DOCUMENT RESUME 88 SE 018 236 - ERIC · DOCUMENT RESUME ED 098 071 88 SE 018 236 TITLE Air...

DOCUMENT RESUME

ED 098 071 88 SE 018 236

TITLE Air Pollution. Environmental Ecological EducationProject.

INSTITUTION Missouri State Dept. of Education, Jefferson City.;Parkway School District, Chesterfield, Mo.

SPONS AGENCY Bureau of Elementary and Secondary Education(DHEW/OE), Washington, D.C.

PUB DATE [73]NOTE 216p.

EDRS PRICE MF-$0.75 HC-$10.20 PLUS POSTAGEDESCRIPTORS *Air Pollution Control; Conservation Education;

*Curriculum Guides; *Environmental Education;Instructional Materials; *Interdisciplinary Approach;Learning Activities; Pollution; *Secondary SchoolScience; Teaching Guides; Units of Study (SubjectFields)

IDENTIFIERS Elementary Secondary Education Act Title III; ESEATitle III

ABSTRACTThis unit, designed for senior high school students,

focuses on air pollution by examining its effect on man, plants andanimals, the causes of air pollution, and possible solutions to theair pollution problems. It approaches each of these topics throughboth natural science and social science perspectives. The unit isdivided into seven separate packets each containing a list of themajor concepts to be studied, behavioral objectives, and the expectedstudent criteria for evaluation, pretests and posttests, teacherbackground information, a suggested instructional sequence and astudent booklet consisting of suggested activities and instructions,selected readings and data sheets. Each packet is complete withinitself and could be utilized without any of the others. Abibliography of additional appropriate readings is attached. (MLB)

DE PAW' YE 11 :`FClIll ar,o..4. &L. 1:;4k

haT IONA, t%,,,T.T1,tt :$WO.

ENVIRONMENTAL ECOLOGICAL EDUCATION PROJECT

Parkway School DistrictChesterfield, Missouri

DR. WAYNE FICK, SuperintendentVERLIN M. ABBOTT, Project Director

UNIT: AIR POLLUTION The work presented or reportedherein was performed pursuantto a Title III ESEA Grantadministered by the MissouriState Department of Education.

is

t

TABLE OF CONTENTS

TITLE PAGE.Teacher Settinls 1

Packet OneConcepts and Behavioral Objectives 2

Pre -Post. Test 3

Answer Sheet 6Teacher Background 9Instructional Sequence 10Student Packet One

Packet TwoConcepts and Behavioral Objectives 16Pre-Post Test 17Answer Sheet 18Teacher Background 20Instructional Sequence 21Student Packet Two

Packet ThreeConcepts and Behavioral Objectives 26Pre-Post Test 27Answer Sheet 29Teacher Background 31Instructional Sequence 34Student Packet Three

Packet FourConcepts and Behavioral Objectives 38Pre-Post Test 39Answer Sheet 41Teacher Background 43Instructional Sequence 45Student Packet Four

Packet FiveConcepts and Behavioral Objectives 48Pre-Post Test 49Answer Sheet 51Teacher Background 53Instructional Sequence 56Student Packet Five

Packet SixConcepts and Behavioral Objectives 59Pre-Post Test 61Answer Sheet 64Teacher Background 67Instructional Sequence 71Student Packet Six

Packet SevenConcepts and Behavioral Objectives 73Pre-Post Test 74Answer Sheet 76Teacher Background 78Instructional Sequence 79Student Packet Seven

Toacher Bibliography 81

SETTING

Dr. Paul Erhlich, of Population Bomb fame, states thathumanity has an inalienable right to breathe clean air. Cleanair is a basic need for man and the life that surrounds man.Much has berm spoken and written about man's desire for cleanair.

The broad topic of air pollution has been divided intothree sections. In the first section the student will studythe problem air pollution presents for man, plants and animals.Seconaly, the student will study the causes of air pollution.Finally, possible solutions to the problem will be discussed.

Two disciplines, science and social science, will be usedin studying the air pollution problem.. 'Using both of these disciplines,this unit of study will attempt to give an integrated perspectiveto the air pollution problem."

CONCEPTS: PACKET 1

I. Air pollution has resulted trom tecnnological and socialneeds.

II. Air pollution economically harmful to man with regardto higher medical costs, increased maintenance costs andreduction of c.:op yields.

III. There is a positive correlation between air pollution andoccurances of emphysema, bronchitis and lung cancer.

IV. Particulate matter can be transferred from the air to thesoil and water.

V. Air pollution detracts from the appearance of the community.

BEHAVIORAL OBJECTIVES: PACKET 1

I. Upon completion of this packet the studc!- will, in aparagraph of two hundred words or less, ascribe three waysthat technological and social needs cause air pollution.

II. Given a list of seven items describing the economic resultsof air pollution the student will match each item with either highermedical costs, increased maintenance costs or reduced crop yields.

III. After studying a series of graphs that shows air pollutionlevels and cases of emphysema, bronchitis and lung cancerthe student will write two one sentence interpretations ofnot more than twenty words each that shows the possiblecorrelation between air pollution and these diseases.

IV. In two sentences of not more than twenty words each thestudent will state two effects of air pollution on lung tissue.

V. Given a diagram which shows how particulates are transferredfrom air to the soil and water the student will list oneway that particulates are transferred from the air to thesoil and one way that particulates are transferred fromair to water.

VI. The student will list five ways that air pollution detractsfrom the appearance of the community.

At this time administer the pre-test.

BehavioralObjectiveNumber

1

2

PRE-POST TESTPACKET 1

1. In a paragraph of 200 words or less describethree ways that technological and social needscause air pollution.

2. In the column on the right is a list of itemscaused by air pollution that you are to matchwith the correct category on the left.

a. Higher Medical Costs

b. Increased MaintenanceCosts

c. Reduction In CropYields

3

A. Corn yieldsalong majorhighways arelower than cornyields moreremoved fromtraffic

B. increase inrespiratorydisease

Cs. rotted clothing orupholstery

,D. chipped and peeledpaint from metaland non metalsurfaces

E. replacement ofmasonry

F. higher food bills

G. Fruit falls fromplants before itis ripe

3

[1.-E'r CT.*? r.:Atirisu

3. Study the following graphs and then write twoone sentence interpretations of not imore than20 words each of the graphs that support a pos-sible correlation between air pollution andemphysema, bronchitis and lung cancer.

1950 1960 1970 1980 1990 2000

* prediction based oncurrent trends

1.

2.

*

1950 1960 1970 1980 1990 2000

* ----- prediction based oncurrent trends

4 4. In two sentences of not more than 20 words eachstate two effects of air pollution on lung tissue.

1.

2.

4

5

triusk% ,als.,p44 .,cukaire

BEST CU.;r..t

7

5. Study the diagram shown below and then list oneway that particulates are transferred to the soiland one way that particulates are transferredto water.

A f q ; .1/ I

I le I

JV0

V .1

eR4i(Jo.11 t(aosnc-ei'sc>ctic%Aka.kes

ck; /ec4-ly 40 lake

Keo%;/ e \CjeS

4.r.%'% .1,

des

t4,

pevt c u lo:r esIckod ON\ SO 1

cl,,-c;61\ Ink° take

1.

2.

6 6. List five ways air pollution de4-.racts from theappearance of the community.

1.

2.

3.

4.

5.

5

PRE-POST TEST ANSWER KEYPACKET 1


1 1. In a paragraph of 200 words or less describethree ways that technological and social needscause air pollution.Man's needs and wants are responsib.Le for air pol-lution, 1) Man must have transportation andautomobiles, buses, trains and aircraft cause pol-lution. 2) Man must be warm in winter and cool insummer and systems powered by electricity requirecoal tb be burned for electrical generation and,therefore, air pollution results. 3) The need orwant for extra electrical appliances such as trashcompactors hot combs, electric toothbrushes andblenders cause pollution to increase for the samereason stated in #2.

2 2. In the column on the right is a list of itemscaused by air pollution that you are to matchwith the correct category on the left.

a. Higher Medical Costs B

b. Increased MaintenanceCosts CDE

c. Reduction in CropYields AFG

6

A. Corn yieldsalong majorhighways arelower than cornyields moreremoved fromtraffic

B. increase inrespiratorydisease

C. rotted clothing orupholstery

D. chipped and peeledpaint from metaland non metalsurfaces

E. replacement ofmasonry

F. higher food bills

G. fruit falls fromplants before itis ripe

3

a.ArAT

ST

3. Study the following graphs and then write twoone sentence interpretations of not more than20 words each of the graphs that support a pos-sible correlation between air pollution andemphysema, bronchitis and lung cancer.

41...

1050 1960 197n ingn 1990 2000

.00

nrooiotifIn bmsod nntroildn

-r_--

19 50 1961) 197(1 .19110 1990 2090

* ----= prvOictinn based oncurrent trends

1. Between 1950 and 1970 the rate of increase in airpollutior is nearly the same as the rate of increasein respiratory disease.

2. Between 1980 and 2000 the predictions indicate acontinual increase in respiratory disease along withsteady increases in air pollution.

4 4. In two sentences of not more than 20 words eachstate two effects of air pollution on lung tissue.

i. Air pollution paralyzes and destroys the cilia thatline the windpipe.

2. Air pollution sears lungs tissue

3. Air pollution reduces elasticity of lung tissue

4. Air pollution indirectly causes lungs to hold mucusand water which prevents an adquate exchange ofcarbon monoxide an oxygen.

7

5

ct 1 4/-v.() :I

BEST CT"

5. Study the diagram shown below and then list oneway that particulates are transferred to the soiland one way that particulates are transferredto water.

ea,. le% 1 e

I

, Cutali.

/

, diIC. ...3

sttt

-4/ /

_I-r; -1 I ln"i %v4 ,4

.50 V1..;(1, *11 t e.lorA-ci* s

Pas t c 10.4c(i eec4-ly 4.0

6

tagig0I..

c,ae_1. Heavy industrial particulates fall out on soil

soon after leaving stark.2. Particles and dust caused by automobiles, trucks,

etc., settle on soil.3. Less heavy particles may be washed out of the air

to the soil by storms.4. Less heavy particulates may be washed out of the air

by storms and deposited directly into a body of wateror particulates washed out of the air may drain intoa body of water after hitting the soil.

5. Heavy particulates may be directly deposited inbodies of water.

6. List five ways air pollution detracts from theappearance of the community.1. Black soot on buildings2. Chemical corossion of statues and tombstones3. Dust on buildings and vegetation4. Peeled pain on buildings5. Acid corossion of car finish6. Discoloration and/or death of plants

8

BACKGROUND INFORMATIONPACKET 1

The activities in this packet show how air pollutionproblems are related, directly and indirectly, to man. Theimpact of air pollution on man is seen in a greater incidenceof respiratory disease, increased maintenance cost for equipment,clothing and homes, and reduction in crop yields which causehigher food prices.

There is no direct link between polluted air and respiratorydisease but statistics do indicate a relationship. Air pollutionworks insidiously on the respiratory tract by stripping the smallhair-like projections (called cilia) from the windpipe. Thedestruction of this natural filter permits airborne particulatesto penetrate deep into the air passages of the lung. Particulatesoften carry sulfur dioxide and other chemicals that, scientistsbelieve, change the defense mechanisms of lung tissue. Oncethese natural defenses are lowered the respiratory tract becomesvulnerable to disease organisms and chemical agents that attackthe lung tissue.

The exact relationship between air pollution and lung canceris not known but current thought suggests that the relationshipbegins with a breakdown in natural defense mechanisms whichmakes it easier for cancer causing agents to invade the body.

Carbon monoxide is another air pollutant that affects manthrough the respiratory system. Carbon monoxide affects theentire body because it reduces the ability of the red blood cellsto carry oxygen. Carbon monoxide and oxygen have a great af-finity for the hemoglobin found in and on red blood cells.The problem is that when carbon monoxide combines with hemoglobinit clings to it with great force. Therefore, the red bloodcells have little room to carry oxygen and without oxygen thebody cells cannot release energy and death may result.

Air pollution costs every family about $300.00 a year.Two thirds of this amount is related to health problems andcosts to residential property. The remaining third is spenton costs of repair and replacement or cleaning of clothing andupholstery. A small amount is attributed to costs for damagedvegetation.

The activities in this packet are arranged so that studentsmay progress at their own rate or all together under greaterguidance from the instructor. It is important to decide whichactivities can be managed in your particular teaching situationand then make sure that these materials are available for studentuse.

9

INSTRUCTIONAL SEQUENCEPACKET 1

Before starting this unit on air pollution, you shouldgive two groups of students the questionaire (Data Sheet 1).

BehavioralObjectiveNumber Concept I and II Required Activities:

1&2 A. The readings in the Air Pollution Primer andand Progress and the Environment help to developethe overall nature of the air pollution problem.Behavioral Objective 1 demands that studentsrelate man's social and technological needs toair pollution. The relationship may not beclear to them so the instructor should readthe readings himself in order to develop therelationships later in the class discussiondesigned to knit the behavioral objectivestogether. The paragraph they are supposed towrite may be handed in, checked for thoroughness,unchecked, ets., depending the emphasis youchoose to place on the activity. Itis important that they do this preliminaryreading to help set the stage for the otheractivities including class discussion.

3 Concept III Required Activities:

A. The graphs showing the comparison of emphysemain St. Louis and Winnipeg suggests the followinginterpretations: (hopefully you and your studentswill find others)

1. The total incidence of mild, moderate andand severe emphysema for all age groupsis greater in St. Louis than Winnipeg.

2. In the 20-49 year old category thereare no moderate to severe cases of emphysemafound in Winnipeg while in St. Louis allthree levels are found.

3. The total incidence of emphysema seems toincrease with age.

4. Greater incidence of emphysema in St. Louisis probably related to the industrialnature of the city. (For your information:population of St. Louis 622,236; populationof Winnipeg, Canada 243,208)

10

Experimental data that shows exact relationshipsbetween air pollution and disease is very difficultto obtain. However, data such as that fromthe St. Louis, Winnipeg comparison are importantin making generalizations and outlining possibletrends. You should try to emphasize this asstudents become involved in the activity.

The "Air Pollution Kills" graph showing bronchitis,emphysema, lung cancer and other respiratory ailments(tuberculosis, pneumonia, pulmonary obstruction,etc.,) should be c,,mpared to the " AutomotiveAtmospheric Improvements" graph. The comparisonsuggests the following interpretations:

1. The increase in respiratory diseasebetween 19S0 and 1965 appears to bedirectly related to the increase inautomobile emissions.

2. The slowing in the rate of increase ofrespiratory disease appears to be relatedto the reduction of emissions (via theemission control devices).

These two graphs also raise some interestingquestions:

1. Will the incidence of respiratory diseasebegin to decrease with the reduction ofautomobile emissions?

2. The "Automotive" graph shows that emissionswill begin to increase again in the late1980's. This will happen because, accordingto present trends, Americans are expectedto buy more and more cars, therefore moreemissions because of the increase in thenumber of cars. How will this affect theincidence of respiratory disease later on?

3. Does this data suggest that alternate,more effecient means of transportationwill help to control deaths due to airpollution?

B. The article "I Am Joe's Lung "needs no specialtreatment. It is written in a style that explainsthe technical medical terms or reduces thetechnical term to a simple definition that moststudents can understand. You should encouragequestions based on the article during classdiscussion.

11

4 C. Phis is an optional activity. The filmstrip"Air Pollution and Lung Tissue" was orderedwithout preview so it is impossible to citeany details regarding its use. It will beavailable for loan from the Science Department,Parkway North Senior High School, you may orderit from:

Society for Visual Education, Inc.1345 Diversay ParkwayChicago, Illinois 60614

Order # 428-2, Air Pollution and LungTissue Sound filmstrip on the effectsof polluted air on mice are analyzedto find effects of atmospheric pollutionon humans. 53 frames, 121/2 minutes,cost: $7.00 for the filmstrip, $6.00for the casette tape.

5 Concept IV Required Activities:

5

A. The reading on pages 77-81 of the Air PollutionPrimer gives a good example of how an airbornepollutant (flourides) may move from air to soiland into living systems. Although the possibilityof Flourides contaminating drinking water isnot shown it is implied and should be broughtout in class discussion.

B. There are several optional activities thatstudents may want to do. These experiments areoutlined in the Eduquip Air Pollution StudyProgram Manual. A copy of this manual canbe found in the Science Department, ParkwayNorth Senior High School, 12860 Fee Fee Road,Creve Coeur, Mo. 63141. A copy of the manualand a catalogue of supplies and equipment maybe obtained by writing to:

Eduquip, Inc.1220 Adams StreetBoston, Mass. 02124

Eduquip equipment and supplies may also befound in the Central Scientific Supply Companycatalogue. A copy of this catalogue may beobtained by writing:

12

Cenco2600 Kostner AvenueChicago, Illinois

The experiments outlined in the student packet forConcept IV Activity B, really show how particulatematter is transferred throughout the environment.If you are not able to purchase the exactequipment it may be possible to constructalternate pieces of equipment using laboratoryglassware and tubing. Give those studentswith a scientific "bent" a chance to put someof these experiments together. Some of theequipment needed for experiments 1-5 are locatedin the science department, Parkway North SeniorHigh School.

