resulted in > 100 ppm of CO. The fresh air intake may be
communicating with engine emissions and the catalytic converters are
leaking raw exhaust.
Police Car P-1-A-358
Description—
1978 Ford LTD, V-8, 4 door, gasoline engine, 19,000 miles with 10,000
since tuneup
Condition—
Visually good
Usual Route—
Patrols downtown
87
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Rationale for Special Testing—
Elevated levels by all methods
Measurements Taken—
Glass Tube: 28 ppm and 86 ppm on two separate occasions of approximately
8 hours each
Personal Samplers: 38.8 ppm average over 8 hours with approximately 3.3
ppm fixed site ambient
Continuous Analyzer: In downtown area, the interior level exceeded
exterior (30 ppm - 20 ppm); other times, the two were comparable;
windows were often opened during test
Exhaust Test for CO Leakage: Three leaks: (1) manifold/head pipe (2)
head pipe/catalytic converter (severe) (3) muffler
Intrusion Pathways - Visual Identification: Seven pathways identified
including two at the front - vent inlet seal and front windshield seal
Intrusion Pathways - Confirmation: Four confirmed: (1) steering column
floor,(2) back seat/floor,(3) parcel shelf, (4) the ventilation fan
outlet (when on)
Intrusion Transfer Function (Maximum): During idling, all source loca-
tions produced large transfer functions (>1,000) with the engine mani-
fold source yielding the maximum (18,300); similar hierarchy for the
moving vehicle
Conclusions—
Sitting in this idling vehicle with windows closed and vent turned on
resulted in > 100 ppm CO concentrations in several minutes. The design
and leakage conditions of this vehicle have resulted in a serious intru-
sion problem which must be addressed.
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SECTION 5
DISCUSSION OF RESULTS
COMMENTS ON PROCEDURES, INSTRUMENTATION, AND RESULTS
Program experience has indicated that passive stain tube cards are use-
ful for surveying CO exposures in a large vehicle population. Although the
devices could have been more easily read and thus more precise had their
scales been expanded, they provided useful and inexpensive quantitative data.
These data helped us to estimate fleetwide CO concentration exposure averages
and were effective in discovering unusually elevated levels and conditions
such as marked front-to-rear differences in exposure. Although they are not
as precise as personal samplers or continuous analyzers, their requirements
for maintenance, calibration, and personnel expertise are considerably lower.
It was anticipated that the personal sampler measurements would be more
productive in developing CO survey data than they were. The primary diffi-
culty was equipment unavailability due to outage and in-service failure.
Additionally, although some instruments calibrated and humidified acceptably,
statistical analyses of the survey results after repeated issuance revealed
that several dosimeters differed in a systematic manner from a random dis-
tribution of concentration, i.e., tended to have a uniformly low or high
reading despite random use. Finally, on some days an insufficient number of
volunteers could be recruited either because smokers were being excluded or
insufficient cooperation was obtained. One matteriaffecting the degree of
cooperation was the fact that the sampler, although small, is comprised of
two distinct devices- a pump and a dosimeter. It is felt that an integrated
unit, if sufficiently compact, would seem less imposing. Furthermore, the
incorporation of readout capability within the dosimeter rather than in a
separate readout unit would offer certain advantages. If the single readout
device fails in the field, the entire data set is lost. Finally, readings
from an integrated unit could be taken during the field use period and at
shorter time intervals.
The strongest tool to identify conditions accompanying the formation of
higher inside than outside levels of CO was the continuous CO analyzer.
Recorder traces of simultaneously measured interior and exterior levels were
analyzed along with observations of analyzer location within the vehicle,
operating conditions, traffic, and vehicle design. Both instantaneous concen-
trations and planimeter-derived averages were compared. This procedure ex-
plicitly separated out the influence of external ambient concentrations,
89
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allowing us to focus upon underlying CO intrusion mechanisms and conditions.
Calibrating these devices daily and comparing readings at the same location
(or with all the windows opened to obtain full equalization) were means taken
to assure the validity of comparing readings and determining their differ-
ces.
The most powerful techniques were those used for the special testing-
minute inspections of the vehicles to identicfy possible leaks and intrusion
points and tracer gas testing to gauge the extent and direction of intrusion.
Since these techniques require considerable expertise, resources and time
(four hours per vehicle), they should be applied only after the simpler meas-
urement efforts have identified potential problem vehicles.
DISCUSSION OF INTRUSION PATHWAYS AND LEAK SOURCES
Table 4-8 summarizes the potential carbon monoxide intrusion pathways
identified by vehicle inspections. Sulfur hexafluoride (SF^) tracer measure-
ments were made in order to observe time dependent intrusion through postula-
ted pathways. Table 4-9 illustrates that for school buses, severe intrusion
pathways were verified at fire wall openings, emergency brake foot/plates,
and rear emergency door seals. For taxicabs and police vehicles, severe
pathways included steering column/floor, back seat/floor, and the rear parcel
shelf.
CO monitoring procedures identified severe leak locations at a number of
exhaust system junction points, as illustrated in Table 4-7. No one point
was predominant. Although the transfer functions from leak source to the
vehicle interior varied according to leak location, idle/on-the-road condition
and interior detection location, their values were not sufficiently uniform
as to ignore vehicle-to-vehicle variation. Figures 4-17 and 4-18 illustrate
that highest transfer generally occurred from forward location sources dur-
ing idling.
RELATION BETWEEN FIELD MEASUREMENTS AND FIXED SITE MONITOR DATA
As was pointed out in the presentation of measurement results, there was
rarely any correspondence between the carbon monoxide concentrations detected
in sustained-use vehicles and those measured by the fixed site monitoring
stations closest to the study vehicles' routes of travel. In general, as
Figure 4-11 illustrates, CO levels immediately outside the test vehicles were
higher than those measured by the monitoring stations. As our continuous
analyzer traces show, the study vehicles move through a constantly changing
atmospheric environment. The magnitude and sign of the difference between
inside and outside concentrations varies from second to second. Too little
is known about intrusion kinetics to gauge tne importance of the large but
brief peak exterior concentrations observed in our tests. In order to as-
certain the relation, if any, between fixed site data and actual exposures,
a comprehensive program of vehicle monitoring, meteorological modeling, and
fixed site data analysis is necessary.
90
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REFERENCES
1. Collins, G.F., F.E. Bartlett, A. Turk, et al. Journal of Air Pollution
Control Association, 15(109), 1965.
2. McConnaughey, Paul. Mine Safety Appliances Company, Pittsburgh, Pennsyl-
vania. Personal communication, 29 March, 1979.
3. Ziskind, R., T. Carlin, et al. Toxic Gases in Heavy Duty Diesel Truck
Cabs. Prepared by Science Applications, Inc., for U.S. Department of
Transportation, Federal Highway Administration, Report No. FHWA-RD-77-
139, 1977.
4. Ziskind, R., T. Carlin, et al. Carbon Monoxide Intrusion Into The Pass-
enger Area of Sustained-use Motor Vehicles Literature Review/Pilot Study.
Prepared by Science Applications, Inc., for Environmental Protection
Agency, Environmental Monitoring Branch, Research Triangle Park,N.C.
(Contract No. 68-02-2958), 1978.
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APPENDIX A
EXPERIMENTAL PROCEDURE DATA SHEETS
It was crucial to standardize all data collection and quality assurance
procedures in order to provide a basis for comparing the vehicle fleets and
cities under study. To this end, a number of written procedures, data forms,
and information sheets were used. Form A-1 was provided to all interested
parties to briefly explain the purpose of the program. Stain tube cards were
affixed to all vehicles immediately before drivers entered and started their
vehicles. The notice Form A-2 was given to the driver of each instrumented
school bus. Similar forms were provided to police and taxicab drivers. Data
sheet Form A-3 was used to record glass stain tube dosimeter field data. Al-
lowance was made (columns 4 and 5) for return of school bus vehicles during the
midday break. Ambient CO in fleet terminals was measured with continuous
analyzers in order to facilitate accounting for exposures during that period.
Vehicle inspection forms as shown in Table 3~2 were completed. They included
route information in order to identify fixed location monitoring site(s) whose
concentrations were to be compared with or subtracted 'from the field measure-
ments.
The initial step in the personal sampler phase was to recruit volunteers
at each dispatch terminal. Form A-4 was issued to all drivers who responded
favorably. At the same time drivers were issued personal samplers, they
were given Form A-5 as a reminder. Personal sampler data were recorded on
Form A-6. Columns 5 and 6 were used twice if the driver returned to the ter-
minal, and the sampler was collected and reissued. Ambient CO (Column 11)
was derived from fixed site monitoring location data0
Continuous analyzer information was taken directly onto recording traces
and annotated on data sheet Form A-7. Figure A-1 shows a sample trace from
a continuous analyzer. Both the interior and exterior CO concentrations are
displayed. Approximately 40 minutes of elapsed time are covered. Conditions
are annotated by letters A-E on both Figure A-1 and Form A-7 and described on
the latter along with the corresponding time.
92
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Form A-l
INFORMATION SHEET
Science Applications, Inc. (SAI) is conducting a study for the U.S.
Environmental Protection Agency to determine the incidence and causes
of elevated levels of carbon monoxide in school buses, taxis, and police
cars. In achieving this objective, instruments are used which have no
effect either on the vehicles or their occupants. SAI also needs to gather
some information about each vehicle tested and their routes or areas of
duty. Your cooperation and assistance is greatly appreciated.
93
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Form A-2
IMPORTANT NOTICE TO SCHOOL BUS DRIVERS
Science Applications, Inc. (SAI) is conducting a study for the
U.S. Environmental Protection Agency to determine the incidence
and causes of elevated levels of carbon monoxide in school buses,
taxis, and police cars. In achieving this objective, instruments
are used which have no effect either on the vehicles or their
occupants.
In this first stage of testing, air monitoring devices (which look
like a 3" x 5" card with a glass tube attached) will be placed on
school buses in two locations -- one under the rear seat and one
near the driver. The device near the driver may be visible to the
school children. Drivers are requested to prevent the children
from tampering with the devices to the greatest extent possible.
Your cooperation and assistance is greatly appreciated.
-------
1.
2.
3.
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Form A-3
DATE SCI EN
NAME OF FLEET
FLEET 1
CE APPLICATIONS, INC,
DATA SHEET
FESTING GLASS TUBE DOSIMETER!
PAGE QF
PREPARED BY
LOCATION OF DEPOT
(1)
Veh.
I.D. No.
(2)
Sampler
Loc.
(3)
Start
Time
(4)
Morning
Return
(5)
Pickup
Depar-
ture
(6)
Finish
Time
(7)
Sampler
Reading
(8)
Elapsed
Time
95
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Form A-4
Science Applications, Inc. (SAI) is conducting a study for the
U.S. Environmental Protection Agency (EPA) to determine the incidence
and causes of elevated levels of carbon monoxide in school buses, taxis,
and police cars. As part of this study, we are seeking volunteers to wear
a small device known as a personal sampler, which measures the level of
carbon monoxide to which you, as a driver, are exposed.
The sampler, which is about the size of a pack of cigarettes and
weighs about 10 ounces, is clipped to your shirt pocket. A short plastic
tube draws in air from the area near your face. A small pump, which may
be attached to your belt or carried in a pocket, is attached to the sampler.
The device is turned on at the beginning of your work day and turned off
when you return to the bus depot. Carbon monoxide exposures are then read
by connecting the sampler to an analyzer. All you have to do is wear the
device for one complete working day.
Because tobacco smoking creates carbon monoxide and may cause mis-
leading test results, it is very important that you be a non-smoker and that
you avoid direct contact with tobacco smoke while you are wearing this device.
You should also avoid direct contact with motor vehicle exhaust to the
greatest extent possible.
SAI personnel will demonstrate use of the device and answer any
questions.
Your cooperation and assistance are greatly appreciated.
If you are interested in being a volunteer, please contact
96
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Form A-5
PERSONAL SAMPLER INFORMATION SHEET
Science Applications, Inc. (SAI) is conducting a study for the U.S.
Environmental Protection Agency (EPA) to determine the incidence and
causes of elevated levels of carbon monoxide in school buses, taxis, and
police cars. As part of this study, we are seeking volunteers to wear a
small device known as a personal sampler which measures carbon monoxide
as you move about during one workday. This device poses no hazard to you,
nor can it be used to track your movements. In order not to produce mis-
leading test results, you must avoid direct contact with tobacco smoke and
vehicle exhaust to the greatest extent possible. Our staff personnel will
demonstrate the device and answer any of your questions. Your cooperation
and assistance are greatly appreciated.
97
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DATE
NAME OF FLEET
LOCATION OF DEPOT
Form A-6
SCIENCE APPLICATIONS, INC.
DATA SHEET
FLEET TESTING PERSONAL SAMPLER.
PAGE
PREPARED BY:
OF
CO
(10)
Driver's Location
9)
Average
Reading
(1)
Serial
Number
Monitor
(2)
Driver
Name
(7)
Final
Reading
(3)
Vehicle
I.D.
(5)
Start
Time
(4)
Initial
Reading
verage
ehicle
ifference
9)- 11)
During Work Shi ft Ambient
CO
-------
Form A-7
DATE W«*
SCIFMCF APPI T CATIONS, W, BnrnA0^ nv°F
NAMF (IF Fl FFT rKhrrtKtu bi
NAMh Uh hLttl DATA SHEET
LOCATION OF DEPOT VEHICLE ID NO.
FLEET TESTING LOG STAGE 2
CODE
TIME
DESCRIPTION
99
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o
o
At B
Figure A-l. Sample Continuous Analyzer Trace.
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APPENDIX B
QUALITY ASSURANCE PROCEDURES
CALIBRATION PROCEDURES
Stain Tube Dosimeters
In order to estimate carbon monoxide concentrations rapidly from field
data, it was desired to derive a mathematical relationship between stain
length, time, and ambient concentration. At our request, Mine Safety Appli-
ances Company (MSA) measured the glass tube dosimeter stain length resulting
from several combinations of CO concentration and duration. Their results
are shown in Table B-1. From these data it would appear at first that the
CO concentration is related to stain length by a simple exponential formula:
C = aemL (B-1)
where C is the concentration (ppm), L is the stain length (mm), and m is a
constant. However, if one plots C versus L on semi-log graph paper, it be-
comes apparent that m is not a constant; rather, it depends upon L. Labora-
tory personnel at MSA concurred (McConnaughey, 1979).
According to classical theory, the solution of the equation governing
diffusion of CO through the tubes would have the form:
C = k erfc (L//t) (B-2)
where k is a constant and erfc is the complementary error function. Although
it was inconvenient to use an equation of this form, the parameter L//F
proved to be quite appropriate. Within discrete intervals of L//F, an equa-
tion of the following form fit the data well:
C = a em(L//E) (B-3)
where a and m are constants. Coefficients and standard errors of estimate, as
determined by a least-squares log linear regression technique, are as follows:
101
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Table B-l
CALIBRATION DATA FOR GLASS STAIN TUBE DOSIMETER
(Stain Length in Millimeters)
Ambient CO Exposure Time (hours)
Concentration (ppm) 468
0 00
8 1 1
20 1 1.5
35 2 2.5
60 3 3.5
90 4 4.5
0
1
2
3
4
5
Source: Mine Safety Appliances Company (McConnaughey, 1979),
102
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f , IK r " rror
Range of L//t of CO (ppm) _a_ m of Estimate
0.5 - 1.4 20 - 60 7.925 1.419 1 73
> 1-4 > 60 13.856 1.035 3.57
For values of L//F < 0.5, a linear relationship was found to fit the data:
C = 0.040 + 20.80 L//F (B-4)
Std. Error = 0.564
It should be noted that for all of these relationships to be valid, the ex-
posure time must exceed four hours.
Personal Samplers
Calibration—
The EcolyzeiH?000 Carbon Monoxide dosimeters were calibrated by a proce-
dure specified by the manufacturer (Energetics Science, Inc., 1978). In this
procedure, the sampling pump is adjusted so that its flow rate with the dosi-
meter connected is between 100 and 120 ml/min. The dosimeter is then con-
nected to the readout device, which contains an "edge meter" for instan-
taneous CO measurement. After the edge meter is zeroed, a sample bag is
filled with calibration gas containing 40 to 80 ppm CO and is attached to the
dosimeter sampling port. A span control is adjusted so that the meter read-
ing corresponds to the known concentration of the calibration gas.