6 Concept V Required Activities:

A. The purpose of this field trip is to helpstudents see actual examples of the effectsof particulates (and related pollutants) onthe appearance of the community. You willneed to provide each student with a copy ofthe data sheet. Here are some locations toconsider as you plan the trip.

1. East side of the Mississippi

a. Shell, Clark and Mobil refineries

b. Olin Company

c. Alton Box Board Company

All the above have very active smoke stacks.Evidence of particulate effects on the localcommunity would be black, soot material onvegetation as well as on any homes in theimmediate area.

2. West Side of the Mississippi

a. Meramec Power Plant(Union Electric)

b. Portage de Sioux Power Plant (UnionElectric)

c. National Lead(Titanium Plant), CarondeletFacility

d. Great Lakes Carbon

e. Monsanto

f. Cupples Plant (July, 1973...Litigation:People of Overland vs. Cupples, suitbrought for particulate discharge thatcaused eye irritatior and unsightlyappearance in the community)

All cf the above sites are known for blackparticulate discharge as well as obnoxiousodors. Evidence of particulate pollutiondetracting from the appearance of the communitywould be soot coatings on local residences andvegetation. It would be good to point out thatparticulate fallout may occur many miles from theactual source.

3. Sites that show effects of particulatedischarge:

a. Defense Mapping and Aerospace Centeris a good place to go to see thecorrossive effects of air pollution.Sulfur dioxide mist and particulates,thought to originate from National LeadCompany, are thought to be responsible.Mr. Mike Galloway, facilities Engineerfor the center is the person to contactregarding a field trip to this location.Telephone 268-4445. Address allinquiries to:

Mr. Mike Galloway, Facilities EngineerDefense Mapping Agency and Aerospace

CenterSecond and ArsenalSt. Louis, Missouri 63118

b. Mr. Jim Clark of the St. Louis CountyAir Pollution Control Commission willmeet student groups outside localcement plants and quarries to discusseffects of particulate fallout fromthese industries. Mr. Clark may beable to arrange for students to talkwith local residents to get theirfeelings on the particulate discharge.Contact Mr. Clark at 726-1100.

c. When cement dust mixes with water vapor(or water droplets on a surface) itforms a basic substance with a ph of 10or 11. The resulting product is causticand comparable to a weak solution ofDrano. The effects of this type ofparticulate pollution may be seen atBethlehem Cemetery Located on BellefontaineRoad just North of Missouri PortlandCement Co. The cemetery custodiancomplains that he cannot keep tombstonesclean. This is because the pollutantscause pits to develop in the stones andthe cement and water "slurry" coats thestones. A trip to Bellefontaine Cemetery

14

may be arranged by calling the cemeteryoffice.

4. Mr. Bill Haggar of St. Louis Air PollutionControl Commission can recommend sites inin St. Louis that can be visited to see theeffects of particulate pollution. Arrange-ments can also be made through him to visitMonitoring stations and laboratories.Telephone 453-3334

1-6 B. The class discussion should be held at the endof the packet when everyone has completed theactivities. If the students are moving at dif-ferent rates through the activities severalsmaller discussions will have to be held in lieuof one large group discussion. This is not tosay that discussions should not be held at othertimes. Small groups or even the large groupmay need to be brought together to clarify oremphasize various concepts encountered in theactivities. The purpose of the concluding classdiscussion is to help the students draw to-gether all the concepts studied into a whole.This discussion will help them to prepare forthe post-test as well. Particular attentionshould be given to the first concept during thediscussion. Most of the activities provideinferences about the relationship of airpollution and man's technological and socialneeds. The readings in Progress and theEnvironment should be reviewed during discussionquestions.

At this time administer the post-test.

BEST Cant," z. r


Parkway School DistrictChecterfield, Missouri

DR. WAYNE FICK, Superintendent

VERLIN M. ABBOTT, Project Director

Unit: Air Pollution: Packet I

BY:Robert GoodeWayne MosherTom Pollmann

The work presented orreported herein was pre-formed pursuant to aTitle III ESEA Grantadministered by theMissouri State Depart-ment of Education.

SETTING BEST rr.

Air pollution is a complicated problem that has createdunrest among people. Apathy is not the answer and merelycomplaining about pollution will not make the problemdisappear.

The purpose of the following packets will be to providesome experience with specific air pollution problems that affectplants and animals including man. Consideration will be givento the cost of pollution control and, more importantly, howmuch air pollution is costing each of us every day in termsof health, destruction of crops and maintenance of our homesand equipment. An understanding of the problem is the basisfor formulating possible solutions which will be consideredin later packets.

1

CONCEPTS: PACKET 1 2'';Ti"%

I. Air pollution has resulted trom tecnnological and socialneeds.

II. Air pollution is economical harmful to man with regardto higher medical costs, increased maintenance costs andreduction of crop yields.

III. There is a positive correlation between air pollution andoccurances of emphysema, bronchitis and lung cancer.

IV. P:irticulate matter can be transferred from the air to thesoil and water.

V. Air pollution detracts from the appearance of the community.

BEHAVIORAL OBJECTIVES: PACKET 1

I. Upon completion of this packet the student will, in aparagraph of two hundred words or less, describe three waysthat technological and social needs cause air pollution.

II. Given a list of seven items describing the economic resultsof air pollution match each item with either higher medicalcosts, increased maintenance costs or reduced crop yields.

III. After studying a series of graphs that show air pollutionlevels and cases of emphysema, bronchitis and lung cancer,the student will write two one sentence interpretations ofnot more than twenty words each that shows the possiblecorrelation between air pollution and these diseases.

IV. In two sentences of not more than twenty words each thestudent will state two effects of air pollution on lung tissue.

V. Given a diagram which shows how particulates are transferredfrom air to the soil and water the student will list oneway that particulates are transferred from the air to thesoil and one way that particulates are transferred fromair to water.

VI. The student will list five ways that air pollution detractsfrom the appearance of the community.

At this time take the pre-test.Obtain a copy from your teacher.

2


ACTrIITIESprCre (!".FMIP ittr.1/8 priy

..4.

Concepts I and II Required Activities:

1&2 A. The following readings will provide the back-ground you need for objectives 1 and 2.. Thesebooks may be obtained from your instructor.

Objective 1: Air Pollution Primer, NationalTuberculosis and RespiratoryDisease Association, page 7.

Progress And The Environment,by Shaver, Larkins and Anctil,Chapter 1.

Objective 2: Air Pollution Primer, pp. 84-87.

Progress And The Environmentpp. 69-72.

When you complete the readings write a paragraphsummary of the ways that man's technological andsocial needs cause pollution; and, describesome of the ways that air pollution results inhigher medical costs and reduced crop yields andincreased maintenance costs.

3 Concepts III Required Activities:

A. The following activity is related to objective 3.Study the following graphs on the following pageand answer the study 'questions that follow.

3

ST. LOUIS

NEGATIVE

20.49 YEARS

50.69 YEARS

MILD

EZ3

70 YEARS

AND ABOVE

nrpir rf'sr27,. fi-

WINNIPEG

MODERATE

tE21

SEVERE

1111

PREVALENCE OFEMPHYSEMA IN TWO CITIES

WITH CONTRASTINGLEVELS OF AIR POLLUTION

Prevalence of emphysema, as found in a 1960-66 post-mortem examination of

the lungs of 300 residents of heavily industrialized St. Louis, Missouri and an

equal number from relatively unpolluted Winnipeg, Canada. The subjects were

well matched by sex, occupation, socio-economic status, length of residence.

smoking habits, and age at death. The findings dead!, suggest a link between

air pollution and pulmonary emphysema.

These graphsgraphs were taken from the Air Pollution PrimasTuberculosis and Respiratory Disee Association.

er National

4

AUTOMOTIVE ATMOSPHERIC IMPROVEMENTSIN UNITED STATES

tWa

.4

ill

iOp

110

wl20 -

fI W.,%.0,14

.011 04610 110014

(04001 ?CILa.( LS

caaibuft aloasiope r'kr

.11.0 Nr 1.10' ISM

This graph was furnished byChrysler Corporation.

Study Question:

1.FeT

Air pollution killsDeath rates from diseases associ-ated with air are climbing.

'au."...."1114W6ks't.Deaths per100000

*lot :,Infulatio4

tit`a.at

This graph taken from NationalWildlife, 1971 EnvironmentalQuality Index.

1. Write two interpretations of the emphysemagraphs (St. Louis vs. Winnipeg, Canada) thatshow the possible relationship between airpollution and the prevalence of emphysema.

2. Using the "Air Pollution Kills" graph and the"Automotive Atmospheric Improvements In UnitedStates" graph, list two examples of thepossible relationship between automobileemissions and lung cancer, emphysema andbronchitis.

3. What might happen to the incidence of lungcancer and emphysema in the United States by1980? 1990?

5

BEST CC

B. The following article, I Am Joe's Lung, willprovide backgroung for objective 3. As youread make a list of ways that air pollutioncan effect lung tissue.

An inside glimpse of a vital and delicate organwhichdeserves a lot better care than it generally gets

you K\ow dozens 4,f pe,,p:elike Joe. He is 47, successful.happily married. Joe's heart

and stomach hale Amid,. told theirstories in this magazine. Now it'smy turn.

I am Joe's right lung. and I claimthe privilege of speaking since I amslightly larger than rn !. par:ner inthe left side of h:s chest. I have threelobes sections v. hile the leit h.i.only two. Joe would be surprw:d ifhe could see me. He thinks of me as2 kind of hollow, pink football blad

Set Am Ides lie.trt." Ti' r Rai : -esD:gest. Apnt '67. -I Am Ives Ston.h.h.-May '68

I Amdoe'sLungBy J. D. RA-rouFE

der hanging in his chest. I'm notmuch like that at all. I am not hol-lowif you cut through me, I

would look something like a rubberbath sponge. And I am not pink. Iwas when Joe was a baby. Now, aquarter of a millian cigarettes plushalf a billion breaths of dirty city airlater. I am an unattractive slate-graywith a mottling of black.

There are three separate, sealedcompartments in Joe's chest: one torme, one for the left lung, one for hisheart. I hang loosel in my compart-ment, filling it completely, andweigh a little over a pound.

I have no muscles and hence play

THE RE.1DER'S DIGEST

a p,s:..e role in breathing. There isa slight vacuum in my compart-ment so when Joe's chest expands,I expand. When Joe exhales, I col-lape. It is simply a recoil mecha-nical. Let Joe puncture his chc-. wallin an accident and my vacuum isbrtken. hang loo.ely, doing nowork. until healing takes place andthe xacuurn is re.eqablished.

Zke a doccr look at ins architec-ture. PIC'S tour-inchlong windpipedivides at its lower end into twomain bronchial tubesone for me,one for m partner. Then branchingh...gins in melike an upside-downtree. First the larger bronchi, thenthe bronchioles t/ioo of an inch indiameter. These arc simply air pas-sages. M real work is done in myalveoli g-ape -like bunches of mi-nute air sacs. I have some 250 mil-lion of these sacs. Flattened out,their tissue svould probably coverhall a tennis court.

Each al% eolus is covered with acob%vcb of capillaries. Blood ispumped b the heart into one end of

Ilcd cells pass throughsio,..e-t-!!e massage taking about acect.nd rero.!rkable thing!,11..cs i '.ice. Through the gossamerinrnbrarie of the capillary wall, thecelk diffuse their cargo of carbon

into my alveoli. At the sametime. the cells pick up oxygen goingthe other ss.:0. It's a kind of gaseousswap shopblue blood flowing in

rn.... Li i% ia, large!) intc r'. iewswith Dr, Ochnt r and 1 lid,t H. Hach.,f tnt 1k .1. .1 hrtc r Clinic in wOr!can

one end of the capillary, emergingrefreshed and cherry-red at the other.

Joe's more important body organsnotably the heartare under au-tomatic control. Most of the timethis is true of me, too, though I amunder voluntary control as well. Asa child, Joe had temper tantrumsand would sometimes hold hisbreath until he turned a faint blue.His mother worried unnecessarily.Long before he got into any realtrouble, automatic respiration wouldtake over. He would start breathingwhether he wanted to or not.

My automatic breathing con-trol is in the medulla oblongatathe bulge where the spinal cord tapsinto the brain. It's an amazinglysensitive chemical detector. Labor-ing muscles burn oxygen rapidlyand pour out waste carbon dioxide.As it accumulates, the blood be-comes slightly acid. The respiratorycontrol center detects this instantlyand orders me to work faster. Letthe levels rise high enoughaswhen Joe does heavy exerciseandit orders deeper breathing as wellone's "second wind."

Lying quietly in bed, Joe needsabout eight quarts of air a minute.Sitting up requires i6; walking, 24;running. 50. Since Joe is a deskworker, he has no large oxygen de-mands. Normally, he breathes abouti6 times a minutea pint of air eachtime. (This only partially inflatesme I can hold eight times as much.)Even so, not all of that one-pintbreath reaches me; one third of itshuffles aimlessly in and out of the

7

k

AU JOE'S 12ING

windpipe and other air passages.like my air just about as moist

and warm as that in a tropicalswamp. Producing this very specialair in the space of a few inches isquite a trick. The same tear glandsthat bathe Joe's eves, plus othermoisture-secreting glands in his noseand throat, produce as much as apint of fluid a day to humidify myair. Surface blood vessels along thesame routewide open on colddays, closed on warm daystakecare of the heating job.

There is an almost endless list ofthings that can cause me trouble.Each day, Joe breathes in a varietyof bacteria and siruces. sozvme inthe nose and throat, a powerful mi-crobe slaver, destroys most of these.And those that slip into my dark,warm, moist passagesa microbialhappy hunting groundI can usu-ally handle. Phagocytes patrol mypassages and simply wrap them-selves around invaders and cat them.

Dirty air, of course, is my biggestchallenge. Other organs lead shel-tered, protected lives, but for allpractical purp,,ses I am outside Joe'sbody exposcd to environmentalhazards and contaminants. I amreally quite delicate, and it's a won-der I am able to survive at all, hav-ing to deal with such things as sulfurdioxide, bcnzopyrene, lead, nitrogendioxide. since some of them actuallymelt nylon stockings, you can guesswhat they do to me.

My air-cleaning processsuch asit isbegins with hairs in the nose,which trap large dust particles.

8

C.1"!*. r 'Pap, pry rit.;

Sticky mucus in nose, throat andbronchial passages acts as flypaperto trap finer particles. But the realcleaning ;oh falls to the cilia. Theseare microscopic hairstens of mil-lion; of themalong my air pas-,ages. They wave hack and forth,like wheat in the wind, about t2nu:es a second. Their upward thrustswttps mucus from lower passagesto the throat, where it can be swal-lowed.

If Joe could watch my cilia undera mienscope, he'd see that if ciga-rette smoke or badly contaminatedair is blown on them, the wind-in-the-wheatfield action stops. A tem-porary paralysis sets in. Let thisirritation continue long enough, andthe cilia wither and die, never to bereplaced.

After 3n years of smoking, Joe haslost most of his cilia, and mucus-sec:eting membranes in his air pas-sages have tI,:ckeneci to three times:normal size. Joe doesn't know it, buthe is in actual danger of drowning.If enough mucus dr, -ps down intom!. .r sacs, it halts breathing just aseffe:mrly as a lungful of .vater. Onething saves Joe from this: his noisy,irie::1::ent smoker's cough, .t.ichhas replaced the quiet efficie.,ca ofthe cilia. Joe might remember thatit's the only denting method left tomeand be cautious about takingcsauih-suppressing drugs.

A large Hart of the time, Joe is ask-me to breathe real garbage.

Sornt: of the p.i rla. les clog my small-er passages. and sorra: actually scarmy t:ssucs. The fragile walls of my

THE 1:1'.101.R'S PI(;/y7.

alveoli lose elasticity. They dun)collapse the ss ,AS the!, s11,I;;:k1 %%1:i..;exhale. (Thus it is possible to breathein but not out.) Carbon dioxide istrapped in them, and they can rolonger contribute oxygen to theblood or extract waste carbon diuxide. The result is emphysema afearsome trial in which each breathrepresents a fight fur survival.

Although Joc doesn't know it, thishas already happened to a few mil-lion of my alveoli. Since Joe hasabout eight times the lung cap.icityhe needs f;r desk work, lie still Ibisplenty of reserve. But he hasnoticed that even a small amount ofexertion brings on breathlessness.I'm warning him.

Joe should heed the old medicalsaying, "If you arc aware that youhave lungs, you arc already in trouble," and take a little better careof me. In the main, this means giving me better air to bratht. The bigthing, of course, would be to give upsmoking. Shun of this, thete areother things he can do. There is .1

small, reasonably priced machini.which circulates ongn air through .1thin bed of activated carbonthestuff used in gas masksandcleanses tins air of chemicals deadlsto my tissues. One in Joe's bedroomwould give me some eight hours ofprotection, and another in his dficewould provide eight more.

A little more exercise and moresensible eating would be in order.

t!

.fns general bud!: eXCrilseLlimbmg stairs, walking, p sportstorces me to breathe more deeply,which is all to the good. And thereare exercises for me alone. Ordi-nal:Is, the best breathing is deepbreathingmore air at a slowerpace. Joe could practice abdominalbreathing, the way liable, and operasingers du nut by inflating themanly chest, but by dropping thediaphragm down. Then air is suckedinto even my &Test alveoli.

Joe could also give me .1 house-cleaning a few time: each d.,. Ilethinks that with a normal exhala-non I'm empty. By no means. Lethim blow cut all the air he can viahis mouth. Then if he will purse hislips, he can do quite a lot more hi, )w-ing. If he does this while smoking,he will see something that shouldgist him pause: smoke trading outthrougt, !-is pursed lips that wouldnormally be left in me to staoate.

It all adds up to this: Most of myndghbor organs can absorb an cnor-n-tous amount of abuse withoutcomplaint. I can't. Nature _hasn'tequipped me with an the &tenses Ireally need in today's world. That'swhy a variety of lung 1(.1seases havereached epidemic proportions.

Boss Joe, take heed!

Reprints of this article arc available.Prices, postpaid to one addr-n: uSo $a: too--$3.5o; 500$12 so; lo.loSiS. Address Reprint Editor. TheReader's Digest. Pleasantville. N.Y. IWO

REPRINTED FROM THE MARCH 1959 ISSUE OF THE READER'S DIGEST

I9.49 IRE READERS DIGEST ASSEIGIAr, roC ,_PLEASANTVILLE. N.Y. 10570 PRINTED IN U.S A

B AND RD SOCIETY911 LOCUST. 241-1554

ST. LOUIS, MO. 63101

(This article was taken from a Reader's Digest reprint, March, 1969.The Reader's Digest association, Inc., Pleasantville, N. Y. 10570.)

9

5

5

REST CCii:

B. The Following article, I Am Joe's Lung, willprovide background for objective 3. As youread make a list of ways that air pollutioncan effect lung tissue.

C. The following activity is an OPTIONAL soundfilmstrip on "Air Pollution And Lung Tissue".Your instructor will be able to tell you ifthe filmstrip is available.

Concepts IV Required Activities:

A. Read pages 77-81 in Air Pollution Primer andpages 132-133 in Environmental Pollution.These readings will provide the necessarybackground for this concept.

B. These experiments are OPTIONAL activitiesthat permit an in depth study of the effects ofparticulates on the environment. Your instructorcan tell you if the materials for these experimentsare available. Details on how to set up thefollowing investigations are outlined in EduquipAir Pollution Study Program Manual.

1. Dust and Particulate Fallout2. How Dirty Is The Air In Your Town?3. High Volume Particulate Sampling Indoors4. High Volume Particulate Sampling indoors vs.

Outdoors5. Air Pollution Analysis

Concept V Required Activities:

6 A. There will be a field trip to provide back-ground for this concept. The trip will visitvarious locations in St. Louis City and Countythat illustrate the effects of particulates(and the pollutants related to them) on theappearance of the community. Use Data Sheet 1on this field trip. Your teacher will privideyou with a copy upon which to write.

1-6 B. A class discussion will be held upon completionof the activities in this packet.

At this time take the post test.Obtain a copy from your teacher.

10

DATA SHEET 1

AIR POLLUTION FIELDTRIP TO ST. LOUIS CITY AND COUNTY

This activity provides the necessary background for Concept V,

Activity A.

Use the following chart to record your observations during thetrip.

Kind ofvisitedquarry,etc.)

location(factory,refinery,

Kinds of particulatesproduced (black smoke,limestone dust, soildust, etc.)

11

Effects of particulateson surrounding area(discoloration oror chemical corrosionof buildings, cars,local plants andanimals).

I

STUDENT BIBLIOGRAPHY

The Breath of Life, Donald Carr, Berkley Medallion Books,New York, 1970.

The Closing Circle, Barry Commoner, Random House, New York, 1971.

Po ulation Resources and Environment, Paul and Ann Ehrlich,W. H. Freeman, San Francisco, 1972.

The Spoils Of Progress Environmental Pollution In The Soviet Union,Marshal I. Goldman, MIT Press, Cambridge, 1972.

The Unclean Sky, Louis J. Battan, Double day and Company, GardenCity, New York, 1966.

12

CONCEPTS: PACKET 2

I. Plant growth is affected by air pollution.

II. Clean air is a basic need for most living things.

III. Peppered moths are examples of the correlation that existsbetween an air pollutant and the survival of a species.

Concepts BEHAVIORAL OBJECTIVES

I. 1. Given a diagram of a plant the student will usearrows to identify the parts that are affectedby carbon monoxide and list at least one effectof carbon monoxide on each of those parts.

I. 2. After completing a laboratory report using theformat recommended by your instructor the studentwill list two effects of ethylene gas on thegrowth of bean seedlings.

II. 3. In a single written sentence the student willbe able to state why clean air is needed bymost living things.

III. 4. In an essay of not more than 300 words describethe relationship between air pollution andthe survival of peppered moths.


16


1

s `:" rSEST CO:.


i. Use arrows to identify three parts of theplant ( shown below) that are affected bycarbon monoxide and list the effect of carbonmonoxide on each part.

2 2.

3 3.

4 4.

List two effects of ethylene gas on the growth ofbean seedlings.

1.

2.

In one sentence state why clean air is neededby most living things.

1.

In a paragraph of not more than 200 words describethe relationship between air pollution and survivalof peppered moths.

17


1

Err COP1


1. Use arrows to identify three parts of theplant ( shown below) that are affected bycarbon monoxide and list the effect of carbon

2 2.

3 3.

4 4.

monoxide on each part.

slowed growthof plant

, death ofyounger leaves

Ilea are smallere.ftha ose unaf-

V ected by Co.

1 localized spottingon older leavesdue to cell death

List two effects of ethylene gas on the growth ofbean seedlings.

1. Roots do not penetrate soil

2. Stems do not elongate3. Stems curl or twist4. Leaf growth is slowed

In one sentence state why clean air is neededby most living things.

Clean air is needed to maintain the naturalbalance and cycle of oxygen and carbon dioxidebetween green plants and other living things.

In a paragraph of not more than 200 words describethe relationship between air pollution and survivalof peppered moths.

The production of smoke as a result of burningcoal to heat homes caused trees in the Londonarea to blacken. Originally the tree trunks

18

were lighter in color. The peppered moths,of which there is a range of color varietiesfrom light to dark, frequently rest on thetrunks of these trees. Before the trees wereblackened the predatory birds would pick offthe darker color poths. With the advent ofblackened trees the birds began to eat thelighter variety. As a result, the darkervariety predominates today.


Atter students go through the packet they will probablyhave a tendency to say that all plant damage they see in thefuture is caused by air pollution. This is a dangerous.fent...ralization to make. While there is no doubt that airpollution Ilamages plants, much of this damage is verysimilar to damage caused by mineral deficiencies. Thepossibility that plants along highways may be harmed insorm. way by carbon monoxide becomes a reality when an experimentis conducted under controlled conditions in the laboratory.These controlled experiments are necessary to remove thevariable of mineral nutrition. The instructor should try todevelop a questioning attitude among students with regard tothe effects of air pollution on plants and avoid loose generali-zations.

There is no doubt that man can influence his ownexistence through air pollution. The human machine (piith specialemphasis on the respiratory system) cannot exist optimally withina polluted environment. The possibility exists that increasedlevels of air pollution could cause the extinction of man.While this is not a pleasant topic it should be considered bystudents, not from the "doomsday" approach but, rather fromthe position that man has the ability to solve a problem onceit is recognized.

The peppered moths are a very good small scale example ofthe effects of air pollution on the animal world. Theinstructor should make a great effort to show the broaderimplications contained within the peppered moth example.If man's pollution can influence the survival of a variety ofpeppered moths why would it not be possible for man toinfluence his own survival as a species?

20


1


Concept I Required Activities:

A. The film loop clearly shows the effects ofcarbon monoxide on bean plants. Be sure toview it yourself and encourage questionsduring class discussion. If you have astudent who would like to try this experimenthere are some guidelines:

1. The experiment should be conducted undera fume hood or near an vxhaust fan (openwindow would also do) away from largegroups of students. Although, largequantities of carbon monoxide are notproduced assuming that no more than 20mis of formic acid are used each day.It is not a good idea to risk breathingeven small amounts of this gas.

2. Plastic bags may be substituted for theaquaria covers shown in the film loop.

3. We used 18 molar sulfuric acid and 88`Aformic acid to produce the carbon monoxide.These materials should he available in thechemistry department of your school.Certainly, sulfuric acid would be available.Formic acid may be obtained from theScience Department of Parkway North SeniorHigh School, 12860 Fee Fee Road, CreveCoeur, Mo. 63141, if it is not availablein your school.

4. Beans work well for this investigationbut encourage the use of other types ofplants to see if the results in the filmloop are consistent for a variety ofplants.

The Data Sheet 1 should help the students to makea list of the important effects of carbon monoxideon bean plants. The film loop shows that most ofthe damage was localized on the leaves. This is

21

typical of many plants affected by air pol-lution. We made no attempt to show the possibleeffect of carbon monoxide on root growth.Hopefully, :;omo students would question thissince it is not shown. The difference betweenthe length of the control and experimentalplants is slightly significant. Remember thatthese results were shown at the end of justtwo and one half weeks and, if continued, theeffect of carbon monoxide on the plants wouldmost likely be more generalized and severe.

B. The instructions for this activity are essential-ly the same as those for Activity A above. Thereis no danger to humans Is a result of breathingethylene gas although it has been observed tocause early abortion in mice. The primarysourr'e of ethylene gas as an air pollutant isthe automobile. Additional sources includeindustry, especially those involved in themanufacture of paint and paint components.Encourage your students to set up their ownexperiments using different kinds of fruitother than apples. Bananas, peaches andavocados are also good sources of ethyleneas they ripen. You might even encourage somestudents to determine the effect of ethylenegas on adult plants. This would provide agood contract to the film loop that focusedon bean seedlings.

Data Sheet 2 should provide enough space for thestudents to record their observations. Be sureto discuss this activity at the end of thepacket, especially from the standpoint ofpollution effects on food sources for man andother animals.

This activity calls for the students to writea laboratory report. It is possible to writea laboratory report by observing a film loopif the students watch it carefully and writedown their observations. The film loop "Effectsof Ethylene Gas On Bean Seedlings" describesa problem, shows the procedures and outlinesthe results. In a science class the laboratoryreport would be quite detailed in covering thepoints listed below. A modified form of thisreport would be acceptable but it is veryimportant that the students record and interpretthe results of the experiment as shown. Studentsshould see the film loop at least twice inorder to appreciate the effects of ethylene gas.

22

PARTS OF A LABORATORY REPORT IN SCIENCE

1. Problem...stated as question. Example:What will polluted air do to the growthof bean seedlings?

2. Relevant Information...facts that arealready known about the problem fromprevious experiments. This informationmay come from books, magazines, filmsand is used to make a workable hypothesisand interpret data which comes at the endof the report.

3. Hypothesis...a prediction about what mighthappen as a result of the experiments.Example: If bean seedlings are exposedto ethylene gas then the stems will notelongate.

4. Procedures...If the students were doingthis experiment themselves they woulelist all the materials and methods theyused. In this case, however, studentsmay simply refer .their reader to the filmloop for a complete list of materials andprocedures.

5. Results...Usually includes a chart orgraph (or both) that presents a "picture'of the results.

6. Interpr,,tatiortb...The student reads thechart or graph and attempts to write allthe possible meanings. Then using therelevant information they may atten.pL toisolate one or two of the best interpretationsthat are supported by present facts.Further, the student should discuss thosefindings that are not in agreement withknown facts.

7. Conclusions...A response to the hypothesis.Example: Hypothesis is valid, Hypothesisinvalid, Hypothesis inconclusive (notenough data to support either validity orinvalidity).

C. The film strip and casette tape on "Smog andPlant Growth" was ordered without the benefitof preview. It can be borrowed from the ScienceDepartment, Parkway North Senior High School,12860 Fee Fee Road, Creve Coeur, Mo. 63141.

2 D. This article provides a good overview of thebiological effects of air pollution. The studentsare not told to take notes or write a summaryof the article because it was intended asgeneral background for class discussion.During class discussion try to develop theideas presented about the effects of airpollution on m.-In and upon the plants andanimals in food chains leading to man.

3 Concept II Required Activities:

A. Both choices (1 and 2) provide underlyingreasons why clean air is needed by most livingthings. Niether article lists exact reasonswhy clean air is necessary so you will probablyhave to give some help. Remember that animalsand green plants (those that have chlorophylland carry on photosynthesis) are involved in alife support exchange: green plants releaseoxygen (02) and animals release carbon dioxide(CO2). This cycle is primary to the maintenanceof life on earth. Air pollutants such ascarbon monoxide (CO) , ozone (03), and nitrousoxides (NO2) also cycle through air to plantsand cause a variety of ill effects such asleaf spot, slowed stem growth and leaf yellowing.There is a direct suffocating effect of carbonmonoxide on animals while ozone and nitrousoxide are thought to be harmful to lung tissue.So, when we think about clean air we think ofthe normal percentages of -carbon dioxide,oxygen and nitrogen with minimal levels ofpollutants. It is when the air pollution levelsrise and operate on the living systems vianaturally occuring cycles that we see the needfor clean air for most living things. Usingthe word "most" implies some exceptions. Thereare some organisms (mainly bacteria) that donot require air for life. They are calledanerobic organisms and are excused from thegeneralization that most living things requireclean air. However, when you consider that mostof the anerobic bacteria are involved in the processof decomposition and that the things they decomposewere once plants and animals that required cleanair, you sett/ that even these anerobic organismsdepend indirectly on clean air.


A. All three of these activities are excellentways of showing how pollution ran influencethe survival of a species. The particularexample of the peppered moths demonstratesan indirect effect of man's activity. Theblack smoke (produced by man's activity)lands on the tree trunks (where pepperedmoths rest), therefore camouflaging the blackvariety while exposing the light variety tostand out to predation by birds. The hypothesisis that if birds eat more and more of the lightvariety there is a danger that their numberswill fall below that level which is considerednecessary for breeding potential which couldresult in the extinction of the light varietyof peppered moths.

Many students will say "so what" to theextinction of peppered moths. You shouldhelp them to see the implications of this forman. If man influences the survival of insectsthrough pollution activities could he notinfluence his own survival. A statisticalcomparison of air pollution and respiratorydisease (Packet 1: Air pollution and Man,Activity III A) may indicate that man doeshave the capability of eliminating himselfas a species. While most of us would assumethat Homo sapiens have enough innate intellegenceto avoid this, it is nevertheless, a possibilityand students should be exposed to it for the sakeof examination.

The instructor should get involved with all threeversions of this activity so that a meaningfulclass discussion can be held.

The film loop mentioned in activity 2 is availableon a loan basis from the Science Department,Parkway North Senior High, 12860 Fee Fee RoadCreve Coeur, Missouri 63141.

The questions that follow 1 and 2 can be used todevelop important ideas during class discussion.


25

BFST COPY AVAILMLE





Unit: Air Pollution: Packet II


The work presented orreported herein was ;re-formed pursuant to aTitle III ESEA Grantadministered by theMissouri State Depart-ment of Education.

BFST COP? 1 I:1.3.1E31YCONCEPTS: PACKET 2

I. Plant growth is affected by air pollution.

II. Clean air is a basic need for most living things.

III. Peppered moths are examples of the correlation that existsbetween an air pollutant and the survival of a species.

Concepts

I. 1.

I. 2.

II. 3.

III. 4.

BEHAVIORAL OBJECTIVES

Given a diagram of plant the student will usearrows to identify the parts that are affectedby carbon monoxide and list at least one effectof carbon monoxide on each of those parts.

After completing a laboratory report using theformat recommended by your instructor the studentwill list two effects of ethylene gas on thegrowth of bean seedlings.

In a single written sentence the student willbe able to state why clean air is needed bymost living things.

In an essay of not more than 300 words describethe relationship between air pollution andthe survival of peppered moths.


1


ACTIVITIES


aLsT cc:7r 17;z::."

1 A. The following activity will provide thenecessary backgroung for objective one. Seethe film loop showing effects of carbonmonoxide on the growth of bean plants. Usethe Data Sheet 1 (supplied by your teacher)to record your observations.

2 B. This activity is related to objective two.See the film loop which demonstrates the ef-fects of ethylene gas on the growth of beanseedlings and write a laboratory report onyour findings. Use the Data Sheet 2 (suppliedby your teacher) to record your observationson the effect of ethylene gas on bean plants.