The dosimeter/pump combinations were calibrated at the start of the project;
then as part of the once per month humidification procedure. A check on
pump flow rate and the batt'ery recharge level was done on a daily basis immed-
iately prior to their issuances. In retrospect, considering the difficulty
encountered in keeping units in service, it may be necessary to amend the
approach to calibration and maintenance. Edge meter calibration is a rela-
tively coarse procedure which does not effectively assure extended field life.
The recommendation is to retain sufficient dosimeters and perform ex-
tended exposures while other units are in the field. At weekly intervals,
units should be interchanged. We recommend reserving at all times a set of
dosimeters to be given 8- or 12- hour tests against a known standard while
the other units are in the field. The reserve and field units would be ex-
changed weekly.
Humidification—
The manufacturer recommends humidifying the dosimeter sensor once per
month or more often if the time for the edge meter reading to reach a steady
state in the calibration procedure exceeds one minute. Figure B-1 shows a
schematic of the humidification system. The water bottle is filled three-
quarters full with water and tightly capped. The pump pushes air over the
top of the water and into the output ports of the dosimeters. The procedure
is run for about 48 hours.
103
-------
Figure B-l
Schematic of Personal Sampler Humidification System
iwirr
LLLL
DOSIMETERS
104
-------
Continuous Analyzers
^^
The Interscan°bontinuous CO analyzers are calibrated daily according to
procedures specified by the manufactdrer . All adjustments are made with the
SoltecMrecorder connected to the analyzers. After analyzers and recorders are
warmed up, a zeroing knob on each analyzer is turned so that the analyzer's
meter reads zero. The corresponding recorder pen is then adjusted so that it
tracks the zero line on the strip chart. A Tedlar bag is filled with cali-
bration gas of a known CO concentration(generally 30 to 60 ppm C0)and con-
nected to the analyzer's inlet and the analyzer pump is turned on. A span
adjustment screw on the analyzer is turned so that the pen position on the re-
corder chart corresponds to the calibration gas concentration.
QUALITY CONTROL TESTS
During the field measurements program, several tests were conducted to
evaluate the precision of the glass stain tube dosimeters and the personal
samplers, and to compare readings made simultaneously with two types of samp-
ling devices. It was assumed throughout that the continuous analyzers had
the best accuracy, approximately +_ 2 percent of full scale(i.e. +_ 1 or 2 ppm
CO), according to the manufacturer; this accuracy was verified by SAI as part
of two previous studies(Ziskind, et al., 1977; Ziskind, et al., 1978).
Theoretical Error in Glass Stain Tube Dosimeter Values
The main sources of error in measuring CO with the glass stain tube dosi-
meters were (1) calibration (2) judging the stain length (3) estimating the
time of exposure. The standard error of estimate for the calibration was pre-
sented in Section B. If measurement parameters L and t are known exactly, the
error due to variability of the calibration data would be approximately as
follows:
Range of CO(ppm) Calibration Error(ppm)
0-20 (Insufficient Data)
20-60 2.8
> 60 5.7
These errors are rather small. However, considerably greater errors
could occur from incorrect interpretation of the stain length. Stain lengths
are hard to read because the stain boundary is indistinct; in a practical sit-
uation, estimates are accurate to 0.5 mm at best. The theoretical total error
due to errors in stain length reading and exposure time may be calculated by
differentiating Equation B-3:
dC , f dL + f dt (B-5)
dC = amte (dL - dt) (B-6)
105
-------
Equation B-6 was calculated with those combinations of L and t which would
yield desired total concentrations of C according to Equations B-3 and B-4.
Figure B-2 shows the error bands for a given CO reading, with the assumptions
that there is no error in the time estimate and that L is correct to the near-
est 0.5 mm. The discontinuities at 20 and 60 ppm are due to the piecewise
nature of the calibration formula. For a typical measured value of CO, 26
ppm, the actual value could be between 18 and 37, if both calibration and
stain length reading errors are taken into account. Thus the glass stain tube
dosimeters are useful only as a gross, first-cut tool for CO measurement.
Precision and Accuracy of Glass Stain Tube Dosimeters
In order to assess the variability among individual glass stain tube
dosimeters, two tubes were collocated in each of 44 vehicles. All were read
by the same person. In 35 of 44 cases, the tube readings were identical.
There is no significant difference between the mean concentrations of the two
samples of 44 tubes (t = 0.0305, d.f. = 86).
In another test of precision, 10 tubes were placed side by side on the
front seat of a passenger automobile, which was driven around Denver for 7
hours and 20 minutes. The readings were as follows:
Tube No. Stain Length (mm) CD Cone, (ppm)
1 1.25 10
2 1.5 17
3 1.75 20
4 2.0 23
5 1.25 10
6 1.75 20
7 1.75 20
8 1.75 20
9 2.25 26
10 1.75 20
If one assumes that the readings and calibration were error free, then the 95-
percent confidence interval for the mean would be 18 ± 3 ppm.
Finally, as a check on the accuracy of the stain tubes, a continuous
analyzer was col located with the ten tubes mentioned above and operated during
the same time period. Although interior CO levels exceeded 20 ppm during the
last half hour of the run, the time-weighted average concentration as meas-
ured by the continuous analyzer was only 4.6 ppm, considerably lower than the
concentration measured by any of the 10 tubes. There was some question of
whether this test obtained useful data since only a single continuous analyzer
was used and uncertainty about recorder zeroing was expressed. In order to
evaluate stain tube performance more methodically, another exposure was con-
ducted.
A comparison between glass stain tubes and two InterScan continuous ana-
lyzers was carried out to evaluate the precision and the accuracy of the
former. It should be noted, however, that stain tubes were used as a survey
106
-------
•a
10
<0
cc.
3
ru
-------
tool in the study rather than to provide a "stand-alone" measure of CO expo-
sure. They were principally used to develop a fleet aggregate average and
secondarily to spot unusually elevated CO concentrations for further study.
The stain tubes were placed in a vehicle parked in a corner of the lowest
level of a subterranean parking garage. Windows were only slightly open in
order to damp out any transients in order to make the CO concentration rela-
tively slow to change. Two Interscan^analyzers were zeroed and calibrated
immediately before use with a span gas of 35 ppm. Thus, two independent re-
corded tracings of CO were obtained over the exposure period of slightly
under 8 hours.
Nineteen glass tubes were exposed and the stain length estimated indepen-
dently by two individuals. Differences in readings were reconciled by re-
reading or averaging. Readings and the corresponding concentrations are
listed below:
Tube
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Length (mm)
2
1
1.125
2
1.5
1.5
1.5
1
1
2
2
2.25
2
2
2
1.25
2.5
2.5
CO Level (ppm - average)
22
8
10
22
17
13
17
22
8
8
22
22
25
22
22
22
10
29
29
Mean = 18.63, S = 6.841; S//n = 1.569; degrees of freedom = 18
95?o Confidence Limit (15-22) ppm
The integration of the InterscaiTSnalyzer traces showed an average con-
centration of 20-21 ppm. Therefore, statistically the average of the stain
tubes closely agreed with the continuous analyzers. However, inspection of
the stain tube data shows a fairly broad variation. It would appear that
intercomparison of stain tube response across fleets is probably valid; how-
ever, it is unwise to quantitatively contrast single or even duplicated front
values in a bus, since at most, three-four stain tubes had been used.
108
-------
Accuracy of Personal Samplers
The numerous operating problems with the personal sampler dosimeters
prompted a check on their accuracy. Two attempts were made to make simul-
taneous measurements with personal sampler units and continuous analyzers.
In the first attempt, the readout device failed to function properly. In the
second attempt, four dosimeters were collocated above the right windows of an
AMC Concord rental car. A continuous analyzer was placed on the front seat
and an intake tube connected to its sampling port was placed in the midst of
the dosimeters. The car was driven through a wide variety of environments in
and around downtown Boston. Both front windows were kept open throughout
the two-hour run. Two of the personal sampler units appeared to be defective,
indicating 0 and 120 ppm average CO concentration for the run. The results
considered valid were:
Mean CO Mean CO
1st hour 2nd hour
Continuous Analyzer 16.6 ppm 9.6 ppm
Personal Sampler No. 1 11.8 ppm 7.4 ppm
Personal Sampler No. 2 17.4 ppm 9.9 ppm
These results indicate that personal samplers may be accurate to within about
5 ppm of the "true" continuous analyzer readings - provided that they work in
the first place.
Independent EPA Calibration ana1 Quality Assurance Procedures
Calibration gases, personal dosimeters, and continuous analyzers were
evaluated by EPA immediately prior to shipment and utilization in this pro-
gram. Methodology and results were summarized in this section.
Fourteen carbon monoxide gas cylinders used as span gases in the field
test program were^checked against two NBS standard reference materials by
means of a Bendix^NDIR CO monitor. Specifically, the reference materials
were:
NBS SRM 1677 9.74 ppm
NBS SRM 1679B 93.8 ppm
. ®
These provided end point references with which to calibrate the Bendix NDIR.
Each test gas cylinder was assayed by the NDIR and its concentration was re-
corded. Seven cylinders were independently assayed by a separate EPA lab-
oratory, using the same procedure. Concentrations and percent difference are
shown in the following chart.
109
-------
Cylinder
Serial Number
10003
10005
10012
10021
10022
10028
10032
10038
10040
10041
10043
10047
10048
Assay
B
21.5
48.5
95.5
8.15
79.4
36.1
64.0
Percent
Difference
0.9
1.0
1.0
1.9
0.7
0.3
0.3
Personal dosimeters were humidified, zeroed, and spanned as described in the
Calibration Section. Then several dosimeters were connected through a samp-
ling manifold to a calibrated cylinder or through a dilution system and ex-
posed to a known CO concentration over extended periods. Simultaneously, a
(Ffi_ i R\ \
precalibrated continuous analyzer (InterscanMCO Monitor or a BendixMMDIR)
sampled from the manifold and a strip chart recorder was connected to the
output. The time-accumulated exposure was determined by integration of the
recorder trace and compared with dosimeter values as shown below.
6-hour exposure with InterScan monitor value 345.7 ppm-hrs
Dosimeter
Number
1407
1406
1399
1409
1397
1416
1428
1419
1402
1413
Reading
334
309
314
315
313
312
316
309
325
339
Percent Deviation
- 3.4
-10.6
- 9.2
- 9.9
- 9.5
- 9.7
- 8.6
-10.6
- 6.0
- 1.9
110
-------
7-hour exposure with Bendix^jDIR value 275.1 ppm-hrs
Dosimeter
Number Reading Percent Deviation
t519 292 + 6.1
1520 397 +8.0
1517 300 + 9.0
1516 299 + 8.7
1518 273 - 8.0
6-and 17~hour exposures with Bendi>HMDIR value 253.4 and 703
ppm hr respectively
Dosimeter 6-hr Percent 17-hr Percent
Number Reading Deviation Reading Deviation
1530 257 + 1.4 692 - 1.6
1537 258 + 1.8 702 - 0.1
1532 256 + 1.0 780 +11.0
1533 290 +14.4 811 +15.4
1534 252 - 0.6 684 - 2.7
In addition to these time exposure checks, the separate personal pump
units were run with no dosimeter loads, and their flow rates were monitored.
All pumps ran over 12 hours on a single battery charge and maintained close
flow rate consistency as measured by a mass flow meter.
The Interscan®CO Monitors were checked out and calibrated by use of span
gases. In addition to examining the instrument response as a function of CO
concentration, the effects of relative humidity, temperature, and duration of
battery life were measured. Temperature test values were 15.5, 20.5, and
25.5°C, while relative humidity was taken at 50 and 100%.
The monitors showed excellent linearity in their response as a function
of CO concentration. Across each of the two concentration ranges of 0-50 and
0-100 ppm four span gas points were taken and lined up closely. Only on two
units was any departure from linearity noted and that being the highest con-
centration only (65 and 80 ppm, respectively).
Response among instruments varied as a function of temperature and rela-
tive humidity. Results for three instruments are given below at 50,o relative
humidity over three temperatures.
.Response (ppm)
Serial Number 15.5°C 20.5°C 25.5^C
22259 21.4 21.5 23.0
22278 18.6 21.5 23.7
22275 14.0 16.5 1«->
-------
There is no significance to the absolute numbers but rather only to their
variation with temperature. Deviation with temperature at 100?o relative hu-
midity is similar. Although these dependencies are significant, the program
utilization of these instruments in the field testing is such as to mitigate
these effects. Specifically, in the daily procedure using the continuous
monitors, a pair of instruments was always used rather than one in order to
simultaneously measure interior and exterior CO concentrations. Initially,
the devices were zeroed and spanned at the home of the technician. They were
then taken to the vehicle depot and rezeroed immediately prior to use and
periodically thereafter. Therefore, both instruments would be subjected to
the same conditions of temperature and relative humidity. Large differentials
of interior over exterior concentrations were of principal interest. No
attempt was made to apply corrections to the continuous analyzer readings,
since values of relative humidity and temperature were not being recorded and
insufficient data were available to confirm the repeatability of instrument
performance with respect to these variables.
DELETION OF INVALID RESULTS
In three circumstances, CO concentration data obtained by glass stain
tube dosimeters and personal samplers were considered invalid. First, be-
cause it was difficult to discern precisely the point of farthest advance of
the stain in the glass tube dosimeters, technicians varied in their interpre-
tations of the readings. On 19 April, 1979, all technicians were given a
uniform procedure for reading the tubes and judging the position of the
stain front. All readings made before 19 April were discarded.
In many cases, personal sampler readings were unreasonably high or low,
as has been discussed in several places in the text of this report. In many
of these cases, successive readings on the readout device would yield quite
different results (e.g. 1102 and 1638 ppm-hrs). Readings were discarded
where the technician indicated such difficulty; average CO concentrations
were over 100 ppm (and there was no corroborating evidence of high levels);
and where the technician indicated that the dosimeter failed to zero properly.
Finally, certain individual personal sampler pump/dosimeter combinations
were determined to be defective after all data for a particular fleet were
analyzed. A nonparametric statistical test showed in two instances that a
total of three personal sampler units consistently gave low readings (<5 ppm
average) under a wide variety of operating conditions and that there was an
extremely low probability (p< 0.001) that the association of low readings
with these instruments was due to chance. Readings for these units were dis-
carded and the devices were sent to the manufacturer for repairs.
112
-------
APPENDIX C - SUMMARY DATA WORKSHEETS
LEGEND FOR VEHICLE DATA SUMMARY
Make of Vehicle
Bus or Taxi
1 Ford (Ford Bluebird for B-l-A)
2 International Lodestar or Carpenter (Fleet B-l-A)(Superior B-3-B)
3 International Bluebird (Ward for B-l-A)
4 Dodge
5 Checker (cab) or Chevrolet CSE 635V (bus)
6 GMC SM502 (or Ford Superior for B-l-A)
7 GMC SE 63102 (or Suburban for B-l-A)
8 GMC TSE 635V
9 GMC SE 63162
10 GMC SM 58102
11 GMC 12 Thomas Diesel
Police Car
1 Plymouth Fury
2 Ford
3 Ford LTD
4 Ford Van
5 Chevrolet Nova
6 Pontiac
Tailpipe Location
Fleet B-6-A
1 Straight
2 Bent to left
3 Bent to right
All Other Fleets
1 Does not extend to end of body
2 Flush with end of body
3 Extends beyond end of body
4 Dual pipes
113
-------
Exhaust System Condition
o Nofaults
1 Tailpipe dented or crumpled
2 Tailpipe rusted
3 Hole(s) in tailpipe
4 Tailpipe bent
5 Faulty connection(s)
6 Tailpipe loose
7 Crack(s) in tailpipe
8 Tailpipe partly broken off
Intrusion Points or Evidence
Cabs and Police Cars
1 Poor door seals
2 Oily film on back seat
3 Soot in trunk or on back seat
7 Poor trunk seal or holes in trunk floor
8 Holes in back deck or body
Buses Only
1 Poor front door seals
2 Poor rear door seals
3 Poor window seals or malfunctioning windows in front
4 Poor window seals or malfunctioning windows in rear
8 Holes in body
All Vehicles
5 Holes in floorboard in front
6 Holes in floorboard in rear
9 Other
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-1-A
CITY:
TYPE OF VEHICLE : BUS
Veh,
I.D. No.