2 C. The following activity is OPTIONAL and willprovide additional background for objective two.See the sound filmstrip "Smog and Plant Growth".After viewing the filmstrip, write a shortdefinition of smog and describe the ways inwhich smog effects plant growth.

2 D. Read "Biological Effects of Air Pollution",located in the student readings.

3

Concept II Required Activities:

A. You should select activity one or activity two.Both of which provide information relatedto objective three.

1. Read the following article on "The Atmosphere"and write a paragraph (of 100 words or less)that discusses severals reasons why mostliving things require clean air.

2

BEST C1r"v/

THE ATMOSPHERE

Man's atmospheric environment is both narrow and finite;comprehension of its limitations and normal conditions isnecessary to understand how it became polluted. The densityof the atmosphere decreases with altitude, and approximatelyhalf of the atmosphere by weight lies below 18,000 feet. Itcontains about 21 percent oxygen which animals, including man,require for life and, because the average person requiresavailable oxygen at pressures approximating 3 pounds per squareinch, man cannot survive for long if oxygen is not available inclose to that proportion and at the pressure. Other constituentsof air include variable amounts of water vapor, nitrogen (78percent), and carbon dioxide, carbon monoxide, and certain othergases, all of which total less than 1 percent by weight. Theproportions of the gases are about the same in all parts of theworld. The water vapor (water in a gaseous form) amounts to1 to 3 percent by volume throughout the world's atmosphere.For our considerations, the water vapor can be regarded as anindependent gas mixed with air.

There are several atmospheric layers. The troposphere isthe layer adjacent to the earth and varies in height from about28,000 feet over the poles to 55,000 feet over the equator, thedepths being subject to seasonal change. Normally, tropospherictemperature decreases with increasing altitude and we term thisphenomenon the lapse rate. Where an abrupt change in the rateof temperature fall with altitude increase occurs, we reach aregion called the tropopause. This atmospheric region separatesthe troposphere from the stratosphere (26 to 29 miles thick).our discussion will principally be concerned with the effectsof man's activity on the troposphere and, to some degree, thestratosphere.

The atmosphere is influenced by many forces, both naturaland man-made. Chief among these is heat energy from the sun.Heat is a form of energy as well as an expression of molecularactivity. Since air is composed of atoms and molecules, airtemperature is also a measurement of heat or molecular activity.Because different materials have different molecular structures,they will develop different temperatures (molecular activities)when the same amount of heat is applied. Accordingly, substancesare said to have different specific heats or heat capacities. Land,for example, becomes hotter than water when indentical amountsof heat are applied and cools faster than water, as at night. Heatto the earth is largely supplied by the sun and this incoming

radiation is offset roughly by outgoing or reflected radiationlterrestrialradiation). At night, cooling occurs by terrestrialradiation. Temperatures of land masses rise and fall more rapidlythan water masses, and, therefore, the land is warmer by day andcooler by night than the sea. This results in breezes towardland in coastal regions during the day which often reverse at night.

3

Atmospheric pressure is the force exerted by the weight ofthe atmosphere on a unit measurement of area (example, per squarcinch). We measure this force with an instrument called abarometer, one form of which is an evacuated tube with its open endplaced vertically in an-open container of mercury. At sea level,the weight of the atmosphere acts as a force on the mercurycausing some of it to rise as a column in the tube, on the averageabout 29.9 inches. Mercury is used rather than lighter substancessuch as water because the displacement of a heavier substance interms of column rise is considerably less, thus requiring ashorter tube. Differences in atmospheric pressure between pointson the globe account, among other forces, for movement of airfrom regions of high to low pressure. When this movement isparallel to the earth's surface, we refer to it as wind. Otherfactors responsible for air movement include the earth's rotationabout its axis, its yearly revolution about the sun, the unevenheating of the earth's surface by the sun, and the tilt of theearth's axis, to mention a few. However, solar energy is thepredominant force responsible for weather phenomena.

In discussing the tropopause earlier, we defined it as thealtitude zone where an abrupt change in the lapse rate occurs.Actually, lesser changes occur quite frequently and even closerto the earth. For example, there may be a narrow layer within thetroposphere in which temperature increases with altitude forseveral hundred feet; we call this an inversion (or temperatureinversion) of the usual decrease of temperature with altitude.Inversions can, thus, impede the rise of the air below and ifthe latter air contains impurities (pollutants) the inversion actsas a lid to seal them below. If no significant lateral movementof air (wind) occurs, then the stage is set for an acute airpollution episode in the volume of air below.

If the earth did not rotate on its axis one might conceptualizeair movement occurring by another means. We could conceive ofwarm air rising over the equator where it is more heated andless dense. It would rise high and flow laterally resulting inatmospheric pressure below lower than that in the surroundingadjacent area where the air is more dense because of its coolertemperature. Thus, cool air from the poles would move towardthe low equatorial pressure where it in turn would be warmed,rise, and spread laterally toward the poles in a continuing cycle.For example, under these conditions, a lighter than air balloonturned loose over the equators would rise and drift toward eitherpole. It would then descend over the poles and simply skim theearth's surface toward the equator thence to rise again. However,the earth does rotate and this rotation results in a force whichdeflects the southern winds toward the east in the northernhemisphere and toward to west in southern hemisphere; we callthis the Coriolis force. Other influences on local weather includedifferential cooling and heating between mountains and flat land,desert and cultivated land, green and pavement, etc. Allcontribute to weather phenomena.

Air Pollution, Scientist's Institute For Public Information,New York, 1970, pp 4-8

4

BEST ccrt v." "^"r

2. Read pages 92-95 of Environmental Pollutionpaying particular attention to the diagramon page 93. After you complete the readingcompile a list of reasons that might explainwhy clean air is needed by most living things.

Concept III Required Activities:

4 A. The following activities are related to objective4. You must do at least one of the followingactivities.

1. See the film loop on peppered moths. It isstrongly recommended that you see it at leasttwice in order to appreciate what is happening.When you are finished answer the followingquestions:

a. Does man have a direct or an indirectrelationship with peppered moths? Defendyour selection.

b. Why were the trees darkened?

c. How did the change in the appearance of thetree trunk influence peppered moths?

d. What happens when the white peppered mothsare continually preyed upon by the birds?

e. Can you think of any other ways that maninfluences the selection of organisms asa result of environmental pollution?

2. Read the following article on peppered mothsand then answer the same questions that are foundin Activity 6 a.

ACT ONE

Time: 1850. Place: England, in the neighborhood of Manchester,an industrial city. It has not been an industrial city verylong, for there is still countryslde around it - clean countryside,with woods and streams and fields. The curtain rises on a woodnear the city.

Several biologists are seen plucking something from the barkof surrounding trees. Their talk tells u4 that they are collectingmoths of the species Biston betularia. (bisitOn bit' u la' r10)These moths are active at night; in the daylight hours they rest onthe trunks of trees. The biologists study their collection.

5

CECT rrv,

Among some hundreds of specimens, all are much alike. But thebiologists also note a good many differences. A few moths haveshorter antennae than most. A few have longer legs. One ortwo are distinctly darker than the others. There are many othernoticeable differences, but each difference is represented byonly one or a few of the moths. In other words, these mothsvary as individuals - and at least some of these variations areprobably hereditary, though our biologists of 1850 would knowlittle of this.

ACT TWO

Time: 1950. Place: The same. The countryside has changed.The sunlight is less bright, for there is a smog of dirt andsoot in the air. The trees are darker, their bark and leavescovered with a layer of soot. For years the factories ofManchester have been pouring out their smoke, dirtying thetown and the countryside.

Again several biologists are collecting Biston betularia.They examine the specimens for similarities and differences.They also compare their notes with those recorded a centuryago by their predecessors. The same variations are evidentamid the general similarity. Most of the difference are stillrepresented by only a few of the several hundred moths col-lected. But one of the differences that was rare in 1850 isnow common. Most of the moths are now dark; only a smallpercentage are light in color. A change has taken place in thelocal population of Biston betularia.

ACT THREE

Time: A few months later. Place: The same.

A biologist is hidden in the bushes. He has a movie camera,with a telephoto leas and is pointing it at one of the darkenedtree trunks. There are moths on the tree - half are the darktype, half the ligh type; they have been collected alive and putthere by the biologist. Birds appear - birds that eat thesemoths.

Later we see the biologist's notes on his experiment. Theyindicate that the preying birds ate many more of the lightmoths on the tree than they did the dark ones. We also see fromhis notes that he conducted the same experiment in a clean groveof trees farther from the city. There he found the opposite tobe the case: The dark moths were eaten more often than the lightones.

This article was taken from High School Biology (BSCS GreenVersion), Biological Sciences Curriculum Study, Boulder,Colordo., 1963.

6

BEST COPY Pl!"::.P7I r

3. This activity is related to the effects ofair pollution on the survival of pepperedmoths. The materials and instructions forthis activity can be obtained from yourinstructor.


7

REST CCT,'DATA SHEET 1

Effects of ethylene gas on the growth of bean seedlings.

It " , .

Part of the seedlingaffected

Kind of effect lie, twisting,yellowing, etc.

8

BEST CeriDATA SHEET 2

Effects of carbon monoxide on the growth of bean plants.

Part of the plantaffected

Kind of effect lie,wrinkles, etc.

spots,

9

STUDENT READ INGS

Biologiml Effects of Air PollutionBEST clr7

In any metropolitan area, acute airpollution episodes can occur whenever at-mospheric conditions prevent rapiddispersal or dilution of the pollutants.Acute air pollution episodes resultingcollectively in the deaths of thousandsin Belgium's Meuse Valley (1930), Donors,Pa. (1948), London (1952, 1959, 1962),New York City (1953, 1962, 1966) havebeen well documented. All of these epi-sodes shared certain characteristics:

A high population density with acorrespondingly high concentrationof combustion processes.

Seasonal influence -- occurrence was

in the winter when fuel consumptionwas increased and upper respiratorydiseases were prevalent.

A stagnant air situation and tempera-ture inversion for several days to aweek with accumulation of pollutantsin the air.

In general, the fatalities and severeillnesses resulted from acute, chemicallyirritative changes to the lining of theair tubes (bronchi) leading tc. 6/he lungs.

In London, the leading causes of hospitaladmissions during those episodes wererespiratory disease, often with heartfailure complicating the processes in thelung. The heart in a person with pre-existing heart-lung disease could nottake the added burden of moving bloodthrough the chemically irritated lungs.No single smog component in either

London or Donors was present in concen-trations very much higher than usual.Thus, an increased duration of exposureis implicated, with the possibility ofadditive or synergistic factors. (The

latter is a biologic effect produced bytwo or more agents together which isgreater than the sum of the effects ofthe individual agents.) Other membranousbody surfaces reflected the same irrita-tive mechanisms, consequently, sorethroat and burning of the eyes were fre-quent complaints, as were headache andnausea. While no specific offendingagents have been indicted in the London

and Donors disasters, oxides of sulfur,common to both, were probably acting inconcert with particulates and possiblyother pollutants. Infecting agents mayalso have been operative. In Donors,5,910 people were affected and 17 died.In London, 4,000 to 6,000 more deathsoccurred between December 5-9, 1952during a dense smog; in December, 1962,340 more deaths occurred than was normal,during a similar period of smog.For a long time the medical profession

has been preoccupied with infectiouscauses of disease to the neglect of thephysical and chemical aspects. Whilethis was justifiable in the early part ofthe twentieth century when people weredying from diseases such as pneumonia,influenza, meningitis and tuberculosis,it no longer seems valid at this time inthe United States when most people aredying from non-infectious diseases. In-deed, the diseases which appear to bekilling Americans today seem not only tobe non-infectious in origin but to haveother common characteristics, namelymultiple rather than single causes, in-sidious onset and development over a 20to 30 year period and extremely difficultto treat when full-blown. Includedin this group are cardiovascular disease,stroke, cancer, particularly bronchogeniccancer, and chronic pulmonary disease(bronchitis and emphysema).Although complicated by many variables,

the evidence linking chronic lung diseasewith air pollution is impressive. Bron-chitis, an inflamation of the bronchi. ischaracterized by excessive mucous secre-tion accompanied by chronic orrecurrent cough productive of sputum.Bronchitis is not considered chronic un-less these manifestations are present onmost days for at least three months ofthe year and for two successive years.Using these criteria, a 20 percent in-cidence is estimated in urban men inGreat Britain between the eggs of 40 and60 years.1 In Great Britain7"te6nessfrom chronic bronchitis is related to thepopulation size of cities,2 suggestingthat air pollution, which also increases

10

with the size of cities, may be impli-

cated. Another study showed a correla-tion between the bronchitis mortalityrate and the amount of fuel burned for

domestic and industrial purposes.3 In

England and Wales, places with highermean annual sulfur dioxide measurementshad associated higher mortality ratesdue to chronic brcnchitis.4 Using de-creased visibility as an index topollution, British investigators showedan association between pollution and ill-

ness-absenteeism among postmen.5 Thepostmen's counterparts working indoorssuffered less work loss due to bronchi-tis, an association not attributed toweather alone. A number o observers

ilave related aggravation of symptoms ofbronchitis to air pollution increases.Bronchial asthma, a disease in which

the muscles of the bronchi constrict andimpede outward movement of air, seems un-questionably to be influenced by airpollution. Thus, in Donora, 87 percentof asthmatics became ill, while illnessstruck 43 percent of the rest of thetown's population.5 Bronchial asthmagenerally responds well to certain medi-cations which dilate the air tubes orcombat allergy and infection. In con-tradistinction, another type of lungdisease, indistinguishable from asthmaby physical examination but distinguish-able by negative response to thesemedications has been described amongAmerican military personnel in Yokohama.Evacuation seemed to be the only form oftherapy for "Yokohama respiratory dis-ease," pointing to some offending localenvironmental contaminant.7 New Orleanshas experienced epidemic outbreaks ofasthma, typically in October.8 Dr.

Murray Dworetsky, in the presidentialaddress to the American Academy of Al-lergy in 1969,9 pointed out that "theliterature strongly suggests that thefrequency of death from asthma has re-cently been increasing," and said thatalthough "inappropriate management" isprobably one cause, "There is much reasonto believe that in and of itself airpollution may be increasing the number ofdeaths from asthma."

Emphysema, a;Lother chronic respiratorydisease, apkeaxs to be adversely affectedby air pollution. In this disease, thesmall air sacs into which the air pas-

11

Bin COPY Ai.7:i1,177...7

sages empty become distended, rupture

and/or coalesce. The lining of thesesacs is the site of gaseous exchange be-tween air and blood. Thus, the largersacs for the same volume present lesssurface area for exchange. Lung emptyingis impeded, coughing is less effective,and victims become predisposed to infec-tion. Heart failure is a commoncomplication. Emphysema prevalence inthe United States is increasing; thisdisease has doubled in incidence andmortality every five years for the pasttwo decades .10 Not only is emphysemaaggravated by air pollution, especiallyin conjunction with smoking, but oneCalifornia study showed that lung func-tion could be improved simply by placingthe patients in an air pollution-freeroom. 11

While most authorities agree that ciga-rette smoking plays the dominant role inthe development of lung cancer, therewould appear to be some further agreementthat an urban factor plays a much smalleralthough detectable role as well. Datasuggest a higher incidence of lung cancerin urban than in rural areas among smok-ers. Thus the incidence of lung canceramong smokers who emigrated from GreatBritain to South Africa was higher thanamong white native South Africans whowere even heavier smokers.12 Immigrantsto Australia and New Zealand from GreatBritain had higher lung cancer mortalitythan native New Zealanders and Austral-ians in spite of similar smokingbackgrounds. 13 14

Air pollutants frequently have beenconcentrated and applied to the skin ofmice. This has resulted in the

...induction of a kind of cancercalled squamous cell carcinoma. Tu-

mors under the skin have been inducedin mice exposed to air pollutant tarscollected from a aumber of Americancities. The induction of lung cancer(adenocarcinoma) in mice has beenachieved by exposure of mice in dustchambers to asphalt road sweepingsand also by the same type of exposureto soot....On the other hand rats andmice are quite resistant to inductionof lung cancer. Even when exposed toaerosols of pure carcinogens, theanimals do not develop lung tumors but

r

do get skin tumors from this type ofexposure although rats are normallyresistant to skin tumor Induction.Both species, however, develop lungcancers when the exposure is suffi-ciently intense. Thus, when theearcinogeliz; are implanted in the lungin high dosages the animals developlung cancer....15

It must be cautioned that such evi-dence is not definitive, althoughcertainly suggestive. A one-pack-per-day smoker of cigarettes exposes himselfto several hundred times more inhaledorganic matter than an individual in acongested traffic area of New York. Themajor difference is that the smoker canstop smoking, while the pedestrian canhardly be expected to stop breathing.New York City's 1953 episode was not

really recognized until approximatelynine years later when a comparative anal-ysis of hospital records,16 and airpollution data revealed an excessivenumber of deaths during a period of se-vere air pollution. It is, therefore,hardly unreasonable to assume that manydeaths from pollution may take placewithout ever coming to the attention ofPublic Health officials because of theunavailability of the necessary measure-ments or the necessary data analysis, orbecause the numbers are so small as tofail to give significant results.Only three parts per million of sulfur

dioxide exposure to a healthy person canproduce a slight increase in airway re-sistance, that is, the ease with whichexpired air passes through the airs vs.Yet, people with chronic bronchitis orsimilar conditions may be aggravated bylevels as low as 0.25. Twice as manyacute respiratory illnesses were found atexposures to 0.25 ppm for twenty-fourhours as at 0.4 ppm among those led 55or over with chronic bronchitis.Increased airway resistance can fre-quently occur even at extremely lowlevels of sulfur dioxide when it is com-bined with inhalation of particulatematter or sulfur trioxide, which combineswith water to form sulfuric acid. Twelve-hour averages of sulfur dioxide (partsper million) in New York City have beenknown to exceed 0.8. The major source ofsulfur dioxide in that city was the cam-

BEST COPY Per" rbusticn rf high sulfur content fuel oiland bituminous coal. The implication ofthese figures to New York':3 over onemillion estimated sufferexs18 of asthmaand hay fever could well be profound.Fortunately, some steps have been under-taken to reduce the sulfur content ofNew York fuels.