3
4
5
6
7
8
9
10
11
13
16^
17
18
19
20
21
22
2k
25
26
27
28
30
31
32
34
35
36
37
3S
Make of
Vehicle
5
2
2
1
2
5
1
2
6
3
1
6
6
2
2
5
1
1
6
1
2
5-
2
6
6
2
3
1
2
y
No. of
Passen-
gers
g
48
48
60
48
q
60
66
66
66
60
66
>
/
9
12
60
66
60
48
9
48
66
\
f
73
66
66
Year
77
75
76
70
76
77
70
75
72
74
70
72
72
75
75
77
72
70
72
70
?q
72
72
75
74
73
74
74
Mileage
IN
OOOs
25
51
50
114
S6
23
124
46
102
73
107
q4
100
74
63
18
31
113
95
110
R4
33
74
88
86
42
56
73
62
R5
Illeage
Since
w
1.0
1.4
0.0
4,0
6.0
3.0
4.0
6.0
2.0
2.5
7.0
4.0
5.5
4.0
2.5
8.0
1.0
2.6
5,0
10.0
4 n
3,0
4.0
7,5
5.8
1.8
6.0
8.0
2.0
.5 n
Tail-
pipe
Loc.
2
\
t
3
2
N
f
1
3
3
2
>
f
1
2
2
1
t
1
3
2
^
t
2
•>
Tail-
Pipe
Cond.
0
1
I
\
)
'
?
0
0.
-
>
f
1
0
\
f
Intru-
sion Pts
ftUr
t
•
|V
2
>
u
S
o
\
V
Stain
Tube CO
F I R
ob
Oc 3
o
0 3
n 9
0 0
8 17
7 7
od n
7 3
3 0
7 7
7a 7
0 3
7 25
i,
ne
0 7
o
0 3
•}
7
0
^ n
*
0
7
0 7
3 0
0
Stain
Tube
Date
Mn (Hay
4 26
4 26
4 26
4 ?6
4 27
_4_26_
^
h 27
?6
I
27
\
f
26
27
27
?6
\
/
77
?6
/7
< 26
Ave. Amb
CO(ppm)
on Stain
Tube Date
Q.
^
,-
O
\
Personal
Sampler
CO(ppm)
\
\
\
\
\
\
\
\
\
^
1
/
/
/
/
f
Personal
Sampler
Datp
Mo JDay
/
\ /
\ /
\/
Y
A
A
' \
\
\
\
Ave Amb.
CO(ppm)
on Pers.
Samp Date
/
/
/
/
/
/
/
/
f
\
\
\
\
\
\
\
\
\
\
Continuous CO Analyzer (ppm)
Interior
Avel Loc
\
\
\
\
\
\
\
/
1
Peak) Loc
k
\
V
\
\
\
\
\
1
/
/
5xterior
Loc
1
/
f
1
I
/
\
V
\
\
V
^
Peak! Loc
/
/
/
/
/
/
/
\
\
\
\
\
\
\
Type
of
Route
a Second measurement:
b Second measurement:
c Second measurement:
7 and 19 ppm on 4-27
3 ppm on 4-27-79
3 ppm on 4-27-79
-79
d Second measurement: 0 ppm on 4-27-79
e Second measurement: 0 ppm on 4-27~79
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-1-A
CITY:
TYPE OF VEHICLE.:
BUS
Veh.
I.O. No.
39
40
42
44
45
46
51
54
58
59
60
61
63
65
66
67
68
69
70
71
72
77
Z9
80
81
83
84
86
87
88
Make of
Vehicle
2
2
1
3
3
1
6
6
_2
1
2
1
2
5
7
7
^
2
3
No. of
Passen-
gers
66
66
60
66
<*
»
60
66
i
48
68
66
66
16
66
30
66
30
16
9
9
q
65
66
65.
Year
74
74
70
74
^
70
72
72
74
75
i
76
75
76
75
75
76
75
7
4
_Z5
t
76
76
77
76
77
Mileage
in
innnc
81
68
128
72
60
62
72
120
84
q?
Ik
42
39
56
55
63
35
51
51
36
73
55
70
44
63
43
25
74
kl
33
Mileage
Since
Tune-Up
1000s
11.0
8.0
8,0
11.6
q.5
1.5
12.0
3.0
4.0
6.5
2.1
9.0
5.5
5.0
2.6
k.l
11.0
11.0
6.0
3.0
5.0
9.5
3.5
2.8
2.5
5 4
38
7.0
2,5.
Tail-
pipe
Loc.
2
,
1
3
3
2
2
3
2
,
3
2
I
I
Tail-
pipe
Cond.
n
i
1
1
q
0
0
q
0
Intru-
sion Pts
A IB Id
»
LU
to
OQ
O
O
1
Stain
Tube CO
F U
o iq
7 m
0
o 3
3
od
4
10 0
0 7
0
3 iq
7
3 10
7
0
7 7
6 6
7 7
n
3
7
7 32
0 3
3 7
3
0
4
0 6
10
6 19
Stain
Tube
Date
Mn llay
4 2t
N
77
?7
76
27
26
-
27
76
.
27
26
77
27
26
i
27
f 27
Ave . Arab
CO(ppm)
on Stain
Tube Oat«
"J
z:
Q.
'
t
Personal
Sampler
CO(ppm)
\
\
\
\
\
\
\
\
\
I
I
I
1
1
1
I
I
I
Personal
Sampler
Date
Mo (Day
V 1
\
\
\
V
A
A
/ \
1 \
Ave Arab.
CO(ppm)
on Pers .
Samp Date
1
I
I
/
/
/
1
\
\
\
\
\
\
\
\
Continuous CO Analyzer (ppra)
Interior
Ave| Loc
\
\
V
V
\
V
\
/
/
/
/
/
/
PeakUoc
y
\
\
\
V
\
V
\
/
/
I
Exterior
Ave. 1 Loc
/
/
/
V '
/\
V
\t
\
\
Peak! Loc
I
/
/
I
I
/
\
\
\
\
\
\
\
Type
of
Route
I
/
J
I
/
a Second measurement: Q ppm on 4-27-79
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-1-A
CITY:
TYPE OF VEHICLE
BUS
Veh.
l.D. No.
89
90
91
94
95
97
98
99
100
101
102
103
105
106
107
108
109
110
112
in
114
115
116
117
118
119
121
123
127
12?
Make of
Vehicle
2
3
3
2
3
7
1
6
2
No. of
Passen-
gers
66
65
65
66
65
6
,
0
48
48
60
i
p
10
36
60
*
P
9
12
66
18
Year
76
77
77
76
77
69
i
70
71
,
72
f
1
75
Mileage
44
22
16
50
18
115
1 35
121
127
114
169
152
m
113
140
1.59
146
84
69
82
93
99
96
99
83
90
123
88
65
Mileage
Since
Tune-Up
3.8
1.8
11.0
9.5
7-5
15. 0
10.0
10.0
12.0
4.0
9.0
12.0
12.5
7-0
12.5
10.0
9.n
6.0
4.0
9.n
7.0
8.0
9.0
6.0
4.0
1 0
9.8
7-5
5.n
Tail-
pipe
Loc.
2
i
1
?
\
3
2
,
1
2
,
•
^
•
P
2
1
1
2
1
1
2
Tail-
pipe
Cond.
1
n
,
,
1
n
0
1
0
«
1
1
0
,
r
1
0
0
1
o
0
,
r
Intru-
sion Pts
A U
1
f.
UJ
LU
/
/
/
/
/
/
\
\
\
\
\
\
\
\
Type
of
Route
a Second measurement: 7 and 0 ppm on 4-27~79
b Second measurement: 0 ppm on 4-27-79
c Second measurement: 0 ppm on 4-27~79
d Tube defective
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-I-A
CITY:
TYPE OF VEHICLE
BUS
oo
ype
of
Route
Ave. Amb
CO(ppm)
on Stain
Tube Date
Ave An*).
CO(ppm)
on Pers.
amp Datd
Continuous CO Analyzer (ppm)
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-2-A
CITY:
TYPE OF VEHICLE
BUS
Veh.
1.0. No.
1069
1071
1078
1079
1083
1084
1085
1086
1Q8.7
1088
1089
1090
1091
1093
1095
1096
1098
1099
1100
1103
1106
1108
1112
1115
1 1 30
1 1 34
1148
1155
1127
1123
Make of
Vehicle
2
2
3
„
3
1
1
1
1070
No. of
Passen-
gers
66
22
66
22
Year
73
74
73
74
75
74
76
75
77
Mileage
X1000
79.6
81.5
an
62,8
68.2
59.6
80.3
84.1
68
62.7
66.4
71.3
49.1
5,8
72.4
60.2
63.8
58.9
74.4
63.2
61
60.2
80.6
64.6
46.8
37.9
54.5
22.
Mileage
Since
Mb
1.8
3.5
3,2
8.1
11.1
8.3
12.1
8
2.7
6.4
11.3
1.1
12.4
12.2
10.9
12.4
11.2
13
12.2
12.6
1,6
10.8
1.9
6.5
10
Tail-
pipe
Loc.
1
3
3
3
3
1
2
9
2
3
3
2
3
3
3
3
3
3
2
1
3
3
2
2
2
Tail-
pipe
Cond.
0
0
n
0
0
0
0
0
0
0
0
0
0
0
0
0
o
n
0
0
0
0
0
0
0
0
Intru-
sion Pts
A!R
3,4
5
3,'4
3,4
0
r
,5
,5
3.4
0
0
0
0
0
1
34
0_
3,4
,5
0
3.4
0
^ 4
0
0
1
0
0
2
0
3
Stain
Tube CO
F
0
7
R
3
28
30
6
53
21
9
73
?0
4
16
7
23
4
20
7
10
20
21
20
10
16
7
UL
20
16
19
4
10
7
10
Stain
Tube
Date
MnLy
4 9
4 q
4 10
4 9
.
4 m
4 9
4 10
4 9
i
4 10
4 9
• i
Ave. Amb
CO(ppm)
on Stain
Tube Date
1
1
3
v
•
3
1
3
•
3
>
Personal
Sampler
CO (ppm)
4.9
3.6
17. 2a
0.4
9.1
3-0
29.0
33.1
3.0
0.9
Personal
Sampler
Datp
Mo | Day
5 10
q q
5 9
5 10
5 9
5 10
5 9
5 11
5 11
5 10
Ave Arab.
CO(ppm)
on Pers.
Samp Date
1.1
1 -7
1.7
1.1
1.7
1.1
1.7
0.8
0.8
1.1
Continuous CO Analyzer (ppm)
Interior
Avel Loc
Peak
Lor.
Exterior
Ave.l Loc
Peak! Loc
Type
of
Route
a Second Day 5/10 0.2
ppm
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-2-A
CITY:
TYPE OF VEHICLE :• Bus
Veh.
I.D. No
1095
1148
1100
1084
1084
1074
1129
mn
1128
1105
Make of
Vehicle
No. of
Passen-
gers
Year
i
Mileage
Mileage
Since
Tune-Up
Tail-
pipe
Loc.
Tail-
pipe
Cond.
Intru-
sion Pts
fl
R
r,
Stain
Tube CO
F!R
Stain
Tube
Date
Mn Ly
Ave. Amb
CO(ppm)
on Stain
Tube Date
Personal
Sampler
CO(ppm)
29.7
25.3
35-6
7.7
84
Personal
Sampler
Datp
Mo | Day
5 9
5 10
5 10
5 11
5 11
Ave Amb.
CO(ppm)
on Pers.
Samp Date
1.7
1.1
1.1
0.8
0.6
Continuous CO
Analyzer (ppm)
Interior
Ave
LOC
17d
8
i
?
6°
15
Peak
Loc
> 50
> 50
31
0
^7
Exterior
Ave . I Loc
5 :
9 -
10 -
8 -
11 -
Peak I Loc
50
50
50
50
50
ype
of
Route
X3/75
/4/7<
/I /7C
/3o/;
/30/;
*PW^^^^M^"IW
pm
am
a Inside levels exceeded outside levels during much of run
b Fixed station readings<2ppm
c Fixed station readings 1.12 to 1.37ppm
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-2-B
CITY:
TYPE OF VEHICLE
BUS
Veh.
1.0. No.
1064
1065
1067
1068
1097
1102
1107
1109
1111
1114
1117
1119
1124
1126
1131
1 I 32
1137
1139
1 141
1142
1143
1144
1146
1149
1150
1153
1154
Make of
Vehicle
t
2
«
2
2
3
3
3
3
•
1
,
•
No. of
Passen-
gers
Year
N
75
N
75
N
76
f
Mileage
in
OOOs
3T INS
77
)T INS
57
60
53
62
64
68
48
42
46
47
44
44
37
41
)T INS
46
51
4o
41
42
37
37
lileage
Since
Tune-Up
PECTEI
5138
PECTEI
B960
270
4668
1873
4446
7802
11773
5176
xb
1 1 133
X
X
X
X
X
>ECTEI
. X
5565
4000
X
X
1345
X
Tail-
)ipe
_oc.
2
3
3
1
2
2
1
2
2
2
2
3
2
2
2
3
3
2
1
2
3
2
Tail-
pipe
Cond.
0
0
0
5
0
5
0
0
0
5
0
o
0
0
2
0
2
5
2
2
0
0
0
Intru-
sion Pts
A I
,
r
^
0
0
— *
•
Stain
Tube CO
F
R
7
20
0
20
53
32
20
10
7
7
20
30
32
20
2Q_
32
10
?0
20
33
7
0
10
20
7
3?
7
20
20
20
7 0
20
20
?0
32
3
20
20
49
7
70
20
7
20
7
Stain
Tube
Date
Mn llay
4 23
Ave . Amb
CO(ppm)
on Stain
Tube Date
0.5
Personal
Sampler
CO(ppm)
37.1
0.4
3.0
2.7
6.q
?4 3
2.8
1.6
o.q
36.0
29.2
3.1
3.5
3.1
61.0
Personal
Sampler
Datp
Mo I Day
5 14
5 15
5 15
5 15
5 14
q 14
5 15
5 14
5 14
5 14
5 14
5 14
5 15
5 1^
Ave Amb.
CO(ppm)
on Pers.
Samp Datf
0.8
o.q
1.1
1.0
0.8
O.fi
1.1
0.8
0.8
0.8
0.8
0.8
0.8
1.0
0,8
Continuous CO Analyzer (ppm)
Interior
Ave I Loc
\
\
\
\
\
\
\
,
/
/
/
/
/
/
'
Peak I Loc
v
\
NC
MEASL
I
I
I
j
Exterior
Ave . 1 Loc
1
/
T
RED
V
\
\
\
\
Peak! Loc
/
/
/
/
/
/
J
,
\
\
\
\
V
\
>
Type
of
Route
a
b
One station
X = No data
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-3-A
CITY:
TYPE OF VEHICLE
N)
Veh.
I.D. Ho.
1
5
6
8
9
11
12
15
19
20
22
24
28
34
35
jD
48
1
67
75
/6
81
83
84
89
92
93
94
00
Make of
Vehicle
2
1
2
2
2
2
2
2
1
1
2
2
2
1
1
1
1
1
1
1
1
1
11
2
No. of
Passen-
gers
25
28
24
16
48
48
48
48
28
72
55
55
18
16
16
36
42
36
78
78
60
78
78
60
fto
60
60
60
65
Year
78
74
76
78
78
78
78
78
74
74
76
76
76
78
78
78
67
67
74
74
70
74
74
70
7n
70
70
69
78
ileage
1000
12.6
69.1
46,1
n
10.4
12,2
82.5
75.4
35.
47-5
35.8
10.3
6.6
96.4
90
86 1
81
99.6
34
08
92.9
45
39
41
38
«;n
17.4
Uleage
Since
Tune-Up
5.8
7.4
q.o
5
^ 7
5.5
4.7
2.1
8.3
5.3
4 ?
10
0
0.4
6.0
4 7
3.0
0.3
11.5
19
9
3
Tail-
pipe
Loc.
1
3
3
2
3
2
2
3
3
2
2
2
2
1
2
2
3
3
3
3
\t ' O
\\ O
3
1
3
3
2
1
Tail-
pipe
Cond.
0
\
v —
2
0
r
Intru-
sion Pts
A Is
0
r
Stain
Tube CO
p
10
10
14
10
10
14
10
14
?4
10
?0
14
39
37
14
10
14
10
?o
70
37
14
10
14
10
10
39
10
P
10
''O
10
37
?4
39
37
?4
14
?o
10
?4
79
10
10
39
10
10
Stain
Tube
Date
Mn risy
4 17
4 17*
4 18
4 17
4 16
4 16
4 16
k 1ft
4 18
4 18
4 18
4 18
4 17
U 18
L 1ft
4 16
U 18
4 16
4 16
4 18
4 18
4 16
u 17
4 18
4 18
4 18
4 17
4 18
i 1ft
Ave . Amb
CO(ppm)
on Stain
Tube Date.
3
3
2
3
2 5
2.5
9.5
2 5
?
2
?
2
2 5
2.5
2
2.5
2.5
2
2
-j e;
3
2
2
2
2
7
Personal
Sampler
CO(ppm)
'ersonal
Sampler
Datp
Mo I Day
Ave Amb.
CO(ppm)
on Pers
amp Dati
ontinuous CO Analyzer (ppm)
Interior
Ave
Inr
10
8
8
Pflk
Inr
25
?3
45
Exterior
ve.lLoc
5
3
8
eaklLoc
750
41
750
Type I
of 1
Route 1
I
5/16/^9
5/9/74
1
1
a Inside exceeds outside much of the time during the run
* Additional readings on 4/18: 20 2k
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-3-A
CITY:
TYPE OF VEHICLE
BUS
Veh.
1.0. No.
301
302
331
334
336
343
345
3^7
354
357
361
363
364
369
370
175
382
383
387
188
389
391
192
397
400
401
408
409
418
421
Make of
Vehicle
11
11
1
1
11
1
1
1
1
1
1
1
3
1
1
1
3
3
3
3
3
1
1
3
t
i
3
3
3
3
No. of
Passen-
gers
65
66
60
60
60
60
60
60
60
60
78
78
78
54
54
66
55
55
55
55
55
55
55
55
55
f,f>
66
66
66
66
Year
78
78
70
70
70
72
72
72
72
74
74
75
75
75
75
75
76
76
76
76
76
76
76
7^
76
76
76
/b
76
76
Mileage
X1000
8.1
1.3
no
146
113
133.5
117
115
106
134
92
72
72.5
68.3
63.4
78.0
58.8
50.5
47,4
44.3
54.6
52.5
42.3
4? *
41.3
48.0
34.2
42.4
37-4
39,1
lileage
Since
Tune-Up
35
10
1.5
21.3
10
7
49
0.6
4.1
13.6
3.0
13.4
4.0
13-0
0,8
9.0
1.1
0.5
10.0
1.0
0.6
1.1
?.fl
0.0
3-1
8.1
0,0
Tail-
pipe
Loc.
1
1
2
3
2
3
1
2
1
2
2,4
3.4
3>
3,4
2
2
2
2
2
3
2
2
1
2
2
2
2
3
2
2
Tail-
pipe
Cond.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
0
n
0
0
0
0
0
0
Intru-
sion Pts
A IB Ic
0
1
Stain
Tube CO
F IR
10
14
14 20
14 10
14 20
14 0
20
10 14
10 10
10
10 14
20
14
20 33
10
14 10
10
10 14
24
10
10
20
10
24 39
14 10
14
10
Stain
Tube
Date
Mn Ittjy
4 18
4 17
4 17
4 17
4 18
4 18
4 18
4 17
4 17
4 18
4 18
4 18
4 17
4 18
4 17
4 18
4 18
4 18
4 17
4 17
4 18
4 18
4 17
4 1/
4 17
4 17
Ave . Arab
CO(ppm)
on Stain
Tube Date
2
3
l
3
2
2
2
1
3
2
2
2
3
2
3
2
2
2
3
3
2
2
1
3
3
3
Personal
Sampler
CO(ppm)
14.0
41.0
21.1
Personal
Sampler
Oatp
Mo (Day
6 6
6 6
6 5
Ave Amb.
CO(ppm)
on Pers.
Samp Date
1.1
1.0
1.1
Continuous CO Analyzer (ppra)
Interior
Avel Loc
Peak! Loc
Exterior
Ave. 1 Loc
Peak! Loc
Type
of
Route
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-3-A
CITY:
TYPE OF VEHICLE.:
BUS
Veh.
I.D. No.
423
428
438
445
446
453
456
457
45q
462
463
465
467
475
480
482
483
484
505
510
527
531
533
5.37
539
541
547
548
54q
550
Make of
Vehicle
3
3
3
3
3
3
3
3
3
3
3
3
3
3
No. of
Passen-
gers
66
66
66
66
66
66
66
66
66
66
66
66
66
66
Year
76
/b
76
76
76
76
76
76
76
76
76
76
76
76
74
74
74
74
Mileage
X100C
51.6
45.4
46.4
47.3
51. q
39.0
48,4
44.3
47 6
44.3
34.4
44.4
47.9
44,5
4q.5
47.8
46.6
4o.7
71-4
64.8
65.5
63.8
56.8
58.1
80.6
81.4
79.5
70.5
71.4
Mileage
Since
Tune-Up
1.3
0
4.3
3.6
1.5
1.9
0.1
5.1
2.0
1.2
6.7
14
16
1.2
0.2
11.8
7 8
i.q
n,fi
2.7
2.4
6.6
12.3
2.0
1.8
10.7
9.6
Tail-
pipe
Loc.
2
2
2
2
1
3
2
2
2
2
2
2
2
2
3
2
2
2
2
3
j
3
2
2
2
2
3
2
Tail-
pipe
Cond.
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
n
0
n
0
0
0
2
0
0
0
0.1
0
1
Intru-
sion Pts
„
4
R
0
£_
r
Stain
Tube CO
F
14
14
p
10
70
10
?0
10
10
10
74
10
10
10
10
37
?o
10
10
10
14
10
10
?0
33
37
24
10
20
74
14
10
?0
10
10
?n
39
10
14
ml
39
20
m
Stain
Tube
Date
Mn riav
4 16
4 18
4 16
4 18
4 16
4 17
4 18
4 18
4 18
4 17
4 17
4 17
4 17
4 18
4 18
4 18
4 17
4 18
4 17
4 16
4 17
4 18
4 18
4 17
4 16
"4 17
4 !fi
Ave . Amb
CO(ppm)
on Stain
TubeOatt
2.5
2
2.5
2
2.5
3
2
2
2
3
3
3
3
2
2
2
•^
2
3
2.5
3
2
3
2.5
3
I
Personal
Sampler
CO(ppm)
9-6
>0 5
2.1
Personal
Sampler
Mo I Day
6 5
n n
6 5
Ave Amb.
CO(ppm)
on Pers.
Samp Date
1.9
3.9
2.1
Continuous CO
Analyzer
Interior
Ave
Loc
10
10
5
eak
l.oc
>
5.0
> 5Qa
34
(ppm)
Exterior
Ave.
Loc
1
2
20
8
Peak
LOC
•»4r>5C
> 50
>50
Type
of
Route
5/14/:
5/15
5/4/
a The outside level stayed above 50ppm much of the time
* Additional reading on
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-3-A
CITY:
TYPE OF VEHICLE : BUS
Veh.
1.0. No.
551
554
555
556
558
560
562
566
567
702
703
707
726
Make of
Vehicle
3
3
•
3
,
No. of
Passen-
gers
66
78
<
I
Year
74
77
•
Mileage
X1000
66.3
72.1
71.7
76
71-9
76.7
71.8
60
6T. q
98.1
33
37. q
Mileage
Since
T*T(Kk
4.3
8.6
2,6
8,3
3.8
3.0
4.9
4.5
1 .7
4,0
0.2
Tail-
pipe
Loc.
2
2
3
2
2
3
2
2
2
3
3
2
Tail-
pipe
Cond.
0
0
0
0
0
0.1
0.1
0,1
0
0
0
0,2
Intru-
sion Pts
A.
SL.
r,
0
1
Stain
Tube CO
F
14
14
14
10
10
R
10
10
10
14
14
(14
37
10
10
10
37
14
14
4
in
Stain
Tube
Date
Mr, llUy
4 17
k 16
k 16
4. 17
k 18^
Jt_l6^
4 16~1
k 16
4 17
4 16
4 1&,
it 18
Ave . Amb
CO(ppm)
on Stain
Tube Date
3
2.5
2.5
T
2
2.5
2.5
2.5
3
2.5
7.5
2
Personal
Sampler
CO(ppm)
5.1
Personal
Sampler
ftat.p
Mo |oay
A 5
Ave Amb.
CO(ppm)
on Pers.
Samp Dati
n.fl
Continuous CO Analyzer (ppm)
Interior
Avelloc
12
Peak! Loc
41
Exterior
Ave. I Loc
8
Peak I Loc
>50
Type
of
Route
5/V7S
N>
vn
* Additional readings on 4/18: (10)
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-3-B
CITY:
TYPE OF VEHICLE
BUS
Veh.
1.0. No.
18
21
23
25
26
27
31
32
33
46
4/
J>0
53
54
5q
60
62
64
65
(,(>
68
70
71
72
73
74
77
79
85
86
Make of
Vehicle
1
3
3
3
3
11
1
3
3
,
1
3
3
11 _
NO. Of
Passen-
gers
78
55
55
54
66
fin
78
78
66
fin
y
.
5
a
u.
78
60
54
Year
74
76
76
70
74
7*4
TM
70
24
i
70
74
70
68
Mileage
91.7
43,4
50.2
46. q
61.7
39
58
52.7
52.9
45
30
55
72.5
17
39.6
59
64.5
49
07.2
80.5
83.7
83 7
99.7
92.4
89.8
43.5
77.2
38.3
9.6.8
lileage
Since
Tune-Up
13.4
12.3
2-7
4.4
4 g
13.8
6
10.8
0
3.4
0
8
7
0.5
13
9.3
0.5
7.6
16
12.1
8.2
4.4
4.4
15.1
16.1
6.6
1.3
1.1
13,8
Tail-
pipe
Loc.
j
2
2
j
7
2
3
3
1
3
3
2
2
2
2
3.4
3
^
3r4
2r4
2,4
2.4
3 4
? 4
3.4
2
3,4
2
2
Ta1l-
pipe
Cond.
o 4
0
0
n
o
0
0
0
0
1
0
oa
oa
0 1a
n1
ta
ia
n
0
oa
5,1
na
4
0
Oa
0
Oa
Od
o
Intru-
sion Pts
A
B
r
n
»
Stain
Tube CO
F
?n
R
13
f
f.
ft
6
£
?n
19
6
10
6
6
_6f
ft
£
£
6
7
6
8
^
8
6
7
20
6
^
6
6
Stain
Tube
Date
I
4 23
4 18
4 17
L 17
1 R
4 17
4 18
4 23
4 18
4 17
4 17
4 18
4 17
4 17
4 18
4 18
4 23
4 17
4 17
4 18
4 23
4 23
4 18
Ave. Amb
CO(ppm)
on Stain
TubeOatt
3
b 2
4
k
2
4
2
3
2
4
4
2
4
4
2
2
3
4
It
2
3
3
2
Personal
Sampler
CO(ppm)
6.2
'ersonal
Sampler
Datp
Mo |0ay
5 30
Ave Amb.
CO(ppm)
on Pers .
amp Date
2.3
ontinuous CO
Analyzer
Interi
Avc
Loc
pay
Loc
(ppm)
Exterior
VP
Inr
Vak
Loc
ype
of
oute
N)
a Carbon Coating
b read second day 6ppm 4/1'
c also read U/23 3ppm
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
CITY:
TYPE OF VEHICLE : BUS
Veh.
I.D. No.
87
95
97
98
304
305
306
314
315
330
332
337
338
342
344
346
348
349
350
351
352
353
355
356
358
362
365
368
372
374
Make of
Vehicle
1
1
3
3
11
11
1
i
.1
\
11
11
1
1
1
,
3
,
1
-
11
11
11
No. of
Passen-
gers
60
60
78
78
65
78
4
60
60
60
1
60
66
J
78
54
4
60
Year
70
70
69
69
78
,
74
J.
70
70
70
4
72
/
4
4
74
75
Mileage
(1000
158.6
163,6
177.3
148.7
6.1
5.3
6.4
99
84.5
147.8
140
133
97.6
121.3
124.8
118.5
111
118.5
124
131
119
70
113.7
99.3
/O
80
74.5
66.3
57.8
W-'
Hleage
Since
Tune-Up
X1000
12.3
3,8
0.4
2.7
6.1
5.3
6.4
1.4
1.6
2.2
17
0
9.5
1.8
9
5
9
7 5
17
Lb
0
b./
9-9
6.5
3.2
14.2
0.5
3.b
2.2
TaM-
)ipe
.oc.
2
2
2
2
3
1
2
2,4
2,4
2
2
3
1
2
3
2
2
2
3
1
3
3
1
1
2
2,4
3,4
2
1
'I
Tail-
pipe
Cond.
1
oa
1
1d
0
0
0
8
0
0
0
od
0
oa
1
0J
0
n
0
od
0
0
0
0
0
0
0
0
oa
1
Intru-
sion Pts
"in
B.
r
o
2
0
'
Stain
Tube CO
f
13
6
6
19
7
6
10
R
6
6
7
7
6
20
r6 6
7
LL
6
19
7
6
20
6
13 6
13
20
b
6
6
6
b
6
'9
20
b
20
b
7
13 6
13 6
Stain
Tube
_Bate.
Mn hay
4 18
4 17
4 18
4 23
Jt_23_
4 18
4 23
4 18
4 17
4 17
4 23
4 23
4 18
4 18
4 18
4 18
4 23
4 17
4 I/
4 17
4 23
4 17
4 23.
4 17
4 17
Ave . Amb
CO(ppm)
on Stain
Tube Date
2
4
3
•\
2
•$
•)
4
4
3
3
2
2
2
2
3
4
4
4
3
4
3
4
4
Personal
Sampler
CO(ppm)
12.5
14.9
22.3
15.7
Personal
Sampler
Dat.p
Mo |Day
6 4
5 30
5 30
5 30
Ave Amb.
CO(ppm)
on Pers.
Samp Date
3.5
0.3
2.1
2.0
Continuous CO Analyzer (ppm)
Interior
Ave
Loc
Peak I Loc
•
5xterior
Loc
PeakUoc
Type
of
Route
1-0
a Exhaust coated with black soot
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-3-B
CITY:
TYPE OF VEHICLE : BUS
ontinuous CO Analyzer (ppm;
Ave. Arab
CO(ppm)
on Stain
Tube Dats
v? Amb.
DO(ppm)
on Pers.
amp Dati
a Exhaust coated with black soot
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-3-B
CITY:
TYPE OF VEHICLE : BUS
Veh.
I.D. No.
432
433
434
435
436
417
439
440
442
448
449
450
452
454
460
464
466
469
470
471
472
1474
476
477
479
481
486
488
489
490
Make of
Vehicle
2
No. of
Passen-
gers
66
Year
76
79
7
6
Mileage
X1000
3"?. 7
56.6
46,1
41.2
18.4
3i.Ii
36 0
33.1
42.2
45.2
44.1
46.2
47.6
46.4
33.1
40.7
54.0
46.1
36.9
39.7
42.1
39.1
41.7
35.8
W-9
44,3
•w .2
iq.q
4 1.6
41.8
lileage
Since
Mb
4.o
15.2
0.3
1 .5
10.1
2,8
15
0.7
4.5
15.3
5.6
8.5
3,9
0.6
1.9
10.8
3.2
14.0
0.1
10.2
2.7
11.2
0.1
0.1
4.1
6,5
2.q
6.1
2.6
2.1
Tail-
lipe
.oc.
2
2
2
2
7
2
2
2
2
1
1
2
2
2
3
2
2
1
3
1
2
2
2
•>
2
1
2
1
2
Tail-
>ipe
;ond.
0
0
0
0
oa
0
o
0
0
0
0
0
1
o
0
0
o
0
1
0
0
0
od
oa
Oa
0
n
n
0
Intru-
sion Pts
A(R
1
i
r
)
r
5
n
.
5
0
5
o
^
n
'
Stain
Tube CO
F IB
6 6
20
8 6
6
19
6 6
11
6
6 19
6 6
6
6
6
20
6
11 f.
6
20
7
6
6
6
6
A
6
7 20
Stain
Tube
Date
Mn hay
4 17
4 23
4 17
4 17
4 18
4 18
k 18
4 17
4 17
4 18
4 18
k 18
4 17
4 23
4 18
4 17
4 17
h ?T.
4 23
4 17
4 17
4 17
4 17
4 18
4 17
4 23
Ave . Anib
CO(ppm)
on Stain
Tube Oatt
if
3
4
4
2
b 2
2
4
4
2
2
2
4
3
2
4
4
i
3
4
T
2
4
3
Personal
Sampler
CO(ppm)
15.2
iq.Q
7-4
30.8
Personal
Sampler
Datp
Mo JDay
5 30
5 10
6 4
5 10
Ave Arab.