Obviously, the respiratory system ismost directly affected by breathing pol-luted air, and we have concentrated sofar on cardio-respiratory diseases interms of possible cause and/or aggrava-tion. Not infrequently, however, certainpollutants can attack an organ systemfar removed from the portal of entry tothe body. Lead, for example, can havediffuse and confusing effects, asexperience with occupational exposure,and with exposure of children to leadpaints has shown. Lead can enter thebody via lungs, intestinal tract, or skinand by poisoning certain enzymes whichare present in most organs can affectblood-forming, nervous, gastrointestinaland excretory (kidney) systems amongothers. Lead toxicity can occur afterchronic as well as after acute exposure.The biological effects of carbon monox-

ide are different than many other airpollutants. First, it cannot be tasted,smelled or otherwise sensed by the bodyand second, it does not directly affectthe eyes, nasal passages or lungs. In-stead, it passes unchanged through thewalls of the lung into the blood, wheremuch of it actively combines with hemo-globin, the substance in the red bloodcells normally responsible for carryingoxygen to all the tissues of the body.(A very small amount of CO is producedby normal body metabolism; we are con-cerned here only with additional exposureto CO from the environment.) Thiscombination forms a substance called car-bomonoxyhemoglubin, and has the effect ofdecreasing the oxygen-carrying capacityof the blood. Since CO is about 200times more strongly bound than oxygen tohemoglobin, a small amount of CO in theambient air has a greatly magnified ef-fect on the oxygen transport function ofthe blood. All tissues of the body maysuffer from oxygen deprivation, but thetwo tissues most sensitive to lack ofoxygen are the heart and the brain.Thus, at low levels, effects on these two

Prepared by D.M.

Concentrationof CO in air

Up to 300-400 ppm

100 ppm

50 ppm andbelow

BEST COPY Atill!inT_F

Table 1. HEALTH EFFECTS OF CARBON MONOXIDE (CO)Snodderly,Jr., New York Scientists' Committee for Public Information

% Carbomonoxyhemoglobinin blood

30 - 40% and above

Up to 20% depending onexposure and activityof subject

20% in dogs exposedfor only 5.75 hoursper day, for 11 weeks

2 - 4% and aboveMaximum of about 8%(calculated from 5)

15 ppm Up to 2.4% (calculat-ed from 5)

Symptoms

Severe headache, dim vision, nausea,collapse. 1

Headache at 20%. Impaired performance onsimple psychological tests and arithmeticabove 10% CG in blood.1

Brain and heart damage found at autopsy.2

Ability to detect a flashing light againstdim background worsens with increasingamounts of CO. 4% was lowest point shown,but authors state that even the CO from asingle cigarette could be shown to causerise in visual threshold.3 It is, there-fore, obvious that smoking and exposure toCO from auto exhaust interact.Subjects presented with two tones and ask-ed to judge which is longer. Judgmentimpaired at this level of CO in the air;lower levels of CO not studied. 4 Regultsinterpreted as impairment of ability tojudge time.5 Not known whether this mayinfluence people's ability to drive safely.Another author]. concluded that 1 2% COin the blood should cause a detectablenumber of errors on psychological tests ifa sufficiently large-scale experiment weredone.

New York's air quality goal. Even thisamount of CO could cause some of theeffects on vision and loss of judgment oftime that are mentioned above.

1. J.H. Schulte, "Effects of Mild CarbonNonoxide Intoxication," Archives ofEnvironmental Health. 7, 1963,pages S24-30.

2. F.H. Lewey and D.L. Drabkin, "Ex-perimental Chronic Carbon MonoxidePoisoning of Dogs," American Journalof Medical Science, 208, 1944, pages502-11.

3. R.A. McFarland, F.J,W. Houghton,M.N. :ialperin and J.I. Niven,"Effects of Carbon Monoxide and

Altitude on Visual Threshold," Journalof Aviation Medicine* 15, 1944:pages 381-94.

4. R.R. Beard and G. Wertheim, "Be-havioral Impairment Associated withSmall Doses of Carbon Monoxide,"American Journal of Public Health,57, 1967, pages 2012-22.

5. J.R. Goldsmith and S.A. Landau,"Carbon Monoxide and Human Health,"Science, 162, 1969, pages 1352-59.

13

tissues are well documented. (At higher

levels, about 1,000 ppm and more, CO canLx lethal.) As Table 1 Indicates, sucheffects can range from changes in variouspsychological capabilities in humans,such as time discrimination, to permanentheart and brain damage in experimentalanimals. (Concerting this last point,many scientists feel the now well-documented correlation between smokingand heart disease may well be due in partto the CO in cigarette smoke.)

The effects determined in the labora-tory and described in Table 1 should Lecompared with the actual measured levelsof CO, culled from several sources,listed in Table 2. The overlap is clear;the only uncertainty concerns how longpeople in urban areas are exposed tothese various levels.

Table 2. CARBON MONOXIDE LEVELSAT VARIOUS LOCATIONS

Location CO Levels(in average ppm's)

Los Angeles FreewaysLos Angeles Freeways,slow, heavy traffic

Los Angeles,severe inversion

Parking garageCincinnati intersectionDetroit, short peakDetroit, residential areaDetroit, shopping areaManhattan

intersection

Allowed industrial ex-posure for 8 hours(for comparison)

37

54

30 for over8 hours

59

20

1002

10

15 all daylong

50 recentlyloweredfrom 100

One of the air pollutants resultingfrom the aniline dye and benzene indus-tries has, by careful epidemiologicanalysis, been shown to result in theincreased occurrence of bladder cancersamong workers in these industries. 19,20

In this instance, the target organ, thebladder, was certainly distant from theportal of entry, the lungs. Since blad-der cancers are responsible for only afew percent of all, deaths from malig-nancy, these pockets of disease could baexpected to attract attention, and did.The disease was found to be heavily con-centrated in workers within these

BEST COPY AVAILABLE

industries and in residents in the immed-iately surrounding vicinity. Laboratoryconfirmation by the provocation of ex-perimentally induced aniline dye tumorsin dogs using beta-naphthylamine has beenreported.19 An increased frequency of

tumors of the bladder paralleling theincreased occurrence of lung cancers insmokers has been reported21 and as onemight expect, cigarette smoke containsthese same contaminants. In the case ofthis pollutant, short term exposure re-vealed no ill effects; it was exposurefor a long time to a relatively low levelthat resulted in disease.Similarly, the results of airborne

radioactive isotopes are slow in develop-ing. In 1954, 53 Marshall Islanders weresubjected to radiation fallout includingiodine 131 from a nuclear bomb test.Iodine 131, although a short-lived iso-tope, concentrates in the thyroid and candamage the thyroid tissue as it emits itsenergy and decays. Eleven and twelveyears later, 18 of these individuals werereported to have thyroid abnormalities.In 11 cases, surgery was performed, andone cancer of the thyroid was found.22Fallout was not blamed for the malignancyfound in another patient, who was re-ported to have received less exposurefrom iodine 131. However, in a popula-tion of this size, one would not expecteven a single case of thyroid cancer tobe present in 15 years. It should beremembered that this represents also arather brief period between exposure anddisease. The mutagenic properties ofradiation are well known, and would leadus to expect effects on later genera-tions. Experience has taught us that it'may be as many as five generations after ,).

exposure before the effects of a reces-sive mutation appear. These concerns areprobably quite applicable to the longterm effects of release of radioactivematerials into the environment fromwhatever source.

Therc is much that we don't know aboutwhat pollutants are in the air. As GlennPaulson shows on page 19, the term "par-ticulate matter" is a general one thatincludes numerous pollutants, many as yetunidentified. There are also gaseouspollutants emitted by various industriesor released in the burning of wastes thatare not monitored. If we knew more about

14

what is in the air, this would be onlythe first step toward studying the bio-logical effects of single pollutants andpollutants.in various combinations.Early concern with the effects of air

pollution was largely confined to effectson man which, while quite proper, wasalso somewhat misleading. By the time westarted noticing damage in man, a devas-tating toll had been taken in plants andpossibly in lower animals. Long beforethe health effects of air pollution be-came a matter of serious concern,enormous areas of formerly fertileground surrounding ore processing millsin this country and others became bare asa result of fumes emanating from themills. This occurred during the daysprior to the development of high stackswhich promoted more rapid dilution.Sulfur dioxide from stack gases tends toburn vegetation, particularly alfalfaand soft-leafed vegetables. Hydrofluoricacid has been described as being damagingto plants and fluorosis has been describ-ed in cattle. 8y the end of the late1940's more and more complaints fromfarmers were heard concerning smog injuryto crops. Virtually every crop in NewJersey has been adversely affected byair pollution.The effect of smog on plants can be

POLLUTION AND ITS SOURCESFive major pollutants and their sourcesare shown below. The total for industryis obviously incomplete, since it in-cludes only the six major induaLsialpolluters. Putting all pollutants intothe same units--millions of tons--issomewhat misleading. Some pollutantsare harmful even in very small amounts.Some are more harmful than others, andsome are more harmful together thanseparately. (From "The Sources of AirPollution and Their Control," PublicHead to Service Publication No. 1548,Washington, D.C., 1966.)

BEST COPY A7.".1 ,T1

quite variable and consequences can in-clude the reduction of crop yield, growthretardation or outright destruction ofthe plant. Visible damage is probablybest known since it is the most easilyobservable, as when pine trees lose theirneedles, or when lawns become brown afteran intense smog assault. Of continuingconcern should be the fact that the moreextensive the damage to plants, thegreater the reduction in oxygen produc-tion by green things. For example,phytoplankton, microscopic marine plantswhich produce oxygen, can be destroyed byair or water pollution by DDT.

City growth, increased miles of high-ways, and the spreading out of more andmore people over the countryside reducethe area given to plants producing life-giving oxygen. Statistics on how fastland is being consumed are not availablefor many sections of the country. How-ever, according to the U.S. Department ofAgriculture, roughly 420,000 acres a yearare being converted to urban use (whichincludes buildings and roads), and ap-proximately the same amount is goingunderwater as new dams and reservoirsare built. In addition, approximately160,000 acres are being converted eachyear in rural areas for highways and air-ports. It is estimated by the USDA that

cropland furnishes roughly one-half ofthis million acres .23 Thus man, withhis exponentially increasing populationand his soaring per capita energy use,at least in this country, may ultimatelythreaten one of his own basic life -sustaining systems, the oxygen cycle.The measures taken so far to reduce air

pollution are being offset by increasesin the sources of pollution- -more andlarger power plants, more and larger in-dustrial plants, more automobiles andtrucks. So far, controls are being im-posed on industry slowly, and principallyto reduce sulfur dioxide and particulatematter. Knowledge of what comes out of

ANNUAL EMISSIONS OF FIVE MAJOR POLLUTANTS IN MILLIONS OF TONS, AS OF 1966

Carbon monoxide 66Hydrocarbons 12Nitrogen oxides 6

Sulfur oxides 1

Particulates 1

TOTAL AUTOMOBILE 86

15

Sulfur oxides 9Particulates 6Hydrocarbons 4Nitrogen oxides 2Carbon monoxide 2

6 MAJOR INDUSTRIES 13 --- ram

stacks is often limited, andauthority tc control it is even morelimited. For example, the Committee forEnvironment al Information found thatwhile industries reported to the city'sAir Pollution Control officer what wascoming out of their stacks, this wassometimes privileged information, notavailable to the public. The Air Pollu-tion Commissioner could order reductionsin industrial emissions only for sulfurdioxide, hydrogen sulfide, oxidants andparticulates--the pollutants for whichstandards have been adopted by the city.He has authority to reduce emissions ofother pollutants only if he can showthat they present a danger to the healthof the people in the vicinity or con-stitute a nuisance. Direct cause andeffect on human health is extremelydifficult to prove in connection with anyenvironmental contaminant, and for newand untested chemicals would be impos-sible to prove until after the tragicfact. (The dye industry example de-scribed previously is a good case inpoint.)

At a recent conference on air pollutionand the automobile at the University ofMissouri" William H. Megonnell, Assist-ant Commissioner for Standards andCompliance, National Air PollutionControl Administration, said:

In mv judgment, the best we can ex-pect from the Federal standards nowin effect is that hydrocarbon andcarbon monoxide emissions will in1980 dip to approximately 60 per-cent of current emissions, or roughlywhat they were in 1953. Andafter 1980, when these standardshave passed the saturation point oftheir effectiveness, as vehicle usecontinues to increase, the levels ofpollution' will resume their upwardclimb.

At the same conference, Dr. Robert Karsh,

BUT C".71( P'"""'rpresident of the St. Louis Committee forEnvironmental Information, said:

The 1968 automotive emission stand-ards reduced carbon monoxideemissions by 50 percert and hydro-carbons by 70 percent of uncontrolledlevels in new cars only. The devicesare not maintained because they donot have to be maintained in mostareas. Because of increased numbersof cars and increased driving, underexisting controls automotive pollu-tion will double in the next 30 years.

Since that conference, new federalstandards have been proposed which wouldreduce carbon monoxide emissions to halfof present emissions, hydrocarbons to afourth, particulates to a third andnitrogen oxides to a sixth. These strin-gent standards would not go into effectuntil the 1975 model year, and thereforewould not reduce the total automotivepollution by those amounts, and then onlyif the control devices are maintained,and the number of cars does not increase.According to the U.S. Bureau of Public

Roads, the number of registered motorvehicles is increasing every year--in.1969 the increase was three million over1968. But this tells only a small partof the story. The amount of air pollu-tion from cars is more closely related tomiles travelled, and particularly tourban miles travelled. In 1946, urbanmiles travelled were 170 billion. Twentyyears later this had more than doubled,to 470 billion, and it is still rising.25What this indicates is that our controlefforts continue to lag behind ourcapacity to pollute the air.

REFERENCES

1. H. Heimann,"Effects on Human Health,"Air Pollution, World Health Organiza-tion Monograph No. 46, pages 159-220.

lfurtrogen oxides 3

rticulates 3

-bon monoxide 1

drocarbons 1

CTRIC POWER 20

Sulfur oxides 3

Carbon monoxide 2Nitrogen oxides 1 It

Hydrocarbons 1

Particulates 1

TOTAL SPACE HEATING 8

TOTAL: 142 MILLION TONS

16

.1

Carbon monoxide 1

Hydrocarbons 1

ParticulatesSulfur oxides 1

*Nitrogen oxides 1

TOTAL REFUSE DISPOSAL 5

2. Register-General, Statistical Reviewof England and Wales, 1953, H.M.S.O.,London, 1954.

3. A. E. Martin, "Mortality and Morbid-ity Statistics and Air Pollution,"Symposium No. 6, from "Medical andEpidemiological Aspects of Air Pollu-tion," Proceedings of the RoyalSociety of Medicine, 57, October,1964, page 966.

4. J. Pemberton and C. Goldberg, "AirPollution and Bronchitis," BritishMedical Journal, 2, 1954, page 567.

5. A. S. Fairbairn and D. D. Reid, "AirPollution and Other Local Factors inRespiratory Disease," British JournalPreventive and Social Medicine, 12,1958, page 94.

6. H. H. Schrenk, H. Heimann, G. D.Clayton et al., "Air Pollution inDonora, Pa., Epidemiology of the Un-usual Smog Episode of October, 1948,"Public Health Bulletin, No. 306,Washington, D.C., 1949.

7. T. E. Huber, S. W. Joseph, E. Krab-lock, P. L. Redfairn and J. Karakawa,"New Environmental Respiratory Dis-ease (Yokohama Asthma) ," ArchivesIndustrial Hygiene and OccupationalMedicine, 10, 1954, pages 399-408.

8. R. E. Carro17, "Environmental Epide-miology. V. Epidemiology of NewOrleans Epidemic Asthma," AmericanJournal of Public Health, 58, 1968,page 1677.