CO(ppra)
on Pers.
Samp Date
3.1
1.q
i . «;
i.q
Continuous CO Analyzer (ppm)
Interior
Ave I Loc
PeaklLoc
Exterior
Ave. I Loc
Peak
Loc
Type
of
Route
to
VD
a Exhaust coated with black soot
b Second day's measurements 6F, 6R 4/17
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-3-B
CITY:
TYPE OF VEHICLE
BUS
Veh.
I.D. No.
J,OU
502
503
504
506
507
508
509
511
513
514
515
516
517
518
519
520
q7i
522
523
529
^3?
540
54?
543
544
545
564
565
701
Make of
Vehicle
3
i
2 ,,
No. of
Passen-
gers
66
i
78
Year
74
77
Mileage
XI 000
53.9
71,8
68.9
69.4
75.5
75,8
67.1
65.8
75
68
67.5
75.8
66.9
63
63.4
6^.1
R1 1
91 4
60.6
86.3
69.7
AQ.ft
74. 5
60.5
64
64.8
69.9
58.5
63.4
27.3
Mileage
Since
Tune-Up
xioon
1.6
8,1
1.7
14.4
2.0
4,0
7.5
1.0
5.4
7.2
6.7
4.4
10.2
2,2
0.1
10
9 9
1 1
5-9
0.4
14 ?
R,Q
14
'-7
0.2
5.1
2.0
5
8.4
7.8
Tail-
pipe
Loc.
1
1
2
3
2
2
2
2
3
2
2
2
2
2
1
1
9
3
1
1
">
2
1
5
2
1
1
3
2
?
Tail-
pipe
Cond.
0
ia
1
0
t.1.2
Oa
1a
1a
1
0
1
0
0
0
0
0
a
o
na
1a
n
1
0
ia
0
Qa
7
1
1
1
Intru-
sion Pts
A R 1C.
0
q
0
'
Stain
Tube CO
F IR
7 0
6 6
6
13 6
13
6
0
6 6
25
20 10
20 10
13
7
7
7
20 25
£ A
6
7
6
6 13
7
7
7 7
6 6
6
6
?n 6
Stain
Tube
Date
*,Ly
4 23
4 17
4 18
4 18
_k_L&
4 17
f» 18
4 17
4 23
4 23
4 23
4 18
4 23
4 23
4 23
4 ''3
4 18
4 18
4 23
4 1«
4 18
4 23
4 23
4 23
4 17
4 18
4 17
.4,, 17
Ave . Amb
CO(ppm)
on Stain
Tube Date
3
It
2
2
2
b
2
4
3
1 '
2
3
,
2
?
3
2
?
3
i
4
2
4
4
Personal
Sampler
CO(ppm)
35.3
'ersonal
Sampler
Datp
Mo 1 Day
5 30
Ave Amb.
CO(ppm)
on Pers.
Samp Oati
0.7
Continuous CO Analyzer (ppm)
Interior
Ave
Loc
eaklLoc
Exterior
ve.l Loc
Ppak
Loc
Type
of
Route
a Exhaust coated with black soot
-------
FLEET:
B-3-B
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
CITY:
TYPE OF VEHICLE
BUS
Veh.
1.0. No.
704
705
706
713
714
715
716
719
721
722
72k
725
Make of
ehicle
2
No. of
Passen-
gers
78
Year
77
lileage
X1000
31.3
29.4
37
29.3
31.6
27-7
36
30.3
35
35.3
36.7
33.5
lileage
Since
Mo
9.0
9.4
6.6
8.3
10.4
17.1
0.9
4.2
12.2
3.3
9.6
10.2
Tail-
>ipe
.DC.
2
2
2
2
1
2
2
2
2
2
2
1
Tail-
Jipe
*ond.
o
0
0
0
n
0
0
0
2
0
0
0
Intru-
sion Pts
A It
r
q
0
1
R
o
Stain
Tube CO
F
20
R
10
20
6
6
6
A
?0
7
20
8
6
7
7
20
13
0
6
13
Stain
Tube
Date
Mr, Inay
4 ?3
4 18
4 17
4 17
4 23
4 23
4 23
4 17
4 17
4 23
4 16
Ave. Amb
CO(ppm)
on Stain
Tube Date
3
2
4
4
3
I
1
4
4
3
•>
Personal
Sampler
CO(ppm)
12,4
18. 9
Personal
Sampler
Date
Mo
Day
Ave Amb.
CO(ppm)
on Pers.
Samp Date
'3.6
3.6
Continuous CO Analyzer (ppm)
Interior
Ave
Loc
Peak
Loc
Exterior
Ave. I Loc
Peakkoc
Type
of
Route
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-4-A
CITY:
TYPE OF VEHICLE : BUS
Veh.
I.D. No.
3
4
5
6
7
25
28
209
211
212
213
21*
216
217
218
220
221
223
226
231
233
236
239
240
244
249
271
301
314
Make of
Vehicle
2
Z
2
2
i
11
11
11
11
i
2
2
No. of
Passen-
gers
60
60
60
66
1
66
66
66
Year
67
6n
67
66
.
I960
7*
Mileage Mileage
Since
x 1000 Mb
113. I 12
90.3 q
185.9 9
178 J 3
77.3 8.9
77 9
168 9
164 I 10
139. 4 9.0
140. ^
144 q
154.3) 9
156.41 9.1
150.81 9.0
I4n
159.2
159. 7J 9.7
165. qj q.o
159 I 10
ny.4| q
153 I 9
161.41 9.0
149.31 8.7
151.7 9
1 44 . 8| 9
m 9
137.8] 9
138 1 9.4
109 8
90. Ol 9.0
Tail-
pipe
Loc.
2
2
2
2
2
2
2
2
2
1
2
2
2
2
1
2
2
2
2
7
2
2
2
2
2
2
2
2
2
2
Tail-
pipe
Cond.
0
0
0
0
0
0
0
0
0
8
0
0
0
0
8
0
0
0
0
n
0
0
0
0
0
0
0
0
0
o
Intru-
sion Pts
ABIC
0
0
5
5
5
5
0
0
0
0
0
0
5
0
n
5
0
5
0
^
5
0
0
0
0
n
5
5
0
Stain
Tube CO
r Ir
20
7(7}a>
7
7
20
7
4
19
10
20
0
3
0
20
11
10
3
m
21
?n
3
0
n
25C
7
21
0 7
Stain
Tube
Date
Mn IlAM
4 20
>4 ?n
4 20
4 23
4 23
4 20
4 20
4 21
4 10
4 23
4 20
4 20
4 20
4d20
4 10
4 20
4 23
4 •>•>.
4 20
4 20
4 23
4 20
4 2n
4 21
4 23
4 ?0
4 20
Ave . Amb
CO(ppm)
on Stain
Tube Date
Personal
Sampler
CO(ppm)
Personal
Sampler
Date
Mo loay
Ave Amb.
CO(ppm)
on Pers.
Samp Date
Continuous CC
Analyzer (ppm)
Interior
Avel Loc
Peak
lor
Exterior
Ave.l Loc
Peak
lor
Type
of
Route
NJ
a Redundant readings
b 2nd day reading 10 4/23
c Situated at airport for part of day
d Additional reading taken on 4/10 of lOppm
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-4-A
CITY:
TYPE OF VEHICLE
BUS
Veh.
1.0. No.
315
316
318
319
120
321
322
323
32k
325
362
365
366
367
368
388
389
390
391
392
19<5
393
394
397
Make of
Vehicle
2
2
*
/
12a
12
_i
/
No. of
Passen-
gers
66
\
_J
f
6
/
Year
75
>
/
76
75
7*
75
^
76
_^
/
78
_j
f
Mileage
XI 000
87.3
91.3
90
101
fi4
93.4
99.1
91.1
92.5
99.1
79-9
83.2
76.1
76.7
76.1
24,1
20.3
20.0
20.7
18.9
19,6
19.7
23.9
19-3
lileage
Since
'une-Up
X1000
9
9.0
9
9
9
9-2
8
9,2
8.8
Tail-
>1pe
-OC.
2
2
JL
2
1
2
2
2
1
1
2
2
\s
1
2
1
1
2
Tail-
pipe
Zond.
0
0
0
0
R
0
0
0
8
8
0
0
W
8
o
8
8
0
•
Intru-
sion Pts
A IB C
0
0
0
0
n
0
0
0
5
5
0
0
v
o
0
o
0
0
Stain
Tube CO
F IR
10
0
1
in
7
10
20
12
11*1*1
3
10*10
4B
19
7 3
1Q u
3(3)b
7(0)L4
3
11
10
10 ....
10
Stain
Tube
Date
Mn BUy
4 21
k 20
4 20
k in
k 21
k 10
4 20
4 10
4 10
k 23
A 23
4 20
4 21
k 23
4 10
4 20
4 20
4 23
4 10
4 71
k 10
4 10
Ave . Amb
CO(ppm)
on Stain
Tube Data
Personal
Sampler
CO(ppm)
Personal
Sampler
Date
Mo ( Day
Ave Amb.
CO(ppm)
on Pers.
Samp Date
Continuous CO Analyzer (ppm)
Interior
Avel Loc
5
2
1
2
Peak! Loc
^J
13
17
19
Exterior
Ave. I Loc
8.
4
7
4
Peak I Loc
>50
39
IB
29
Type
of
.Boute ,
Fixed
statu
1 .8ppn
2. loon
2 .6ppn
1 .4ppn
6/20
6/15
6/13
6/14
VjO
a Thomas Diesel
b Redundant readings: addtionally
* Colocated Sample: (11)
* Colocated Sample: (10)
I6ppm found on 4/23/79
c Additional data from 4/10/79 13;;m
d Additional data 6/14 Int. Ave 9 Ext Ave .12
Int. Peak 21 Est Peak> F>0
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-4-B
CITY:
TYPE OF VEHICLE
BUS
Veh.
1.0. No.
155
161
165
166
168
172
183
189
190
199
193
194
iq5
iq6
197
1 j* j: —
iq8
iqq
700
202
203
241
263
275
329
330
332
.34?
Make of
Vehicle
1
1
*
3
11
11
11
1
1
1
1
1
No. of
Passen-
gers
60
66
36
66
i
36
6
n
6
>
Year
64
66
,
70
66
64
66
71
75
75
A
Mileage
X1000
89
145.9
114
108
149
97
189
49.7
188
69.9
172
94
85.8
93. 4
134
1/17
48.3
80.6
62.5
3R.3
137.6
184.
104.6
^57.7
78,5
79.6
83.9
77.1
R1.7
Mileage
Since
Tune-Up
X1000
9
9
12
9.8
12
9
9
9
9
9.9
8
9
9
9 8
15
9
q 1
9.2
17.1
9.0
9.
9.1
10
9.1
9.1
16,9
16.9
8,9
9.0
7.5
Tail-
pipe
Loc.
2
2
2
2
2
2
2
2
2
2
2
2
2
?
2
7
2
2
•> h
2
2
2
2
2
2
2
Tail-
pipe
Cond.
0
0
0
0
0
0
0
0
0
0
0
0
0
n
n
0
o
0
0
0
0
0
0
0
0
0
0
0
0
n
Intru-
sion Pts
A IB Ic
0
0
0
0
5
0
5
0
0
0
5
5
5
t;
5
b
5
0
0
0
5
5
0
0
0
0
n
Stain
Tube CO
F R
10
10
7
3
• •
0
45
7
10
20
10
22
20
7
10
10
10
10
6
7
10
10b
11
10
3
3
3^
Stain
Tube
Date
MnLy
4 25
4 17
4 25
4 25
4 17
4 25
4 25
4 25
4 17
4 25
4 17
4 25
4 ?q
k K
4 17
4 17
4 17
4 25
4 17
4 ?q
4 25
4 17
4 25
4 17
4 17
4 9*
k K
4 25.
Ave . Amb
CO(ppm)
on Stain
TubeDatE
'ersonal
Sampler
CO(ppra)
'ersonal
Sampler
Date
Mo | Day
Ave Amb.
CO(ppm)
on Pers.
amp Dati
Continuous CO Analyzer (ppm)
Interior
Ave Loc
7
10(2)
10
eak Loc
"3 Q
* Q JU
20
Exterior
ve. Loc
4
4
5
'eakl Loc
43
>50
>50
Type
of
Route
5/11°
6/1 1d
5/10L
e
a Data on 4/17 was 10ppm
b Data on 14/17 was 10ppm
c. Inside Exceeded outside CO cone
* Colocated sample: (1O)
most of the time
Fixed station readi
Average during 1st
2nd
ng = Oppm
half of run AM=10-
half = 2ppm
-------
FLEET:
B-4-B
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
CITY:
TYPE OF VEHICLE
BUS
Veh.
I.D. No.
343
344
345
346
347
355
356
357
396
359
408
409
410
Make of
Vehicle
1
12
«
*
^
12
12
12
No. of
Passen-
gers
66
76
78
78
76
,
Year
75
78
76
77
78
.
Mileage
X1000
81.9
85.5
76.2
84.3
77.0
81.5
76.1
66.8
11.2
71.1
11.2
12.3
13.7
lileage
Since
Tune-Up
X1000
17.1
9.0
10
9
9
9
16.6
9
11.2
9
11.2
13.7
Tail-
pipe
Loc.
2
2
2
2
2
2
2
2.4
2
O /i
O /i
2
2
2
Tail-
pipe
Cond.
0
0
0
0
0
0
0
0
0
n
0
0
0
n
Intru-
sion Pts
A R
0
f
0
0
0
0
0
0
0
0
0
n
0
0
n
Stain
Tube CO
F IR
11
51
10
20
50
10
19
3
11
10
Stain
Tube
Date
Mn Flay
4 17
4 25
4 17
4 25
k ?5
4 17
4 25
4 75
4 17
L 17
7(0>V0 4 25
10
10
4 17
4 17
Ave . Amb
CO(ppm)
on Stain
Tube Date
Personal
Sampler
CO(ppm)
Persona'
Sampler
Date
Mo
Day
Ave Amb.
CO(ppm)
on Pers.
Samp Dat
Continuous CO Analyzer (ppm)
Interior
Avel Loc
3
5
3 5
Peak | Loc
12
> 50
30
Exterior
Ave. I Loc
4
3
q
Peak! Loc
> 50
> 50
-s 5f)
Type
of
Route
5/11
5/10
6/1 ?a
UJ
a Fixed station levels averaged 1.7ppm
* Colocated sample
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-4-C
CITY:
TYPE OF VEHICLE > BUS
Veh.
I.D. No.
11
12
1.3
14
15
16
17
18
141
159
185
204
206
207
210
215
279
224
225
227
228
230
234
235
237
238
24?
! ' ~ {
Make of
Vehicle
2
,
1
1
11
f
No. of
Passen-
gers
',
6
60
60
36
i
Year
67
\
63
64
66
6
6
f
Mileage
97
18. q
107
8.5.6
89.2
94.5
0.7
71.3
101.4
142
81.5
168
57
56.7
50 1
143
81
97.1
36.4
54.6
37.1
22.7
46,3
73.3
36.3
154
26.4
ua.q
Mileage
Since
Tune-Up
9
9.2
q
9
9.2
9
0.7
8.9
8.6
9
8.q
9
9.2
R.I
13
q
q.1
9.3
9
9
9.4
q.7
R.9
Tail-
pipe
Loc.
2
2
2
7
2
2
2
2
2
1
2
2
2
2
2
•)
2
2
?
2
2
2
1
2
2
2
2
2
7
Tail-
pipe
Cond.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
n
0
0
0
0
0
0
0
0
0
n
o
Intru-
sion Pts
A IB Ic
0
q
q
n
0
5
0
5
5
5
0
5
0
0
0
0
5
5
0
5
2
0
0
0
5
q
5
Stain
Tube CO
F
70
19
3
in
19
6
11
R
3(3)6
20
10
19
20
10
JL.
7
4
10
JJ_
10
10
11
10
16
10
7
20
10
3
17
17
Stain
Tube
Date
Mn ri(
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-4-C
CITY:
TYPE OF VEHICLE : BUS
Veh.
1.0. No.
246
248
250
251
252
255
256
2q7
258
259
262
267
268
272
276
277
278
279
280
281
282
291
292
293
308
309
310
311
312
313
ake of
ehicle
1
•
r
2
2
2
f
1
1
2
'
No. of
Passen-
gers
66
12
36
24
7*
66
\
36
36
24
\
_36
b
•)
Year
66
72
72
72
^
72
\
73
76
I
_ZL
,
75
ileage
1000
42.1
37.3
42.9
57.5
52.9
49.3
•?q
7n-7
39.3
42.9
1li.fi
44 3
33 5
oq
18,6
20.8
07.6
81.1
01
17.2
20.1
10.6
16.5
28.8
19.4
00
96
00
92.1
ileage
ince
Mo
8.9
9.3
2
8-9
9.3
8,9
96
q
9,6
2
1.8
2
12
9.1
9
8.6
9
9
9
9
9
9
Tail-
)ipe
.oc.
2
2
2
2
1
2
j
2
2
2
?
2
2
2
2
4.2
4,?
4,2
4,2
1
2
2
2
2
2
2
2
2
Tail-
pipe
:ond.
0
0
0
2
0
0
0
0
0
n
0
o
0
o
0
0 '
o
0
0
o
o
o
0
o
0
0
0
0
0
Intru-
sion Pts
JL JL_
5
0
f,
5
0
0
q
q
q
0
q
q
n
5
o
5
Od
n
0
0
0
0
0
0
q
0
0
0
5
0
Stain
Tube CO
F IB
10 m
10
7(7)7
12
10
10
in
10 10
7
16
7(3)3
11
11
3
19
11
3
10
m
m
in
IOD
7
7
7
10
.3
4
10
8
Stain
Tube
Date
f
Mn Inay
k q
4 9
q 10
4 9
4 q
5 9
4 18
q 10
q q
5 10
5 11
4 9
4 9
q 11
q q
4 18
4 18
4 18
4 18
4 18
4 9
4 9
q q
q 9
5 11
.q 10
5 m
5 11
q 9
!> V
Ave. Amb
CO(ppm)
on Stain
TubeDatf
Personal
Sampler
CO(pptn)
Personal
Sampler
Datp
Mo (Day
Ave Amb.
CO(ppm)
on Pers .
Samp Datf
Continuous CO Analyzer (ppm)
Interior
Ave I Loc
Peak I Loc
Exterior
Ave. I Loc
Peak I Loc
Type
of
Route
a Dented rear
b Second day reading 3ppm 5/9/79
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-4-C
CITY:
TYPE OF VEHICLE
BUS
Veh.
I.D. No.
360
363
364
3b?
372
373
374
375
376
377
378
380
381
382
383
384
385
386
401
404
405
406
407
<;20
522
10
Make of
Vehicle
2
1
2a
2a
2a
29
2d
2a
2a
2a
2a
2a
2a
2a
2a
2d
12
12
,
4
4
2
No. of
Passen-
gers
21
6,6
4
24
78
7
fi
3
)
I
Year
76
77
77
76
77
77
78
7
T
67
Mileage
X1000
105
qq.6
78.7
154.8
50.2
48
47.2
51.1
44,3
^7.0
qi.4
42.8
42.7
38.3
^q.q
44.1
44,9
4^.6
24.4
31.3
24.3
24.6
24.1
10.6
17.8
84.8
Mileage
Since
Wo
13.5
q.1
q.2
9
12.2
12
14
11.1
11.8
9
8.q
8.9
12
q.o
12.1
9.9
12
nq.4
9-3
9.3
9.0
9.1
9.3
Tail-
pipe
Loc.
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
?
2
2
2
2
1
1
2
Tail-
pipe
Cond.
0
0
n
0
0
0
0
0
0
0
0
0
0
0
n
o
o
0
n
0
0
0
0
n
0
0
Intru-
sion Pts
A IB Ic
0
0
c;
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
n
0
0
Stain
Tube CO
F U
4
7 fi
3
9
10
10
11
10,
mb
3
3
4
10 10
1q
7
10
4
10
3
3
3
*
*
m
n n
19
Stain
Tube
Date
Mnky
5 10
5 9
5 1 1
5 10
U 18
U 1R
4 9
4 18
4 18
q m
5 1 1
5 11
4 18
4 q
q m
4 18
s 11
4 18
5 10
5 10
5 10
•^ 11
q 10
4 9
4 q
Ave . Amb
CO(ppm)
on Stain
Tube Date
Personal
Sampler
CO(ppm)
Personal
Sampler
Datp
Mo (Day
Ave Amb.
CO(ppm)
on Pers .
Samp Date
Continuous CO Analyzer
Interior
Avel Loc
8
'eak
lor
(ppm)
Exterior
Ave.
loc
Peak! Loc
> 50
Type
of
Route
CO
a Diesel
b Data also taken 4/9/79 as 10ppm
-------
FLEET:
B-4-D
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
CITY:
TYPE OF VEHICLE : BUS
Veh.
I.D. Ho.
q
19
20
23
26
27
29
30
31
159
260
283
285
286
287
288
290
294
?q5
297
298
299
300
302
303
304
305
306
ake of
ehicle
2
2
2
1
11
1
1
1
1
I
\
2
_2
No. of
Passen-
gers
36
66
60
6
6
36
66
year
67
68
,
75
69
\
68
64
66
72
68
—23
Mileage
XI 000
q3
67.5
71.2
63,1
61.2
66.8
50.7
86.7
71.4
42. q
19.3
20.2
18.7
15.4
12.9
ioq.7
inR .
108
1104
1
!q7.4
08
iq
33.8
98.7
97.7
02.9
nfii
ileage
ince
une-Up
X1000
3
2.5
9
9
q
9
9
9
9
10
9
9
2.2
10
9
0.9
9.7
R 1
10
14
8,9
9
12.2
12.1
3.9
1? 3
ail-
iipe
.oc.
?
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2 .
2
2
7.
9
2
2
2
1
2
2
2
Tail-
pipe
Cong .
n
0
0
0
0
0
0
0
0
n
0
0
0
n
0
0
0
n
0
0
0
0
0
o
0
0
0
o
0
o
Intru-
sion Pts
A R
5
c
0
5
5
5
1,3,
5
5
0
o
5
0
5
c;
c;
5
5
?,5
0
0
0
0
0
5
n
5
a
0
0
o
Stain
Tube CO
F
14
in
m
31
70
3
7
8_
R
63
7
10
11
10
n
7
4
1?
0
12
1,
17
10
3
70
11
1L
10
10
0(0)0
12
Stain
Tube
Date
V'T "•
Mn hay
4 16
4 16
4 76
4 76
4 76
4 26
4 7.6
4 76
4 26
4 26
4 76
4 16
4 7fi
4 26
4 76
4 76
4 16
4 26
4 16
4 16
k •>(,
4 7.6
4 76
4 16
4 16
4 16
4 76
4 16
Ave . Anib
CO(ppm)
on Stain
Tube Date
Personal
Sampler
CO(ppm)
Personal
Sampler
Datp
Mo I Day
Ave Amb.
CO(ppm)
on Pers.
Samp Datq
Continuous CO Analyzer (ppm)
Interior
Ave I Loc
18
10
Peak] Loc
>50
39
^50
Exterior
Ave. 1 Loc
Peak Loc
> 50
Type
of
Route
6/1
6/1a
(,/h
00
a Run included periods in line with other buses, idling.
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-4-D
CITY:
TYPE OF VEHICLE : BUS
Veh.
1.0. No.
326
327
328
333
334
336
337
338
339
340
341
348
349
350
351
352
361
387
398
399
4oo
401
411
Make of
Vehicle
2
1
12
,
No. of
Passen-
gers
66
1
76
1
Year
75
,
74
75
76
78
.
Mileage
X1000
91.1
92.9
flfi.i;
80,4
82.0
80.6
79. 4
75.7
70.0
66. R
87.4
80.8
75.5
65.5
73.4
89.5
75.6
19.9
15
14.9
12.1
15.9
14.1
Mileage
Since
Tune-Up
XI 000
12.1
9.0
10,0
0
9.0
9.0
g.ii
9.0
9.0
14
8.9
9.0
9.0
9.1
8.8
9-0
12.1
9.9
15
1 .5
9.1
10.1
Tail-
pipe
Loc.
2
2
7
2
2
2
?
2
2
2
2
2
2
2
2
2
2
2
2
7
2
2
2
Tail-
Pipe
Cond.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
n
0
0
0
Intru-
sion Pts
A IB Ic
0
n
n
0
0
0
n
0
2
0
0
0
0
0
0
0
0
0
o
n
0
0
0
Stain
Tube CO
F U
10
11
7
4
69
48
1 1
3
6
3
0
6
11 .,,
3(3)7
1?
1 1
0
11
4
Stain
Tube
Date
Mn flay
4 16
4 16
4 76
4 26
4 26
4 76
4 16
4 26
4 76
4 26
4 26
4 26
4 16
4 26
4 16
4 1fi
4 26
4 16
4 26
Ave. Amb
CO(ppm)
on Stain
Tube Oat
Personal
Sampler
CO(ppm)
Personal
Sampler
Datp
Mo |oay
Ave Amb.
CO(ppm)
on Pers.
Samp Date
Continuous CO Analyzer (ppm)
Interior
Ave
loc
25a
Peak! Loc
50
Exterior
Ave.l Loc
Peak! Loc
Type
of
Route
5/31
.e-
o
a Average taken at rear of vehicle over 1 hr.
* Cclocated sample
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-5-A
CITY:
TYPE OF VEHICLE :
BUS
All Vehicles Int'l 1977 2-Dr. 37' 63 Pass Model 1703
Veh.
I.D. No.
101
102
101
104
105
106
107
inft
ioq
110
m
112
111
114
1151
116
117
11«
nq
121
122
123^
124
125
176
127
128
201
202
ake of
ehicle
No. of
Passen-
gers
63
Year
Mileage
in
OOOs
18
16
iq
20
17
16
71
18
19
iq
20
20
20
23
1ft
19
21
22
20
21
15
18
18
17
23
18
16
ileage
ince
une-Up
287
2q8
285
273
274
182
076
101
150
1?qft
120
820
R08
832
q47
771
75
47
50
55
46
807
20
17
1008
qq
.135
215
lot,
>ipe
.oc.
2
2
2
1
1
2
1
2
2
2
2
2
2
2
3
2
•)
2
2
2
2
2
2
2
2
1
2
1
2
Tail-
ilpe
tond .
2
0
0
23
2
0
2
9
0
0
2
0
n
0
o
0
n
0
1
0
0
2
0
0
0
0
0
2
2
Intru-
sion Pts
ft Ur
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0-
1
n
4b
0
0
0
1
0
0
0
1
0
I
1
Stain
Tube CO
F IR
20 8
7 7
20 10
7 10
7 5
5 20
7 7
1 10
q 10
5 20
7 3
10 7
7 7
20 3
q 10
10 7
5 3
q 10
7 7
9 2
10 20
2 y
7 4
7 5
7 3
5 7
q q
/ 10
y /
Stain
Tube
Date
Mn llAi/
5 1
•
5 3
I? 3
Ave. Amb
CO(ppm)
on Stain
Tube Date
CO
i i
I—
CO
r*~\ Q_
o_
CO •
— 1 *—
LJ
UJ E
—1 Q.
CL
LJ
I— r~-
i — i •
in ,—
Q
UJ E
-X Q.
I-H Q.
LT\
CD Cxi
oz
>
Personal
Sampler
CO(ppm)
,UO
4.5
0.9
2.1
5.5^
4.0
Personal
Sampler
Datp
Mo
Day
5
18
5
5
5
18
1?
19
5 18
5
18
Ave Amb.
CO(ppm)
on Pers.
Samp Dat<
Continuous CO Analyzer (ppm)
Interior
Ave 1 Loc
6
Peak! Loc
22
Exterior
Ave.l Loc
< 10
Peak I Loc
52
Typ
Of
Ron
e
te
9
,
5
5
1 Driver Complaint
2 "Tailpipe spits gasoline"
3 Rost
4 Flattened
5 Front door seal
6 Rear Window Ajar
7
8
Second sampler also used - 4.0ppm
Second day 9.6ppm 5/19
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-5-A
CITY:
TYPE OF VEHICLE : BUS
All Vehicles Int'l 1977 2-Dr. 37' 63 Pass Model 1703
Veh.
1.0. No.
203
204
205
206
207
208
209
210
211
212
213
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
Make of
Vehicle
No. of
Passen-
gers
Year
Mileage
in
1000s
18
20
21
16
19
23
21
21
19
1**
20
24
24
24
23
2*
21
22
24
16
23
21
19
22
23
21
24
23
22
Mileage
Since
Tune-Up
100
252
589
3132
267
610
393
290
293
2695
275
310
330
324
8/6
326
171
362
224
<517
iqq
359
438
28?
W?
335
116
344
304
fi?«;
Tan-
pipe
Loc.
2
1
2
2
2
2
2
3
2
2
1
2
2
2
2
1
2
2
?
2
. 2
2
2
2
5
2
2
'
Tail-
pipe
Cond.
0
3
0
0
2
0
0
0
2
6
2
0
0
2
0
0
0
0
n
0
0
0
?,6
o
n
2
2
9
Intru-
sion Pts
ft IP If
0
3
0
1
0
B
)
D
D
b
3
1
D
3
?4
3
3
1
1
3
3
3
D
0
1
)
D
13
Stain
Tube CO
F U
IB 7
5 7
10 9
9 7
10 q
7 9
10 10
20 «;
21 1
q 7
,10 7
q i
9 10
3 7
7 7
7 9
9 7
10 10
7 7
7
.7 9
so j_
5 7
9 7
.10 32
7 ??
7 q
7 3
q 10
10 q
Stain
Tube
Date
Mo L
5 1
~5~
'
.
2
Ave . Amb
CO (ppm)
on Stain
Tube Oats
e
i/} CL
LU Q.
1— VD
•"(75 S=-
a t=
LU a.
x; SI
— 0
LL. '
n-i
LU ..
'" E
< CL.
rf o
LU v—
< fi
•^M^B^^^^
_i e
> a.
iu OO^
_i •
O
LU
1—
E
<->
o a.
1 1 1 |-^
x •
LL.
LU ..
< Q-
L£ Q.
LU i—
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
B-5-A
CITY:
TYPE OF VEHICLE
BUS
Veh.
I.D. No.
320
321
322
323
324
325
326
327
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
ake of
ehicle
No. of
Passen-
gers
•
Year
Mileage
in
OOOs
24
24
21
23
23
24
22
17
22
19
18
23
19
23
?n
20
20
22
23
21
20
13
20
ileage
ince
une-Up
338
297
206
059
207
5447
091
396
811
3394
1036
928
1628
1182
923
1064
1161
942
963
1 082
938
§34
98/
941
Tan-
>ipe
.00.
1
2
2
2
2
2
2
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
1
Tail-
>ipe
2
0
2
0
0
6
0
0
6
0
6
0
0
0
o
n
0
0
6
0
0
6
0
0
Intru-
sion Pts
flUr
0
0
D.
3
0
3
1-
0
0
0
3
3
3
3
3
1
> 3 4
3
3
3
3
)
3
1
Stain
Tube CO
F U
10 32
7 9
7 7
7 3
10 7
10 7
7 7
7 23
7 10
5 3
10 10
7 7
26 7
9 7
7 7
10 10
7 4
7 10
9 7
7 20
9 5
7 9
10 8
10 7
Stain
Tube
Date
Mr, in ay
5 2
Ave. Arab
CO(ppm)
on Stain
Tube Oat
CO
H
CO
f^ fi
CO
CO •
1 O
IU Q.
(— r--
co -3-
X E
U. Q.
UJ •
rf ^
5
Personal
Sampler
CO(ppm)
3.72
10.3
3.1
Personal
Sampler
Datp
Mo [Day
5 18
'
q 19
5 19
Ave Amb.
CO(ppm)
on Pers.
Samp Date
Continuous CO Analyzer (ppm)
Interior
Ave
LOC
\, 3
6
Peak! Loc
JO ,
34
Exterior
Ave. 1 Loc
10
10
Peak! Loc
43
22
Ty
0
Ko
pe
f
ute
7
6
1 Exhaust trapped by bumper
2 Second day reading 4.6 5/19/79
-------
FLEET: B-6-A
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
CITY:
TYPE OF VEHICLE
BUS
Veh.
I.D. No.
30
277
779
780
281
283
284
285
788
290
292
293
295
297
301
500
501
503
505
528
4126
7101
7102
7?o4
7205
7207
7719
7774
7775
Make of
Vehicle
6
8
7
7
8
7
8
8
7
7
7
7
5
7
q
8
8
7
7
6
10
No. of
Passen-
gers
64
65
,
64
c;
,
A
65
65
Year
70
75
.