9. Murray Dworetsky, "Presidential Ad-dress," Journal of Allergy, 43, June,1969, page 315.

10. "Mortality," Part A, from Vital Sta-tistics of the United States, 1965,Volume 2, U.S. Department of Health,Education an& Welfare, Public HealthService, National Vital StatisticsDivision, Washington, D.C.

11. H. L. Motley, R. H. Smart and C. I.

Leftwich, "Effect of Polluted LosAngeles Air (Smog) on Lung VolumeMeasurements," Journal of the Ameri-

can Medical Association, 71, 1959,

page 1469.

12. G. Dean, "Lung Cancer among WhiteSouth Africans," British'MedicalJournal, 2, 1959, page 852;G. Dean, "Lung Cancer-among White

17

BEST COPY AVAILABLE

South Africans, Report on a FurtherStudy," British Medical Journal, 16, 6

1961, page 1599.

13. G. Dean, "Lung Cancer in Australia,". Medical Journal of Australia, Volume

49, 1962.14. D. F. Eastcott, "The Epidemiology of

Lung Cancer in New Zealand," Lancet,1, 1956, page 37.

15. Benjamin L. Van Duuren, "Is CancerAirborne?" Environment, January,1966, page 5. Original sources forthese statements are: Motor Vehicles,Air Pollution and Health, A Report ofthe Surgeon General to the U.S. Con-gress, U.S. Department of Health,Education and Welfare, Public HealthService, U.S. Government PrintingOffice, Washington, D.C., 1962; and,M. Kushner, S. Laskin, E. Cristofanoand N. Nelson, "Experimental Car-cinoma of the Lung," Proceedings ofthe Third National Cancer Conference,1957, pages 485-495.

16. L. Greenberg et al., "Report of anAir Pollution Incident in New YorkCity, November, 1953," Public HealthReports, 77, 7, 1962.

17. Bertram W. Carnow, Mark H. Lepper,Richard B. Shekelle and JeremiahStamler, "Chicago Air PollutionStudy," Archives of EnvironmentalHealth, 18, May, 1969.

18. Assuming 15 percent of the popula-tion is affected, a conservativefigure according to several studiesof the incidence of these ailments inthe general population.

19. W. C. Hueper, "Aniline Dye Tumors of

the Bladder," Archives of Pathology,25, June, 1938, pages 856-866.

20. M. W. Goldblatt, "Occupational Cancerof the Bladder," British MedicalBulletin, 4, 1947, page 405.

21. J. Clemnessen et al., "Smoking andPapilloma of the Bladder," DanishMedical Bulletin, 5, 1958, page 121.

22. Robert A. Conard, Leo M. Meyer,Waturu W. Sutow et al., "MedicalSurvey of the People of Rongelap andUtirik Islands Eleven and TwelveYears after Exposure to Fallout Radi-ation (March, 1965 and March, 1966),"Brookhaven Natllaal Lab.; Upton,N.Y., April, 1967

2r` q CC?'" P.7.'1 P.711._E


Man and the Ecosphere_v Readings from Scientific American, W. H.Freeman, San Francisco, 1971.

Moment In The Sun, Robert Rienow and Laura Rienow, Dial Press,New York, 1967.

Population Resources and Environment, Paul Ehrlich and AnnEhrlich, W. H. Freeman, San Francisco, 1969.

Protecting Our Environment, Edited by Grant S. McClellan, Vol.42, No. 1, H. W. Wilson Co., New York, 1970.

18

CONCEPTS: PACKET 3

I. Man's increasing dependence upon the auto has produced anincrease of carbon monoxide, nitrogen dioxide, and hydro-carbons in our atmosphere.

Incomplete combustion in the auto engine results in theproduction of carbon monoxide which effects the healthof man.

III. Hydrocarbons Emitted in auto exhaust affect the growth ofplants.

IV. Nitrogen dioxide, emitted in auto exhaust, contributes toman's respiratory problems.


I

II

II

III

IV

1. Upon completion of this packet the studentwill list and describe, in a few sentences,three ways that man's increasing dependenceupon the auto has resulted in an increasein certain air pollutants.

2. After completing the prescribed activity thestudent will state in a sentence how carbonmonoxide results from incomplete combustionin the auto engine.

3: Given a list of effects on man's health thestudent will choose the primary effect ofcarbon monoxide on man's health.

'1. Tlw studf.nt will (.1el 111( main effect ofhydrocarbons, roNultinq from auto exhaust,on the growth of plants when given a list ofeffects on plant growth.

5. When presented with a list of man's healthproblems, the student will select the respiratoryproblems that are aggravated by the increaseof nitrogen dioxide in the air we breathe.


26


1

2

3


1. In the space given, list and describe, in afew sentences three ways man's increasingdependence upon the auto has resulted in anincrease in certain air pollutants.

A.

B.

C

2. State in a sentence how carbon monoxide is aresultant of combustion in the internal combustionengine.

3. Carbon monoxide primarily affects man's health.Circle the main effect of carbon monoxide onman's health.

A. irration of the soft lining of the trachia

B. complexation with the hemoglobin in man'sblood

C. irration of the hair roots

D. rnmplexation with oxygen in man's lungs

27

4 4. Hydrocarbons, resulting from auto exhaust, affectthe growth of plants. Circle the main effectof hydrocarbons on the growth of plants.

A. keeps the roots from penetrating the soil

B. causes the stem of the plant to become thin

C. causes the stem to twist

D. causes leaf discoloration

5. Increasing amounts of nitrogen dioxide in theair we breathe causes an increase in man's healthproblems. Circle the respiratory problems thatevidence indicates are increased by the increasedamounts of nitrogen dioxide in the air.

A. bronchitis

B. damage to the air sac of the lung

C. ear infections

D. thyroid problems

28

PRE-POST TEST ANSWFR KEYPACKET 3


1 1. In the space given, list and describe, in afew sentences three ways man's increasingdependence upon the auto has resulted in anNOTE: increase in certain air pollutants

There are many answers to this questIon. Any usqly of the auto by themasses lecals' tq increased amounts or air pollution.

As WrIt fnr-ilities that our lives reauire_, such as

stores and doctors, require us to drive more.

This in turn increases the amount of air pollution.

2

3

Man is a very independent animal, they all wish to goB.

were they want when they want. This increases the

number of autos and the amount of pollution.

Man lives in suburbs and works in the cities. ThisC.causes a great in lux .TEginir-linglrinIranBuTin toa. I

the city, this quantity of autos increases the

amounts of air pollution.

2. State in a sentence haw carbon monoxide is aresultant of combustion in the internal combustionengine.

Carbon monoxide is formed in the internal combustion

en ine as a result of having an insufficient quantity

of oxygen to combust with the fuel in the cylinder.

3. Carbon monoxide primarily affects man's health.Circle the main effect of carbon monoxide onman's health.

A. irration of the soft lining of the track is

complexation with the hemoglobin in man'sblood

C. irration of the hair roots

D. complexation with oxygen in man's lungs

4 4. Hydrocarbons, resulting from auto exhaust, affectthe growth of plants. Circle the main effectof hydrocarbons on the growth of plants.

keeps the roots from penetrating the soil

B. causes the stem of the plant to become thin

C. causes the stem to twist

D. causes leaf discoloration

5 5. Increasing amounts of nitrogen dioxide in theair we breathe causes an increase in man's healthproblems. Circle the respiratory problems thatevidence indicates are increased by the increasedamounts of nitrogen dioxide in the air.

bronchitis

damage to the air sac of the lung

C. ear infections

D. thyroid problems


This portion of the unit on air pollution deals with thecauses of the problem. It is presented to the student in acaw;e-effect type situation. In other words, the student willbe presented with the orgins of the four predominant airpollutants and their main effects on man and his surroundingcommunity.

This packet deals with our main air pollutor, the automobileand its major pollutants, carbon monoxide, nitrogen dioxide,and hydrocarbons.

The following pages contain a short summary of facts onthe topics discussed in the packet. It is by no meanscomprehensive.

Below is a chart and a list of readings. The chart,although its data was collected in 1968, shows where the airpollution problem lies. The readings are references in therecommended texts, it is advised that you read them at leastin part.

Estimated Nationwide Emissions, 1969(Millions of tons per year)

SOURCES CARBONMONOXIDE

PARTICULATES SULFURDIOXIDE

HYDRO-CARBONS

NITROGENOXIDES

Transportation 63.8 1.2 0.8 16.6 8.1

Fuel conbustion in 1.9stationary sources

8.9 24.4 0.7 10.0

industrial processes 9.7 7.5 7.3 4.6 0.2

Solid waste disposal 7.8 1.1 0.1 1.6 0.6

Miscellaneous 16.9 9.6 0.6 8.5 1.7

Total 100.1 28.3 33.2 32.0 20.6

31

Readings

ENVIRONMENTAL POLLUTION pp 96-100 and pp 106-143

PROGRESS AND THE ENVIRMMENT pp 83-88

AIR POLLUTION PRIMER pp 23-29 and pp 35-44

A CITIZENS GUIDE TO CLEAN AIR pp 84-87

Prom the chart you can see that the automobile is themajor source of most of our air pollution. It is not due simplyto an inefficient combustion engine, but it has a great dealto (10 with the enormous quanity of automobiles and how much morefrequiritly the auto is used today. Consider John Q. Public,in 1970 some 133,567,835 of drivable age, driving some 10,570,000motor vehicles. A year later it was figured that for each 1000of the automobiles, 64,000 lbs of carbon monoxide, 800,000to 1,600,000 lbs of hydrocarbons and 200,000 lbs to 600,000lbs of nitrogen oxides are spewed forth into the air we breathe.Even though pollution control devices will decrease thesequantities per automobile the harrendous number of autosmultiplies any and all contaminants produced. This idea isthem compounded by the fact that Mr. Public, due to "URBANSPRAWL" is using his auto more and more frequently, it takeshim from here to there and back hundreds of times each day.

The major pollutant of the auto is carbon monoxide (CO).It is a colorless, odorless gas, that is quite poisonous atconcentrations of 1 part in 100,000. It causes illness,dizziness, nausea, headaches and it can result in death withinthiry minutes at a concentration of 1 part in 750. Carbonmonoxide has a lesser effect on the growth of plants, causingyellowing and burning of the leaves.

Uncombusted hydrocarbons are another major pollutant fromthe auto. At low concentration, hydrocarbons have been shown tohave no adverse effects to man; although some hydrocarbons arethought to be carcinogenic. The major problem with hydrocarbonsis their effect on the growth of plants. Hydrocarbons such asethylene, in a short time have a drastic effect on the growthof plants. The film-loop; "The Effect of Ethylene Gas on theGrowth of Bean Seedlings" in the student packet shows theseeffects very vividly.

The final pollutant of the automobile we will discuss isnitric oxides. Nitrogen dioxide (NO2) a reddish brown gas,makes up the major portion of the nitric oxide problem in ourair. Nitrogen dioxide has been shown to have many adverseeffects to man, from irritation of gums and a cause of teethto break down to an increase in man's susceptibility to micro-organisms. In addition to causing man ham-nitrogen dioxide

32

also effects the growth of plants and is a major source of theproduction of ozone photochemically.

The source of these three pollutants is the incompletecombustion in the auto engine. Incomplete combustion, which canbe thought of at times as inefficient combustion is easilyexplained. The fuel of the auto is gasoline, long chainhydrocarbons, some containing nitrogen, this fuel ismixed and compressed with air and ignited. Ideally, if asufficient quantity of oxygen is present all the hydrocarbonspresent will combust completely to produce water, carbondioxide, and harmless nitric oxides. However, due to thenature of the auto engine, this quantity of oxygen is notpresent. When the mixture is ignited with an insufficientamount of oxygen, incomplete combustion results. The productsproduced Are water, carbon dioxide, substantial quantitiesof carbon monoxide, nitrogen dioxide and uncombustedhydrocarbons.

33


These activities are directly correlated %.,ith both a conceptand the behavioral objective (s). The activities are alsof:uquontially arranged so the student will attain a good workingknowledge of each concept. The arrangement hopefully leavesyou some options, so that you may integrate your own teachingstyles. A few general remarks about the activities and howc..4. see them fitting into the instructional sequence are requiredbefore the individual background is presented. First, due to thenature of the teaching of this course, all the experimentsare placed as optional activities. Second, because theexperiments are set up as alternate activities, the studentwrite-ups and required work is left up to the tc:acher'sdiscretion. Finally, the background to these activities isviewed through the eye's of its authors, the perspectivemay be different through your eyes.

BehavioralObjectiveNumber Concept I

The students will complete activity A and B and eitherC, D or E.

1 A. This seminar may be presented as a whole classdiscussion or as several small group discussions.The idea here is to allow the student toverbalize his knowledge of how man dependsupon his automobile and how this has In turnled to increasing amounts of air pollution.We see man's dependence on the auto as: hisneed to get to and from work, his need todrive to the ballgame or other recreationfacilities, or his need to drive simpl7 as anescape from his frustrations. We see the studentsbringing forth these ideas, and many more.He should relate these then to an increase inthe amount of pollution in our air, this shouldbe one of the main concerns of the summarywritten by the student.

B. This question is from ENVIRONMENTAL POLLUTION,it should hit at why man needs his auto from aneconomic point of view. Also, relating this needto an increase in the amount of air pollution,should be integrated into the answer.

C. If the student chooses this activity he mayhave trouble finding adeuqate answers, suggestto him to use as resources such texts as: TheAlmanac, the encyclopedia and books writtendurning the early 1940's. The answers to the

34

F.

1970 portion of this question will be somewhat easier for the student to locate.

D. The questionaire will be prepared by the student,It is essential that his questions hit at howthe auto is used and how frequently. You maywish to again relate this to increasing amountsof air pollution.

E. This question again hits at the fact that theautomobile produces tremendous amounts of airpollution.

CONCEPT II

The students will complete A, B and C and either C, E or

2

3

A. A simple reading that covers a descriptionof incomplete combustion and the effect of carbonmonoxide on man's health. Questions 1 and 2in ENVIRONMENTAL POLLUTION, serves as a reviewof the readings.

B. This study sheet, Data Sheet 1, will enable thestudent to view how much actual pollution hisfamily car(s) put out into our air. Part fourbrings in the idea of man's health. Partsone, two and three will be different fordifferent types of autos, this may serve as aninteresting sidelight, whether the smaller autosproduce as much pollution as larger autos.You will need to provide each student with acopy of Data Sheet 1.

C. This question is along the same vein as thepreceding activity, although it applies on anational scale.

D. This experiment is not written in any text,below is how it might be set up and some of thepossible conclusions that might be drawn.

THE EFFECT OF CARBON MONOXIDE ON THE ACTIVITY OF MICE

Equipment: four micetwo containers which will sustain a closed atmospherequantities of sulfuric acid concentratedquantities of formic acid concentratedtwo gas introduction apparatus as drawn on page 36

Procedures: The cages which must be air tight are to be set upas shown in the diagram. Two mice are to be placed into eachcage, one cage serving as a control for the other, 5m1 of formicacid should.

35

C,ITY

be introduced into the flask containing the sulfuric acid, thequantity is not important. When bubbling ceases, add another5m1, and a 3rd 5m1 may be needed to be added. In this way theamount of carbon monoxide product d can controlled. The studentcan then observe the activity cat mice in the control chamber andthose in the experimental chamber.

For admittingforrcri

aci

s. riaquariumpump

sulfuricacid

Experimenttlmousecage

Empty Flask

Controlmousecage

It was not the idea to hand the student a copy of a writtenexperiment. This is to be a chance for the student to use hisown thoughts in order that he might arrive at a workableexperiment to show the effect of carbon monoxide on mice. Youare to serve as a source of background Lnd helpful hints.

E. The video-tapc-"Auto Air Smog Relationship"by Chrysler's Don Lofftus will be availablealong with this unit. The Data Sheet 2accompanying the activity will enable thestudent to review specifically the carbonmonoxide portion of the tape. You willneed to provide each student with a copy ofthe Data Sheet.

F. This experiment shows the effects of carbonmonoxide on various materials. It also allowsthe student the chance to measure actual amountsof carbon monoxide produced by different sources.


A. Here again is a simple reading activity. Itexplains the production of hydrocarbons andtheir effects upon the growth of plants.

B. This is a co:ttinuation of Activity A. Itcovers basically the same questions exceptthey are now related to the production ofhydrocarbons and their effect on the growthof plants.

C. This Data Sheet den.ls with the readings. Itis to provide the student with a review ofthe material he has read.

D. The film-loop is the same one used in Packet 2.The effects of air pollution on plants and animals.It'also applies very directly to the concepts inthis packet.

36

5 Concept IV Required Activities:

A. Another reading activity, this selection dealswith the production of nitrogen dioxide andits effects upon the health of man. Thestudents will complete activities A, B and Cand either D, E or F. You will need to supplya copy of Data Sheet 4 for each student.

B. The final portion of Data Sheet 1. Here weare dealing with nitrogen dioxide production andquestioning the effect of its increase in ouratmosphere on the repiratory problems of man.