73
75
.
70
70
71
1
77
T>
Mileage
in
1000s
30
32
51
33
40
40
31
32
22
_25
40
38
122
15
66
31
115
106
88
1 17
118
150
Xa
71
82
.51
Mileage
Since
Tune-Up
J
•a.
t-
0
o
^
Tail-
pipe
Loc.
1
2
2
1
2
1
2
2
7
1
2
2
2
2
1
2
2
2
,,
X
1
1
1
Tail-
pipe
Cond.
0
6
0
7
7
6
0
2
3
2
7
0
2
6
2,3
2
6
0
0
2,6
6
1
2,6
1,6
0
6
X
6
0
? 6
Intru-
sion Pts
A IB Ic
1 4
0
1 3
0
1 3
1
1
1
n
0
0
0
1
1
1
0
1
0
0
0
1 8
5
1
1 5
6
0
X
1
1
1
Stain
Tube CO
F IR
10
9 7
18 10
1 0 7
7 9
7 7
7 9
_7 7
7 4
8 10
7
7 7
18 20
10 19
7 8
7 7
8
7 7
5 7
3 7
9 17
7 9
6 7
17 17
3 6
9 9
8 18
m
18 7
Stain
Tube
Date
Mr, Il;.y
Ave. Arab
CO(ppm)
on Stain
Tube Oats
'ersonal
Sampler
CO(ppm)
9.3
7-9
"25-3
29.1
13.6
Personal
Sampler
flatp
Mo |Day
6 8
6 7
6 7
6 8
6 7
Ave Amb.
CO(ppm)
on Pers.
Samp Date
2.8
4.6
5. Si"3
4- 3J
4.6
Continuous CO Analyzer (ppm)
Interior
Ave 1 Loc
4C
Pea k| Loc
18C
Exterior
Ave.l Loc
qc
Peak
Loc
76C
Type
of
Route
.c-
-e-
aX = No data
b Vehicle No. 295
c Interior and exterior measurements made on separate runs on same day
-------
FLEET: B-6-A
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
CITY:
TYPE OF VEHICLE : BUS
Veh.
I.D. No.
7226
7227
7231
7237
7238
7242
7302
7306
7307
7501
7^02
7504
7505
7507
7508
7509
7510
7^1 1
7512
7613
7614
7615
7616
7617
7618
7619
762Q
7621
7622
17623
ake o
ahi rl
f
e
10
9
9
9
7
7
9
•
•
No. of
Passen-
gers
65
61
61
61
•
Year
72
73
73
73
7^
•
lileage
66
65
75
85
79
64
137
ft2
67
4R
51
"51
X
27
50
49
54
53
54
39
48
43
41
48
X
52
45
ileage
ince
une-Up
X
•
Tail-
iipe
oc.
1
X
2
2
2
1
1
1
2
1
1
2
2
2
2
2
X
Tail-
Pipe
)ond.
2 .6
2
0
2,4,6
0
2
6
n
2
0
6
0
X
7
6 '
2
n
4,6
2,3
n
0
6
0
6
2
2
6
X
6
o
Intru-
sion Pts
flUr
0
n
1 2
1
1
1 2 6
1 q
8
1 8
1
1
1 3
X
1
0
o
1
0
1
0
o
0
3
o
1
3
3
X
0
o
Stain .
Tube CO
p
10
7
9
20
71
73
9
8
10
R
8
16
9
23
23
?3
7
7
7
7
3
7
5
10
10
7
10
10
10
7
20
7
7
10
10
. 7-
10
9
H
7
20
7
9
1f>
9
7
9 9
10 8
4
8
H
Stain
Tube
Date
Mn hay
Ave. Arnb
CO (ppm)
on Stain
Tube Da tf
Personal
Sampler
CO(ppm)
15 5
70
67 9
15,5
1 1 n
3f]'8
ft.n
Personal
Sampler
Datp
Mo |oay
6 7
6 7
6 7
6 7
f 7
8 A
A ft
Ave Arab.
CO(ppm)
on Pers.
Samp Date
4.1
4.3
4 3
4,3
t, f
H
4 2
Continuous CO Analyzer (ppm)
Interior
Ave| Loc
6C
Peak I Loc
20C
•
Exterior
Ave. I Loc
IOC
Peak! Loc
100
Type
of
Route
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
B-6-A
CITY:
TYPE OF VEHICLE : BUS
Veh.
I.D. No.
762k
/625
7626
7627
7628
762?
7630
7631
7632
7633
7634
7635
7636
7637
7638
7640
7641
7642
76M
7^03
t
Make of
Vehicle
9
1
No. of
Passen-
gers
65
,
60
65
Year
75
.
Mileage
in
1000s
46
45
38
41
40
50
34
47
U
50
43
W
30
40
32
in
54
54
ift
47
Mileage
Since
Tune-Up
X
Tan-
pipe
Loc.
1
1
2
2
1
1
1
1
2
1
1
2
1
2
2
1
2
1
1
2
Ta1l-
pipe
Cond.
8
0
6
3,6
8
6
0
4
6
0
0
0
2
0
2
n
0
0
0
n
Intru-
sion Pts
« IB Ir
1
1
0
0
0
1
1
Q
3
1
3
T
0
1
1
n
0
n
0
1
Stain
Tube CO
F IR
7 7
8 8
26_26_
9 9
8 18
10 18
8
18 ft
18 8
8 18
7 8
7 7
7 9
8 ?n
7 7
8 8
a 8
10 9
7 7
Stain
Tube
Date
Mn Lv
Ave . Amb
CO(ppm)
on Stain
Tube Date
Personal
Sampler
CO(ppm)
46.1
38.1
Personal
Sampler
Dat^
Mo
Day
6
8
6
8
Ave Amb.
CO(ppm)
on Pers.
Samp Dat<
2.8
3.2
Continuous CO Analyzer (ppm)
Interior
Avel Loc
8c
Peak! Loc
62C
Exterior
Ave. I Loc
qc
Peak! Loc
100C
Type
of
Route
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
T-1-A
CITY:
TYPE OF VEHICLE : TAXI
All vehicles are checker cabs (Chevrolet 250 CID engines)
All vehicles have tailpipe location 1 and intrusion point 8 (A zero means no additional points)
Veh.
1.0. No.
201
202
203
204
205
206
207
208
209
210
211
212
214
216
218
219
220
222
223
224
225
226
227
228
229
230
231
232
233
234
ake of
ehicle
No. of
Passen-
gers
Year
76
78
76
Mileage
in
OOOs
202
216
220
198
229
213
213
201
217
237
220
204
188
199
207
190
169
28
_L7-6__
M58
184
181
169
189
190
205
173
188
193
201
ileage
ince
nef6c
0.04
9.3
1.6
2.2
2.3
3.1
0
6.7
1.1
3.1
3,0
3.2
1.2
7.7
1.4
8.7
2.0
11 .2
n
7.2
9.6
4.5
5.5
2 6
6.6
5.7
2.3
9.6
10. 5
o,/
Ta
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
T-1-A
CITY:
TYPE OF VEHICLE
TAXI
Veh.
I.D. No.
236
23/
238
239
240
941
242
243
244
245
246
247
248
2«50
?m
253
2^4
2.U
257
2";q
260
261
262
263
264
?6«;
266
267
268
769
Make of
Vehicle
No. of
Passen-
gers
Year
76
77
78
77
Mileage
X1000
160
209
159
186
185
191
191
192
189
190
185
97
180
188
iqi
15s
153
159
152
132
128
171
172
112
153
163
173
148
146
138
Mileage
Since
Mb
0.8
6.0
9.3
6.9
1.0
2.7
8.0
4.7
0
2.3
0
6.6
0
3.0
4.9
0
2 9
3-3
4,5
?.6
7-4
9.1
10.4
3-9
5.4
0
8.6
3.9
2.0
7.6
Tail-
pipe
Loc.
Tail-
pipe
Cond.
0
,
1
l_p
1
0
0
5
0
<
R
Intru-
sion Pts
A IB 1C
1 2
2 7
1 2 7
2
7
0
2 7
1
1 2 7
2
579
7
2 7
1 2 7
2
7
1 2 7
2 7
7
1 2 5
7
3 5
0
9
3 5
0
2
2 7
1 2
7
Stain
Tube CO
F IR
32
31
24
26
24
22
14
31
22
25
35
29
19
76
18
25
34
21
25
18
27
26
28
30
19
19
22
Stain
Tube
Date
Mr. nay
4 23
4 17
4 17
4 16
4 27
4 27
4 16
5 18
5 18
4 16
4 23
4 23
4 ?7
4 16
4 24
5 18
4 27
4 23
4 16
4 26
4 24
4 16
4 26
4 23
4 23
4 24
4 27
Ave. Arab
CO(ppm)
on Stain
Tube Date
2
2
3
3
2
2
3
4
4
2
2
2
2
7
3
4
2
2
2
3
3
2
2
2
3
2
Personal
Sampler
CO(ppm)
27.9
Personal
Sampler
nat.p
Mo |0ay
5 3
Ave Amb.
CO(ppm)
on Pers.
Samp Dati
1,0
Continuous CO Analyzer
Interior
Ave
lor
Peak! Loc
(ppm)
Exterior
AVP.
lor
Peak! Loc
Type
of
Route
OO
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
T-1-A CITY:
TYPE OF VEHICLE : TAXI
Veh.
1.0. No.
270
271
272
273
274
275
277
278
279
280
281
282
283
284
285
286
287
288
2B9
?
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
T-1-A
CITY:
TYPE OF VEHICLE : TAXI
Veh.
l.D. No.
313
314
317
318
320
324
326
327
332
335
344
164
366
369
379
388
399
406
42T
5n1
510
545
588
6m
605
606
610
All
613
AH,
Make of
Vehicle
No. of
Passen-
gers
Year
78
7§
78
79
78
,
79
7
,
8
74
?q
7*
74
Mileage
69
57
53
0
53
89
61
49
77
57
85
17
51
56
32
37
72
8
72
77
69
52
83
353
324
291
330
2
65
4
Mileage
Since
Tune-Up
0
1.6
0
2.1
10.4
3.4
5.2
3.2
9-2
6.7
6.8
5.4
3.b
3.0
3.6
0
1.7
8,0
VI
1Q-T
8.7
10.3
10.2
4.9
4.4
9.0
10.4
2.3
1.1
4.3
Tail-
pipe
Loc.
Tail-
pipe
Cond.
2
_n
•
Intru-
sion Pts
A IB 1C
2
n
2 4
0
1
1
2
0
7
2
1 7
2
0
2
1 2 7
0
3 *•
2
2
0
1
0
0
7
1 5 '4
1 5 7
/
3
D
2 /
Stain
Tube CO
F U
11
?4
31
18
26
19
7
22
25
23
2§
26
37
20
17
39
20
iq
l!>
10
31
14
19
11
17
39
33
Stain
Tube
Date
Mn hay
4 ifi
4 23
4 1?
4 23
4 18
4 24
k 17
4 23
5 18
4 26
Mfi
4 18
4 18
4 23
4 26
4 16
4 24
ft ?6
4 16
4 26
4 23
4 16
5 18
4 lb
4 26
4 16
4 27
Ave . Amb
CO(ppm)
on Stain
Tube Oatt
5
2
5
2
1
3
2
2
4
2
2
1
1
2
2
2
3
2
2
3
2
2
4
2
2
2
2
Personal
Sampler
CO(ppm)
15-3
30.5
11,1
'ersonal
Sampler
Dat.p
Mo |0ay
4 30
!> 3
S 2
Ave Amb.
CO(ppm)
on Pers .
Samp Date
2.0
1.0
3.6
Continuous CO
Analyzer (ppm)
Interior
Ave
loc
9.
2
eak
loc.
35
>50
Exterior
Ave . 1 Loc
17.6
Peak I Loc
>100
>100
Type
of
Route
VI
o
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
T-1-A
CITY:
TYPE OF VEHICLE : TAXI
Veh.
1.0. No.
616
617
620
62k
625
J&26_
6?8
629
631
6^
634
637
639
640
641
643
645
647
648
64q
650
651
f,^
f#\
655
656
657
65 8_
660
661
ake of
ehicle
No, of
Passen-
gers
[
Year
74
p dati
_J4
•
78
Q_ dat;
—Z1*
•
Mileage
in
OOOs
320
318
328
328
282
330
2q3
3qo
^43
31'
313
™q
319
300
i 3oq
2q8
239
313
282
'™6
52
i 28
276
311
120
274
305
293
303
279
ileage
ince
»S
7.7
3.5
6.9
5.9
0,4
8.6
9.1
2.3
0
n.q
1.9
0.2
n 3
0
9.7
9.5
3-3
8,2
1.2
iin.T
9.8
0.9
0.3
5.6
10.2
8.8
8.9
10.0
1.2
10.0
Tail-
>ipe
.oc.
Tail-
pipe
:ond.
0
i
r
7
0
0
2
o
Intru-
sion Pts
A IB Ic
0
2 7
0
7
1 '2 7
1
1 2 5
3
2 7
1 9 7
1 5 7
1 5 1
5
1 2 5
1 2
1 5 7
1 2 /
2
2 q
1 5 7
5
1 2 7
2
5 7
1 2
•? /
7
1
2 7
2 /
Stain
Tube CO
F |R
26
26
24
7
24
24
22
26
2fia
76
31
18
3q
21
21
20
10
?5
15
?8
31
11
18
1/b
17
22
28
Stain
Tube
Date
Mn hay
4 26
4 16
5 18
4 26
4 16
4 ?6
4 26
4 16
4 16
4 1R
4 16
5 18
4 23
4 ?4
4 26
4 24
4 16
4 73
4 I/
4 ?4
5 18
4 18
4 21
4 2b
4 26
4 71
4 |b
Ave . Amb
CO (ppm)
on Stain
Tube Date
2
3
4
2
3
7
2
3
'
1
2
4
2
3
2
3
2
?
2
-_.i.
4
1
2
4
2
7
3
Personal
Sampler
CO(ppm)
5.2
48.0
7.3
ll.flc
ft.q
13-4
Persona
Sampler
Datp
Mo | Day
5 3
t- 3
5 3
.5 ?.
5 3
!> *
Ave Amb
CO(ppm)
on Pers
Samp Dat
1 .0
1.0
3.7
3.1
VI
2.3
Continuous CO Analyzer (ppm)
Inter
Avel Loc
or
Peak! Loc
5xterior
Loc
PeaklLo
Type
of
Route
a Second reading of 11ppm on 4/17; Ambient CO = 3ppm
b Second reading of 23ppm on 4/26
c Personal sampler unit may have been defective
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
T-1-A
CITY:
TYPE OF VEHICLE : TAXI
Veh.
1.0. No.
662
663
664
666
667
668
669
671
672
671
674
675
677
679
683
684
685
686
687
688
690
691
692
691
694
696
699
701 b
702
703
Make of
Vehicle
No. of
Passen-
gers
Year
74
7
8
7*»
•
Mileage
IN
1000s
290
108
322
343
274
298
267
302
151
111
281
102
108
357
306
107
300
334
328
294
297
41
291
284
318
281
288
323
190
300
Mileage
Since
Tune-Up
1000s
0.8
2.8
5.8
7,6
S.2
0.7
9.5
0
0.5a
1 .7
4.1
7.0
11.0
1.8
0.5
7.2
5.2
2.4
1,6
0.2
7.1
3,7a
6.0
4.0
1.9
8.4
5.3
4.6
8.0d
Tail-
pipe
Loc.
Tail-
Pipe
Cond.
0
•
Intru-
sion Pts
A i
3
D
2
3
r
7
7
5
I
I
r
. 7
2 4
2
7
c;
i
5 8
5
7
5
i 7
7
7
2 7
2
7
' 7
2 7
2
D
"5 7
2 7
5
2
9
5
^ /
Stain
Tube CO
F IP
27
28
27
28
27
25
22
11
20
24
20
32
20
21
47
26
21
25
20
28
17
20
11
16
13
25
Stain
Tube
Date
Mn Iruy
4 17
4 23
4 26
4 16
4 16
4 17
4 16
4 2A
U 2A
4 23
4 18
54f O
1 O
4 23
4 16
4 16
4 23
4 18
2 26
4 16
4 26
4 27
4 16
4 26
4 16
4 24
Ave. Amb
CO(ppm)
on Stain
Tube Oat
2
2
1
3
2
4
1
2
2
2
1
4
2
3
2
2
1
2
2
2
2
2
2
1
3
Personal
Sampler
CO(ppm)
c; -i
11.9
ft 2C
34.6
3,8C
Personal
Sampler
Mo \Day
5 3
4 10
5 2
5 3
5 1
Ave Amb.
CO(ppm)
on Pers.
Samp Date
1.0
2.0
1.5
1.0
2.3
Continuous CO Analyzer (ppm)
Interior
Ave| Loc
Peak I Loc
31
'50
Exterior
Ave.l Loc
Peakl Loc
50
>50
Type
of
Route
vn
a Mileage since overhaul
b This cab had a cracked windshield
c Personal sampler unit may have been defective.
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
T-1-A
CITY:
TYPE OF VEHICLE : TAXI
Veh.
I.D. No,
704
705
706
707
708
709
710
713
714
715
716
718
719
723
726
727
728
730
731
732
733
7^4
735
736
739
740
741
742
743
745
ke of
hide
No. of
"assen-
gers
Year
74
74
78
7
78
74
•
ileage
in
OOOs
282
316
64
283
307
296
309
117
289
326
295
318
311
293
316
323
295
298
309
70
299
312
285
296
314
297
303
310
286
ileage
ince
9.8
9.7
8,5
6.0
6,8
1.4
0.8
0.7
8.7
0
8.3
1.1
6.4
00.5
0
4.3
13.6
1.5
9.2
11.4
4.3
b./
3-3
0
3.2
3.0
0.5
9.3
1.6
ail-
)ipe
.oc.
1
ail-
lipe
:ond
0
*
2
0
Intru-
sion Pts
A
2
1
0
_L
R
7
7
5
r,
7
7
1
1
1
_L
7
7
2
7
7
/
1 5 7
1
5
7
0
1 7
7
1
2
/
1
7
1 5 7
1
1
S
^
— L
I
1 2
I !> /
1
|?
/
1 7
1 7
1
J
2 /
8
I !> /
1 5 7
2 /
Stain
Tube CO
F
R
28
19
17
22
3?
24
13
35
17
29
2
30
22
27
20
30
24
26
28
4
2
TB
Stain
Tube
Date
Mn Ly
4 16
4 24
4 27
4 26
4 23
4 16
4 16
4 23
4 26
4 24
4 23
4 24
4 16
4 24
4 27
4 24
1 1 "•""{
4 24
4 I/
4 24
4 16
4 26
4 2}
Ave . Anib
CO(ppm)
on Stain
Tube Date
3
3
2
2
2
3
T.
2
2
3
2
3
2
1
2
3
3
3
3
3
2
2
Personal
Sampler
CO(ppm)
6.R
8.2
6.3
0.6
Personal
Sampler
Datp
Mo JDay
5 1
b 3
5 2
4 30
Ave Amb.
CO(ppm)
on Pers .
Samp Dat
1.0
2.3
2.0
Continuous CO Analyzer (ppm)
Interior
Ave
Loc
Peak! Loc
Exterior
Ave . I Loc
Peak! Loc
Type
of
Route
This value questionable
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
T-1-A
CITY:
TYPE OF VEHICLE
TAXI
Veh.
l.D. No.
7kb
748
749
750
751
752
753
756
757
758
759
760
761
7^2
763
Z71
801
802
808
810
§11
818
825
848
850
877
880
882
888
890
Make of
Vehicle
No. of
Passen-
gers
Year
74
78
i
79
78
78
Mileage
in
1000s
264
300
37a
330
791
290
1?a
329
309
333
341
249
307
311
27a
47
83
74
55
19
58
86
83
47
67
94
48
9
95
45
Mileage
Since
«
8.6
3,6
11.0
9.4
ft n
5.0
1 .0
o.q
0
?
2.7
3.8
4.2
2.8
4.5
7.5
9.1
5.9
3.3
4,8
5.5
?
5.6
1.5
0.6
8.6
0
8.8
0.7
8.9
Tail-
pipe
Loc.
1
Tail-
pipe
Cond.
0
1
4
0
6
0
2
0
0
Intru-
sion Pts
A IB Ic
\l
1 2 7
i 5 7
1 2 7
1 5 7
7
D
1 2
7
2 7
1
D 3
n
1 2 7
7
1
0
1 2
D
3
T
D 2
7
2 7
) 2
1 2
5
1
1
i
Stain
Tube CO
F In
21
26
35
23
29
25
?4
31
18
21
26
iq
13
26
30
27
31
19
15
15
18^
?6b
17
27C
11
27
15d
lie
3Q
2V
Stain
Tube
Date
Mn ruy
4 26
k 27
4 23
5 18
4 23
k 9?
4 16
4 1&
4 ?7
5 18
4 17
k 9A
4 17
4 26
4 16
4 26
4 16
4 23
4 16
4 16
4 ?4
4 17
5 18
4 17
4 17
4 16
k ifi
4 16
5 18
4 16
Ave. Amb
CO(ppm)
on Stain
TubeOaU
2
?
2
4
2
2
3
1
2
4
3
?
- 2
2
2
2
3
2
2
3
1
3
4
3
2
3
3
2
4
2
'ersonal
Sampler
CO(ppm)
8 8
8.?
5.Q
Personal
Sampler
Dflf p
Mo (Day
5 1
5 2
It 70
Ave Amb.
CO(ppm)
on Pers.
Samp Date
2.3
2.3
2T2
Continuous CO
Analyzer
Interior
Ave| Loc
Peak
Loc
(ppm)
Exterior
Ave.
Loc
Peak I Loc
Type
of
Route
vn
.e-
a Mileage since overhaul
b Second measurement: 6ppm on 4-24-79;
c Second measurement: 22ppm on 4-23~79;
Amb Co = 3ppm
Amb Co = 2ppm
d Second measurement: 22ppm on 4-23~79; Amb Co = 2ppm
e Second measurement: 6ppm on 4-23~79; Amb Co = 2ppm
f Second measurement: 22ppm on 4-24-79; Amb Co = 4ppm
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET:
T-1-A
CITY:
TYPE OF VEHICLE
TAXI
ileage
leage
nee
une-Up
ail-
ipe
oc.
ail-
ipe
ond.
Intru-
sion Pts
tain
ube CO
F IR
Stain
Tube
Date
Ave. Amb
CO(ppm)
on Stain
Tube Date
Personal
Sampler
CO(ppm)
Personal
Sampler
Datc
Mo [Day
Ave Amb.
CO(ppm)
on Pers.
Samp Date
Continuous CO Analyzer (ppm)
Interior
AvelLoc PeakUoc
Exterior
Ave.1loc Peaklloc
Type
of
Route
10.1
1
0
A_LZ
k 16
i-LZ
n.6
6.8
30
2.0
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
P-1-A through D
CITY:
TYPE OF VEHICLE : POLICE
Veh.
I.D. No.
374
374
384
385
389
389
409
412
416
421
448
455
456
456
479
479
486
486
490
497
497
500
500
486
504
513
514
521
522
Make of
Vehicle
2
2
6
2
3
3
6
6
3
6
2
5
3
3
2
2
3
3
6
3
3
3
3
3
6
3
^
3
3
No. of
Passen-
gers
Year
78
78
77
78
78
78
78
77
78
77
78
78
78
78
78
78
78
78
77
2 ,
a
78
7
8
78
78
78
•
»
Mileage Mileage
| n I Since
1000s ntJSo's
24 9.7
24 1 9.7
76 (10.0
16 |10.0
17 110.0
17 110.0
69 10.0
71 lio. 4
25 llO. 2
78 10.2
19 |10.0
31 (10.1
34 llO.O
34 J10.0
16 J10.0
16 ho.o
31 110.0
31 10.0
73 |10.3
24 10.1
24 110.1
28 ho.o
28 ho.o
31 ho.O
35 (10.0
69 ho.O
10 ho.o
23 J9.9
23 |9.9
77 hq q
Tail-
pipe
Loc.
2
2
4
2
<
Tai
Pip
Cor
1-
e
d.
0
0
Intru-
sion Pts
•> In
n
r
Stain
Tube CO
F IR
22
4 7
17
17
17
22
17 17
7 h
17 4
7 7
7
7 7
22
17
7
28 28
4
17
4 4
7
4
22 36
7
17
4 4
17 72
22 22
17
>2
Stain
Tube
Date
4 30
6 19
5 7
4 30
5 3
6 14
5 2
6 20
6 19
6 20
6 14
5 3
6 14
5 3
6 11
6 11
6 22
6 11
n 19
5 1
6 14
6 22
5 13
5. 3
6 20
4 30
6 ?.1
6 ?1
5 3
Ave . Amb
CO(ppm)
on Stain
Tube Date
3
2
6
3
2
5
2
2
2
5
2
5
2
_2
2
j;
2
4
5
3
2
2
3
2
2
2
Personal
Sampler
CO(ppm)
16.9
7.8
19.8
6.0
Personal
Sampler
Date
Mo (Day
6 14
6 14
6 14
6 13
Ave Amb.
CO(ppm)
on Pers .
Samp Date
4.5
4.5
4.4
3.6
Continuous CO Analyzer (ppm)
Interior
Avel Loc
15
Peak
Loc
>50b
Exterior
Ave. 1 Loc
Peak
Loc
Type
of
Route
(5/22}
\J1
a Testing
b Vehicle
Gasohol
testing gasohol
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET: P-1-A through D
CITY:
TYPE OF VEHICLE
POLICE
Continuous CO Analyzer (ppm]
Ave. Arab
CO(ppm)
on Stain
Tube Date
Ave Amb.
CO(ppm)
on Pers.
Samp Pat
a Headaches reported by driver
b Ambulance driver smells fumes
Only one continuous analyzer channel operating
Readings switched to and from interior/exterior
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET: P-1-A through D
CITY:
TYPE OF VEHICLE : POLICE
Veh.
I.D. No.
82
82
115
118
118
134
138
140
141
161
167
210
216
216
218
223
223
227
233
235
237
248
301
354
354
358
358
365
367
367
Make of
Vehicle
5
5
3
5
5
2
5
5
9
5
6
2
3
3
3
1
1
3
5
5
6
2
3
3
3
2
2
6
6
6
No. of
Passen-
gers
Year
78
,
79
78
78
11
78
75
75
78
78
78
77
78
i
r
77
78
78
Mileage
in
OOOs
32
32
28
53
53
22
f\
8?
33
72
125
26
26
34
52
52
31
56
39
72
18
35
38
3*
19
19.
56
57
5.7
Mileage
Since
10.0
10.2
10.2
10.0
3.8
10.0
9.0
9,1
9.0
10.0
10.0
10.1
10.0
10.0
10.1
10.0
10.0
10.2
10.0
9,6
10.0
10.0
10.1
10,1
10.0
Tail-
pipe
Loc.
4
4
2
4
4
2
4
4
2
4
2
2
2
2
2
1
1
2
4
4
2
Tail-
pipe
Cond.
0
Intru-
sion Pts
ft
B
0
,
r,
0
'
Stain
Tube CO
F
7
7
7
R
7
4
7
17
17
J>
4
22
4
17
17
4
17
7
7
0
17
17
7
17
7
17
7
7
7
17
56
22
7
28
4
10
12
17
Stain
Tube
Date
Mn Flay
5 2
5 2
6 19
5 1
6 14
4 30
4 30
6 19
4 30
5 3
6 20
4 30
5 3
6 14
5 1
4 30
5 1
5 1
6 12
5 1
5 1
4 30
6 22
5 1
6 12
5 30
6 11
5 1
6 21
•> 2
Ave. Amb
CO(ppm)
on Stain
Tube Date
6
6
2
2
5
3
3
2
3
2
2
3
2
5
4
3
4
4
2
4
4
5
4
2
6
2
4
2
6
Personal
Sampler
CO(ppm)
2.6
21.4
121.8
38,8
Personal
Sampler
Datp
Mo | Day
6 11
6 14
6 12
6 11
Ave Amb.
CO(ppm)
on Pers.
Samp Dati
1.2
4.5
5
3-3
Continuous CO Analyzer (ppm)
Interior
Ave I Loc
8
Peak! Loc
>50
Exterior
Ave . I Loc
8
PeakUoc
>100
Type
of
Route
5/29
\n
CO
a Stationed downtown to clock emissions
-------
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
FLEET: P-1-A through D
CITY:
TYPE OF VEHICLE : POLICE
Veh.
I.D. No.
1 14
217
152
247
247
334
310
25*1
458
231
307
213
406
447
65
442
I
ke of
hide
No. of
Passen-
gers
NOT 1
i
/ear
SPECT
^••^•^^•^•M
ileage
•
i
•^V^MV^M^^^VI
ileage
ince
une-Up
•
m**m^m^^^^^
ail-
ipe
oc.
f
••^^^•••••••••^i^
ail
ipt
om
-
>
1.
1
.... j
'
•••••••••••••I^M^^
Intru-
sion Pts
«Ur
r
^^•^•••••^^AH
Stain
Tube CO
F IR
4
17
22
17
17
17
22
17
7
17
17
7
17
7
4
^HMMK—HM^H^B
Stain
Tube
Date
Mn Ilay
6 11
6 11
6 n
6 n
-J&-JLJJ
6 11
6 n
6 12
6 12
6 12
6 12
6 19
6 12
6 12
6 12
^V^^B^W^B
Ave . Amb
CO(ppm)
on Stain
TubeOatE
2
2
2
2
2
2
2
2
2
2
2
7
2
2
2
•^••••'^^^•^•••v
Personal
Sampler
CO(ppm)
q.q
0.8
29. q
ifl.s
13.1
4.4
18.4
q.q
•V^WB^^^M^^^
Personal
Sampler
Oatp
Mo |Day
f. 11
6 n
6 11
6 11
6 12
6 12
6 1?
6 12
"••••••••••Wi^^^^
Ave Amb.
CO(ppm)
on Pers.
Samp Date
0.2
*.6
1.6
2.1
4.8
2.9
0.2
0-7
••••MffW^fcVVMA
Continuous CO Analyzer (ppm)
Interior
Ave| Loc
•^^HWHMM^
Peak I Loc
"^~*™^"~m^
Exterior
Ave. I Loc
•—•••••• i mm
Peak! Loc
^^^^••••••(•••••^H
Type
of
Route
VJl
-------
FLEET:
SUMMARY OF DATA FROM VEHICLE INSPECTIONS AND STAIN TUBE,
PERSONAL SAMPLER, AND CONTINUOUS ANALYZER CO MEASUREMENTS
P-2-A & B
CITY:
TYPE OF VEHICLE : POLICE
Veh.
1.0. No.
266
469
408
28
12
122
332
182
331
308
332
140
326
308
Make of
Vehicle
1
1
1
1
1
1
1
1
1
No. of
Passen-
gers
Year
78
78
77
75
76
76
77
77
77
78
77
76
76
78
Mileage
i n
1000s
12
6,6
46.7
99.4
72
52
25
79
6.8
55.5
60.9
91.0
6,8
Mi leage
Since
Ws
12
6,6
7.8
10
1.0
10.0
11.0
10
10
6.8
10.0
7.0
9.0
6.8
Tan-
pipe
Loc.
2
2
2
2
1
1
1
Tail-
pipe
Cond.
0
0
0
0
0
0
0
0
0
0
0
0
0
o
Intru-
sion Pts
ft
o
o
0
0
0
0
nlr
0
0
0
0
0
0
0
o
Stain
Tube CO
F
I
R
b
P
o
LU
1
CO
2
_J
^
D
Stain
Tube
Date
Mn hay
4 1?
4 12
4 12
4 19
4 M
4 n
4 n
Ave. Amb
CO(ppm)
on Stain
Tube Date
1.0
1.0
1 .0
1 .0
1 .0
1 .0
Personal
Sampler
CO(ppm)
Personal
Sampler
Dat-p
Mo | Day
Ave Amb.
CO(ppm)
on Pers.
Samp Dati
Continuous CO Analyzer (ppm)
Interior
Ave
5
7
3
lor.
5
m
12
2
11
8
Peak! Loc
15
17
7
25
10
>50
17
>50
>50
Exterior
Ave. 1 Loc
5
7
R
1
8
1
3
5
Peak
25
Loc
46
>c;n
>50
30
^50
>50
Type
of
Route
4/12
4/12
4/12
5/15
5/15
5/16
5/17
5/18
5/17
ON
O
>"
o
------- |