C. This question deals with the production ofnitrogen dioxide. It is deficient in that itdoes not relate to the effects to man's health.

D. Data Sheet 4 is composed of fabricated data toallow the student to place himself in a positionsuch that he must explain the problem ofnitrogen to the public. His main point shouldbe that if the air standards are not improvedthe number of respiratory problems will in-crease out of proportion.

E. This activity deals with the effect of nitrogendioxide on many plants and flowers. It ismore of an enlightenment type activity than anactivity to teach the concept.

F. This experiment deals with the measuring of theamounts of nitrogen dioxide produced by certainsources. It is stright forWard as are all theexperiments taken from ENVIRONMENTAL POLLUTION.


37

ST COPY AMIABLE





Unit: Air Pollution: Packet III



zwc-rt 0-:. r..*"rnIE

SETTING

We hear much today about the "Air Pollution Problem" andalmost everyone will admit we have serious problems concerningdirty air. These problems have solutions but before we cantalk about possible solutions we must know the causes of airpollution. For any solution to be effective it must relatedirectly to the causes of the problem.

This set of packets (2,3,4) deal, with the cources andcauses of our primary pollutants. You will be looking at twomajor sources of pollution, aumtomobiles and industry, alongwith other contributing factors, inorder that you will have abetter understanding of what is causing our air pollutionproblem.

1

r. -,r r--u.r.iCONCEPTS: PACKET 3

I. Man's increasing dependence upon the auto has produced anincrease of carbon monoxide, nitrogen dioxide, and hydro-carbons in our atmosphere.

II. Incomplete combustion in the auto engine results in theproduction of carbon monoxide which effects the healthof man.

III. Hydrocarbons emitted in auto exhaust affect the growth ofplants.

IV. Nitrogen dioxide, emitted in auto exhaust, contributes toman's respiratory problems.


I

II

II

III

IV

1. Upon completion of this packet the studentwill list and describe, in a few sentences,three ways that man's increasing dependenceupon the auto has resulted in an increasein certain air pollutants.

2. After completing the prescribed activity thestudent will-State in a sentence how carbonmonoxide results from incomplete combustionin the auto engine.

3. Given a list of effects on man's health thestudent will choose the primary effect ofcarbon monoxide on man's health.

4. The student will select the main effect ofhydrocarbons, resulting from auto exhaust,on the growth of plants when given a list ofeffects on plant growth.

5. When presented with a list ofman's healthproblems, the student will select the respiratoryproblems that are aggravated by the increaseof nitrogen dioxide in the air we breath.

At this time take the pre-test.Obtaine a copy from your teacher.

2


ACTIVITIES


r . ,

1 A. You will complete A, B, and either C, D, or E.

a. A class seminar on how man's dependence uponthe automobile has lead to an increase in airpollution. After the discussion you willwrite a summary of the main ideas broughtforth in the seminar.

b. Answer the following question in a paragraph:"Are automobile an economic necessity inNorth America, knowing that the usage of theautomobile increases Air Pollution."

c. Chart a comparison of the number of auto's/person and how they were used in the post-war 1940's versus the number of autos's/person and how they were used in the early1970's.

d. Prepare a questionaire and graph the resultsfor at least five families, indicating dataon the type of use and the frequency of usedifferent family members make of the automobile.

e. Question 1, Case Study 8.5 in EnvironmentalPollution.


To obtain a greater understand of Concept II you will do A and B,and either C, D, or F.

A. A foundation for Concept II and be obtained byreading pp 23-27 in Air Pollution Primer, pp 96-100 and pp 113-115 in Environmental Pollution.Then complete questions one and two on pp 115-116 of Environmental Pollution. Relatedreadings which are recommened are listed below.

Air Pollution Primer p 38A Citizens Guide to Clean Air pp 83-84Progress and the Environment pp 84-85

B. Part one of Data Sheet 1.

3

C. Question 3, Case study 8.6 in EnvironmentalPollution.

D. Set up an experiment to show the effect ofvaring amounts of carbon monoxide on the activityand respiration of mice. (The instructor'sapproval is required for this experiment.)

E. Complete Data Sheet two after viewing the video-tape; "Auto Air Smog Relationship" by Chrysler'sDon Lofftus.

F. The carbon monoxide portion of Field Study 7.6in Environmental Pollution.


4 A. The following readings will provide you withthe background for Concept III. In thesereadings you should look for the effects ofhydrocarbons on plant growth.

5

Environmental Pollution pp 124-126A Citizens Guide to Clean Air p 86Air Pollution Primer pp 39-40 and p 82"From Ethylene"

Completion of the following activities will providean indepth look at Concept III.

B. Part two data sheet one

C. Data Sheet Three

D. A review of the film-loop; "The Effects ofEthylene Gas on the Growth of Bean Seedlings".

Concept IV Required Activities:

A. To obtain a working knowledge of Concept IV,read pp 119-122 in Environmental Pollution andp 41 and pp 55-74 in Air Pollution Primer.Keep in mind that nitrogen dioxides areaccused of being a cause of respiratory healthproblems. Reading the prescribed selectionsprovides only a basic background in to theair pollutant nitrogen dioxide. To furtheryour knowledge of Concept IV you will completeB and C, and either D, E, or F.

B. Part three of Data Sheet One.

C. Question 4, Case Study 8.6 in EnvironmentalPollution.

Pre"' rlP')!I

D. Data Sheet Four

E. In Eduquip Air Pollution Study Program Manual:Experiment 1 B, Chapter 4; "The Effect of NO2on Various Plants and Flowers."

F. The nitrogen dioxide portion of Field Study7.6 in Environmental Pollution.


5

--"T c:' rv."",. .

DATA SHEET 1

The automobile produces on the average 64 lbs. of carbonmonoxide, 600 lbs. of hydrocarbons, and 400 lbs. as it combustsa gallon of gasoline. Use the above knowledge and your ownresources to answer the following questions.

Part one:

1. How much carbon monoxide does your family car produceper mile?

2. Monitor your family car for four weeks. Graph theamounts of carbon monoxide per gallon produced eachweek. If you have more than one car in your family,monitor these also and compare the resulting graphs.

3. If we make the assumption that carbon monoxide moleculesare cubic in shape. At room temperature and pressure wecan assume that 64 lbs. of carbon monoxide will occupy31.4 cubic inches. If your family car was idling at20 mph, how long would it take to fill your living roomwith carbon monoxide?

4. How would increasing the amount of oxygen supplied tothe carborator decrease the above amounts of carbonmonoxide?

Part two;

1. How much hydrocarbons does your family car produce per mile?

2. Monitor your family car for four weeks Graph the amountsof hydrocarbons per gallon produced each week. If youhave more than one family car, monitor these also andcompare the graphs.

3. Why might some auto's produce more hydrocarbons thanothers? How can you tell when an auto is producinghydrocarbons?

4. How do you think the plants and trees in your area wouldbe effected if the number of autos kept increasing andthere were fewer pollution control standards.

Part three:

1. How much nitrogen dioxide does your family car produceper mile?

2. Monitor your family car for four weeks. Graph theamounts of nitrogen dioxide produced each week. If

6

r11.:BEST Ct...

you have more than one family car, monitor these alsoand compare the graphs.

3. In the area you live do you see any effects of nitrogendioxide on the respiratory problems of the people livingaround you? Why or why not?

7

?3,...S1 °T." '.0

DATA SHEET 2

Don Lofftus is a representative of Chrysler. After viewing his

presentation write a summary on how carbon monoxide is produced

by the auto engine and the effects on man's health by carbon

monoxide.

8

pr`'"ir ri:"! Fri E11

DATA SHEET 3

Th(: following questions, to be completed after your readings,will further clarify Concept IV.

1. What is the major source of hydrocarbons in theUnited States? . Approximatelynow many tons/year come from this source?

2. What are the two major components of a hydrocarbon?

A. B.

3. List three effects of ethylene on the growth of beanseedlings.

A.

B.

C.

4. What is meant by CARCENOGENIC.

9

BEST VP: 117.7. rIEDATA SHEET 4

As health director of the Angeles area, you are oftencalled upon to make press releases on the health of the peopleof this area. The EPA has recently requested that you, usingthe data from graph one, make known to the public the relationshipbetween this data and any increase in the respiratory problems ofthe people in the Los Angeles area. In your files you findgraph two, what whould you tell the people in this area aboutthe relationship seen in these graphs about respiratory problems,and the effect of an increase of nitrogen dioxide in their air.

Nitrogen oxides control should begin

800

700

600

500

400

300

200

100

./Wprocxramith no control

.0/

'4/

1

41

I

...W.

4\

. %../

r

\ 1

00. ...

1' J

1940 1950 1960 1970 1980 1990 2000As of end of year GRAPH ONE

10

Partial exhaust control._of hydrocarbons and

carbon monoxide

`With present controlprogram

60

55

45

40

35

30

25

20

15

10

5

A'

4.

..--

---tvc0-,r

*IP

1940 1950 1960 1970 1980 1990 2660

As of the end of the year GRAPH TWO

11

REST CCU''' TRTPAPPLE

Projections through2000, are based onthe idea that our Airwill be cleaner andthat general trendsof smokers continue

BEST ccPy Lat3LE


A Citizens Guide To Clean Air, The Conservation Foundation,Washington D. C., 1972.

Air Pollution Experiments For Junior And Senior High SchoolScience Classes, Hunter and Wohler, Air Pollution ControlAssociation, 1967.

AIR POLLUTION PRIMER, National Tuberculosis and RespiratoryDisease Association, New York,1969.

Environmental Pollution, Andrews, Moore, and LeRoy, Prentice-HallInc., New Jersey, 1972.

Eduquip Air Pollution Study Program Manual, Gordon, FrancisAssociates, Cambrige Mass., 1971.

Progress And The Environment, Shaver, Larkin, and Anctil,Houghton Mifflin Co., Boston, 1973.

12

CONCEPTS: PACKET 4

I. Many industries, that use coal as a fuel, are major sourcesof the air pollutant, sulfur dioxide.

II. Sulfur dioxide leads to the formation of sulfuric acid,which is corrosive to objects in the surrounding community.

III. Thermal inversions along with topographical features, suchas valleys and basins, contribute to air pollution episodes.

IV. The interaction of sunlight with certain air pollutantsresults in the formation of photochemical smog.


II

II

IT I

III

IV

IV

1. After completing a map of the St. Louis area,upon which the major sources of sulfur dioxideand particulate matter are located, thestudent will correctly select from a list ofindustries, those that are major sources ofsulfur dioxide.

2. Upon completion of the prescribed activities,the student will write a sentence describing howsulfur dioxide leads to the formation ofsulfuric acid.

3. Given a list of corrosive effects on certainobjects, the student will correctly select thecorrosive effect of sulfuric acid, formed fromsulfur dioxide, upon objects in the community.

4. Given a diagram of a valley, the student willdraw and label those conditions which willresult in an air pollution episode.

5. The student will correctly select factors thatinfluence an air pollution episode, given alist of possible factors.

6. After completing the assigned activities thestudent will complete a sentence describinghow photochemical smog is formed.

7. Given a list of air pollutants, the studentwill correctly identify two that are formedby a photochemical reaction.


38


1

2

3

4

nora_,.1.4! rim!?BEST


1. Many industries are major sources of the airpollutant, sulfur dioxide. Correctly circlethe industries below which are major sourcesof sulfur dioxide.

A. Concrete Plants

B. Power Plants

C. Sulfuric Acid Plants

D. Iron Foundries

2. In the space provided, describe in a sentencehow sulfur dioxide leads to the formation ofsulfuric acid.

3. Sulfuric acid is a corrosive agent. Correctlycircle the following corrosive effects whichare a result of the formation of sulfuric acidfrom sulfur dioxide in our air and which effectobjects in the community.

A. Discoloration of plants and other materials.

B. Etching of steel girders on bridges.

C. Dissolving of marble statues.

D. Eating away of paint on automobiles and houses.

4. Below is a diagram of a valley. Draw in andlabel those conditions which are necessary foran air pollution episode.

39

5 5. Many factors influence an air pollutionepisode. Correctly circle the followingfactors that contribute to an air pollutionepisode.

7

A. A warm air mass forming above a cold airmass

B. Steady accumulation of air contelinants

C. Normal air circulation

D. Moisture in the air

6. Photochemical smog results from the interactionof and

7. Correctly circle two of the following airpollutants that are formed photochemically.

A. Nitric oxides

B. Ozone

C. Pan (peroxyacetyl nitrate)

D. Sulfur dioxide

40


3.

2

3

REST Cni":

PRE-POST TEST .ANSWER KT YPACKET 4

1. Many industries are major sources of the airpollutant, sulfur dioxide. Correctly circlethe industries below which are major sourcesof sulfur dioxide.

A. Concrete Plants

B. Power Plants

Sulfuric Acid Plants

D. Iron Foundries

2. In the space provided, describe in a sentencehow sulfur dioxide leads to the formation 3fsulfuric acid.

Sulfuric acid is formed as a result of sulfur

dioxide reacting with water vapor in the

atmosphere.

3. Sulfuric acid is a corrosive agent. Correctlycircle the following corrosive effects whichare a result of the formation of sulfuric acidfrom sulfur dioxide in our air and which effectcbjEcts in the community.

Discoloration of plants and other materials.

Etching of steel girders on bridges.

Dissolving of marble statues.

Eating away of paint on automobiles and houses.

4 4. Below is a diagram of a valley. Draw in andlabel those conditions which are necessary foran air pollution episode.

WARM AIR LAYERACCUMULATIPOLLUTION

STAGNANT AIR

41

.COOLER AIR LAYLR

5

3FST CC??

5. Many factors influence an air pollution .

episode. Correctly circle the followingfactors that contribute to an air pollutionepisode.

A. A warm air mass forming above a cold airmass

B. Steady accumulation of air contaminants

C. Normal air circulation

D. Moisture in the air

6 6. Photochemical smog resultsof sunlight and polluta

7

from the. interaction.nts or nitrogen ioxide

7. correctly circle two of thepollutants that are formed

Nitric oxides

Ozone

following airphotochemically.

C. Pan (peroxyacet14 nitrate)

D. Sulfur dioxide


The Relationship of Weather and Air Pollution" may bePotpourri of the main industrialmislead ing. The packet is a Po

pollutant sulfur dioxide, and what is referred as contributingfactors. The contributing factors being thermal inversion andphotochemical smog.

Sulfur dioxide comes mainly from industries which usefossile fuels, such as coal, containing sulfur as an energy,source. When combusted, the sulfur is converted to sulfurdioxide, a colorless gas, with a sharp choki.g odor. Theodor is not to be confused with the odor of hydrogen sulfide,rotten eggs. Sulfur dioxide consitutes approximately 18%of the total accumulation of air pollutants. It is producedmainly by copper smelters, steel mills, oil refineries, papermills, sulfuric acid plants, and non-nucleur power plants.

Sulfur dioxide by itself is irritating to the upperrespiratory tract of man; however, the main problem with sulfurdioxide as an air pollutant stems from the reaction of sulfurdioxide with water vapor in the air to ford) sulfuric acid.The resultant sulfuric acid, the same acid used in auto batteries,is very corrosive to; metals, paints, skin and most othermaterials.

Thermal inversions and photochemical smog are not causes,they are more results or factors that contribute to the pollutionof our air. Briefly, thermal inversions are episodes in whichair pollutants accumulate in a layer of cold air neai the surfaceof the earth, trapped by stagmant air circulation and a lid ofwarmer air. These episodes are explained in greater depth inthe reading selections.

Photochemical smog can be thought of as an air pollutant;however, it is not spewed from any industrial smoke stack orexpelled from any auto exhaust pipe. Rather, it is formed fromthe interaction of air pollutants already in our air, and sunlightto form a new type of air pollution. The reaction is complicatedbut can be explained easily via an example. Ozone is producedin a reaction of nitrogen dioxide and sunlight. Nitrogen dioxideproduced by various sources is expelled into the atmosphere.Sunlight, radiant energy, reacts with the nitrogen dioxide toproduce nitrous oxide and an energetic oxygen as shown in thefollowing equation:

NO2 + = NO + 0*

The oxygen with extra energy reacts with atmosphereicoxygen (02) to form ozone (03). Ozone is very reactive, havinga very corrosive effect on many materials. In a similar manner

43

other photochemical reactions occur producing very noxious aircontaminants.

This is very elementary foundation upon which this packetis based. It is again urged that you take time to read furtherinto the subject of the causation of air pollution.

44


1



A. This activity is integrated into all threeportions of the unit on air polluters Themap the student will complete will be of theSt. Louis area. It will be facilitated by thefield trip the students take in Packet 2 ofthe problems section. Once the pollutors arelabeled, which is the heart of this activity, .

the student will use this map in the solutionsection to map air sampling sites. He will thenbe asked to make a correlation between wherethese sites are and where the polluters arelocated. You will need to provide each studentwith a copy of Data Sheet 1.

B. Mr: Mullins from Monsanto in the presentation"Industrial Environmental Pollution",discusses some of the industrial pollutantsand how they are dealt with. The studentis asked to compile a list of these industriesand their pollutants in. order that he may bettergrasp where the pollutants originate from inthe St. Louis Area.


2&3 A. A reading activity which will cover the produ-cers of sulfur dioxide and how the formationof sulfuric acid from it are corrosive to thesurrounding community.

2 B. A review of the readings is obtained by thestudent as he composes a paragraph on howsulfuric acid is formed by the reaction ofsulfur dicxide and water vapor in the air.

The student will complete two of the following activities.

2&3 C. This experiment from the Eduquip text, enablesthe student to see the effects of sulfur dioxideupon plants and flowers. It is explainedclearly in the text.

D. This question will give the student a feel forhow much sulfur dioxide is produced as comparedto the total accumulation of air pollutants.It also shows the major source of sulfur dioxideand how we might change the quantity of this

45

3ES1 re11.113LE

pollutant expelled into our atmosphere.

E. The answers to the questions complete theobjectives. The readings are the source ofthe answer, although they must transfer thisto a community situtation.

F. This activity deals with the measuring of sulfurdioxide in our air and comparing several differentsamplings in the area.

G. This activity includes the quantitivemeasurement of sulfur dioxide in the air webreathe. Here again samples may be gatheredfrom the surrounding area and the measurementscompared.


4&5 A. A reading activity which will explain what athermal inversion is and the factors that leadup to a thermal inversion episode.

B. The film-loop "The Thermal Inversion" availablewith this unit shows how a thermal inversionoccurs. The accompanying cassette explainsthe principles involved and how they lead toa thermal inversion.

4) /.3-5a)

a)

44 //a5

N / '45

44)

4)

C. The graphs of the data will look like the graphsbelow, The student should be 'able to chooseData B as that representative of thermalinversion. His reasoning should be based on thefact that there is a warm air layer over acooler air mass.

Data A

IR

117 -'4L c SC. te n. w Cr,

Temperature 6C46

Data B

6.'15

NMI NI

.10 h 5c cl '

Temperature 'C

D. The demonstration of a thermal inversion asin this activity is very similar to the one onthe film-loop. The only difference is thefact that this experiment is much easier toperform than the one in activity B.

E. This activity asks the student to pool hisknowledge of the factors that cause a thermalinversion and correlate it with informationabout the St. Louis area; its topography,air currents, and the quantity of air pol-lutants produced.

F. Another experiment similar to Activicy Dwhich enables the student to produce conditionsnecessary for a mock thermal inversion.


6617 A. The readings here will give the student a goodidea of how photochemical smog is produced andsome examples of constitnent of it. You willneed to give each student a copy of Data Sheet 2.Each student will complete activity A and Bplus two of the following activities C, D, E, Fand G.

B. This activity involves a data sheet which relatesto the readings in activity A.

C,D,E. These activities are all experiments out ofthe Eduquip text. They deal with the generationof photochemical smog and its effect uponvarious materials.

F. This is a reading activity with a review in theform of a paragraph describing the productionof photochemical smog.

G. The question deals with the fact that photochemicalsmog is formed in an interact of pollutantsand sunlight. The diagram will help them graspthe whole picture of the factors involved in athermal inversion.


47

BEST COPY AVAILABLE





Unit: Air Pollution: Packet IV



otir In +es

CONCEPTS: PACKET 4

I. Many industries, that use coal*as a fuel, are major sourcesof the air pollutant, sulfur dioxide.

II. Sulfur dioxide leads to the formation of sulfuric acid,which is corrosvie to objects in the surrounding community.

III. Thermal inversions along with topographical features, suchas valleys and basins, contribute to air pollution episodes.

IV. The interaction of sunlight with certain air pollutantsresults in the formation of photochemical smog.


I

II

II

III

III

IV

IV

1. After completing a map of the St. Louis area,upon which the major sources of sulfur dioxideand particulate matter are located, thestudent will correctly select from a list ofindustries, those that are major sources ofsulfur dioxide.

2. Upon completion of the prescribed activities,the student will write a sentence describing howsulfur dioxide leads to the formation ofsulfuric acid.

3. Given a list of corrosive effects on certainobjects, the student will correctly select thecorrosive effect of sulfuric acid, formed fromsulfur dioxide, upon objects in the community.

4. Given a diagram of a valley, the student willdraw and label those conditions which willresult in an air pollution episode.

5. The student will correctly select factors thatinfluence an air pollution episode, given alist of possible factors.

6. After completing the assigned activities thestudent will complete a sentence describingnow photochemical smog is formed.

7. Given a list of air pollutants, the studentwill correctly identify two that are formedby a photochemical reaction.


1


1

1

F:LST CCP? r.7.11ABLEACTIVITIES


A. Assume the EPA has recently employed you asdirector of clean air in the St. Louis area.You are an ardent employee and wish to strictlyenforce the air standards for sulfur dioxideand particulate matter. What industries inthe St.Louis Area would you suspect of emittinglarge quantaties of sulfur dioxide. and particulatematter? Locate these areas on the copy of amap of St. Louis that is provided, Data Sheet 1.How might you prove that these industries areemitting sulfur dioxide? (Note: Data collectedon the field trip in Packet One might helpsolve this question.)

B. After viewing the video-tape; "IndustrialEnvironmental Pollution" by Mr. Mullins ofMonsanto. Compile a list of the industries hementioned and their pollutants.


2&3 A. Reading the following selections will providea background for Concept II.

2

Environmental Pollution pp 106-108 and 111-112Air Pollution Primer pp 36-37 and p 80Progress and the Environment pp 85-87

B. From the readings, compose a paragraph describing howsulfuric acid is formed from sulfur dioxidein the air.

2&3 You will complete two of the following:

C. Experiment 1 A, chapter 4; "The Effect of SO2on Various Materials" in Eduquip Study Manual.

D. Question number 2, Case Study 8.6 in EnvironmentalPollution.

E. Answer the following questions in a paragraph:What type of fuel is used by the power plantwhich supplies your community? What is theaverage sulfur content of this fuel? Whateconomic factors contribute to the choice oftnis fuel? What effects to the surroundingsare apparent as a result of the production ofsulfur dioxide?

2

REST CCP': Vil:LREILE

F. The sulfur dioxide portion of Field Study 7.6in Environmental Pollution.

G. Field Study 7.8, "Sulfur Dioxide in the Air"in Environmental Pollution.


4 &5 A. Relating to Concept III, you will read pp 134-138 in Environmental Pollution and pp 12-18in Air Pollution Primer.

To provide you with a stronger foundation for ConceptIII, you will complete B and C, and D, E, or F.

B. After viewing the film-loop; "The ThermalInversion", you will draw a diagram of avalley explaining the principles broughtforth in the film-loop.

C. Graph Data A and Data B on two seperate graphs.Choose the graph that represents a thermalinversion and explain why it depicts a thermalinversion.

DATA A

Altitude Temperature

DATA B

Altitude Temperature625 Ft 80 C 625 Ft 80 C825 Ft 70 C 825 Ft 70 C925 Ft 55 C 875 Ft 65 C1125 Ft 40 C 925 Ft 72 C

1325 Ft 30 C 1125 Ft 40 C

D. Field study 7.10; "Demonstration of a TemperatureInversion" in Environmental Pollution.

E. Answer the following question in paragraph form.Could a thermal inversion episode ever threatenthe citizens in the St. Louis Area? If so, whatfactors would contribute to such an episode?

F. Experiment number 1, chapter 3; "TemperatureInversion" in EduQuip Study Manual.


6&7 A. The following readings will provide you with thebackground for Concept IV. Read pp 127-128 andpp 139-143 in Environmental Pollution, andpp 28-29 and pp 42-44 in Air Pollution Primer.

B. Complete Data Sheet 2, which relates to the abovereadings and also complete two of the following:

3

r-

1. Experiment 7, Chapter 2; "Ozone" in EduquipStudy Manual.

2. Experiment 1, Chapter 4; "The Generation ofPhotochemical Smog" in Eduquip Study Manual.

3. Experiment lc, Chapter 4; "The effects ofOzone on Various Materials" in Eduquip StudyManual.

4. Read pp 85-86 in A Citizen Guide to Clean Airand pp 87-88 in Progress and Environment, andwrite a paragraph describing how photochemicalsmog is formed and the main constitutent ofphotochemical smog.

5. Answer the following questions: Con youhypothesize why most photochemical smog problemsoccur in the afternoon? Explain the productionof photochemical smog by constructing a diagram.Label the necessary items for smog production.


4

DATA SHEET 1

Map of St. Louis and St. LouisCounty upon which may be locatedindustries from activity one A.

St. LouisCounty

,T CHARLESr tXJNT

IsSouRA

8F.ST CC P? 0.7".!tARLE

.44

/..4"'1---

4-- ..114 I

ari(

7

%

1 -4.%.

1-44 1.

JEFFERSON COUN T

5

-r

a_ -;

C ;.

!;;

i

./7

3;1

%ri

tr)cc)

'/

BEST COPY 1111111LARLE

DATA SHEET 2

Answer the following questions:

1. Is ozone naturally produced? If so what purpose does it serve?

2. Emission of from auto causes production ofadnormal amounts of Ozone in our lower atmosphere.

3. The term photochemical smog refers to the interaction ofand to produce

4. List in the space provided four photochemical constitutantsof smog.

A.

B.

C.

D.

6

- ,z:or itton A' " Pt" 17


A Citizens Guide To Clean Air, The Conservation Foundation,Washington D. C., 1972.

Air Pollution Ex eriments For Junior And Senior Hi h SchoolScience Classes, Hunter and Wohler, Air pollution ControlAssociation, 1967.

AIR POLLUTION PRIMER, National Tuberculosis and RespiratoryDisease Association, New York,1969.

Environmental Pollution, Andrews, Moore, and LeRoy, Prentice-HallInc., New Jersey, 1972.

Eduquip Air Pollution Study Program Manuals Gordon, FrancisAssociates, Cambrige Mass., 1971.

Progress And The Environment, Shaver, Larkin, and Anctil,Houghton Mifflin Co., Boston, 1973.

7

CONCEPTS: PACKET 5

I. The 1970 Clean Air Act, which is sometimes referred toas the 1970 amendments to the 1967 Air Quality Act, hasset limits for sulfur oxides, particulates, carbon monoxide,photochemical oxidants, hydrocarbons and nitrogen oxides.

II. The automobile industry is having technological and economicproblems meeting the air polity n standards set in the1970 law.

III. If the present laws prove inadequate, future legislationwill be needed to reduce air pollution.

Concepts BEHAVIORAL OBt:ECTIVES

I

II

II

III

1. After completing the assigned activities, thestudent will list the six major pollutantsregulated by the 1970 Clean Air Act.

2. After completing the assigned readings the studentwill participate verbally at least three separatetimes in a group discussion of 40 to 50minutes on the 1970 Clean Air Act. Then,after completing the group discussion, thestudent will correctly select from a list themajor components of the 1970 Clean Air Act.

3. After completing the packet and listening to thevideo-tape speaker representing Chrysler, thestudent will correctly select from a list, twoproblems of the automotive industry in meetingthe limits on emissions set by the 1970 law.

4. Given a list of proposals, the student willcorrectly select the proposal given by theautomotive industry, specifically ChryslerCorporation, as an alternative to the presentstandards to be met by 1976.

5. After completing the packet, the student willlist, in one sentence each, two reasons whyfuture legislation might be needed to reduceair pollution.


48


1

2

3


1. The 197() Clean Air Act regulates the emissions ofsix major air pollutants. In the space providedbelow, please list the six pollutants.

1.

2.

3.

4.

5.

6.

2. Select from the list below, some majorprovisions of the 1970 Clean Air Act.Circle the appropriate letter.

A. The law will emphasize local rather thannational ambient air quality standards

B. The law requires monitoring of pollutionemissions and public access to the records.

C. The lav has set deadlines for controllingmajor emissions for motor vehicles.

D. The hation has been divided into 25 airquality control regions.

E. All of the above

F. Both B and C

G. Both B, C and D

3. The automotive industry faces which of thefollowing problems in meeting the limits onemissions set by the 1970 law. Circle theappropriate letter(s).

A. In meeting the emission standards the automobilecompanies are developing engine systems whichconsume greater quantities of gasoline;thereby contributing to the energy crisis.

49

B. The cost of the anti-pollution devicesnecessary to meet the standards, is inthe opinion of the automobile industry,wasteful, unnecessary and unrealistic.

C. The industry lacks the technologicalability to manufacture any of the emissioncontrol devices.

D. The standards established in 1970 requires anew engine instead of the internal combustionengine. However, the type of engine was leftto the industry.

E. All of the above.

4. Chrysler Corporation has proposed an alternativeto the 1970 standards. Circle the correctproposal from the list below.

A. Reduce the federal standards by 50 percent,a "more realistic level."

B. Suspend permanently the federal standards andallow the states to establish their ownstandards based on need.

C. Congress should suspend the 1975-76 standards,and allow the EPA to establish new standardsbased on need, cost and feasibility.

D. The Supreme Court should rule the 1970Clean Air Act unconstitutional because theautomobile industry was denied due processof law.

5. In the space provided below, list two reasons inone sentence each, why future legislation mightbe needed to reduce air pollution.

A.

B.


1

2

3


1. The 1970 Clean Air Act regulates the emissions ofsix major air pollutants. In the space providedbelow, please list the six pollutants.

1.

2.

3.

Particulate

Su,fur Oxides

Carbon Monoxide

4, Photochemical Oxidants

5., Hydrocarbons

6. Nitrogen Oxides

2. Select from the list below, some majorprovisions of the 1970 Clean Air Act.Circle the appropriate letter.

A. The law will emphasize local rather thannational ambient air quality standards

B. The law requires monitoring of pollutionemissions anti public access to the records.

C. The law has set deadlines for controllingmajor emissions for motor vehicles.

D. The hation has been divided into 25 airquality control regions.

E. All of the above

Both B and C

G. Both B, C and D

3. The automotive industry faces which of thefollowing problems in meeting the limits onemissions set by the 1970 law. Circle theappropriate letter(s).

In meeting the emission standards the automobilecompanies are developing engine systems whichconsume greater quantities of gasoline;thereby contributing to the energy crisis.

51

0 B The cost of the anti-pollution devicesnecessary to meet the standards, is inthe opinion of the automobile industry,wasteful, unnecessary and unrealistic.

C. The industry lacks the technologicalability to manufacture any of the emissioncontrol devices.

D. The standards established in 1970 requires anew engine instead of the internal combustionengine. However, the type of engine was leftto the industry.

E. All of the above.

4 4. Chrysler Corporation has proposed an alternativeto the 1970 standards. Circle the correctproposal from the list below.

A. Reduce the federal standards by 50 percent,a "more realistic level."

B. Suspend permanently the federal standards andallow the states to establish their ownstandards based on need.

Congress should suspend the 1975-76 standards,and allow the EPA to establish new standardsbased on ne -d, cost and feasibility.

D. The Supreme Court should rule the 1970Clean Air Act unconstitutional because theautomobile industry was denied due processof law.

5 5. In the space provided below, list two reasons inone sentence each, why future legislation mightbe needed to reduce air pollution.

NOTE: The four most likely correct responses are:A. An increasing reliance upon the automobile

B. An increasing number of automobiles

C. A greater concentration of auto traffic in

urban areas

D. Present standards might prove to be inadequate

52

BACKGROUN;) INIMRMATIONPACKET 5

Some two and a half years have passed since Congress enactedand the President signed the Clean Air Act of 1970, setting inmotion a vigorous attack on air pollution in the U. S. The act

has been called the single most important piece of environmentallegislation ever passed by Congress. That statement is debatable.However, the law does have far reaching effects.

What follows is a condensation of the major components ofthe 1970 Clean Air Act. (Hereafter referred to as "the act."

1. The act established Air Quality Control Regions. These arethe geographic units in which the control processes takeplace. The country has been divided into about 250 regions.Regional boundaries are based on such factors asurbanization, topography, climate and special factorsaffecting the air quality conditions for a given area.

2. The act established National Ambient Air Quality Standards.These standards are maximum levels permitted for airpollutants. The important item to understand with respectto air standards is the fact that there are two kinds ofstandards; primary and secondary. Primary standards aredesigned to protect public health while secondary standardsare designed to protect public welfare.

3. One of the important aspects of the act was the ImplementationPlans. By now, all of the regions have established animplementation plan.

4. The act has set deadlines for automobile emissions. The1975 model year was the deadline date for emissions ofcarbon monoxide and hydrocarbons. However, in 1973 theEPA (Environmental Protection Agency) granted the automakersa one year extension. The automobile manufacturers stillcontend that these standards are too tough. Herein liesthe controversy.

5. As with the nature of any law, the Act has a strong enforcementsection. If a state fails to enforce the emission standards;then the EPA, representing the federal government, may stepin and enforce the law.

6. In addition to the ambient air standards, the act requiresthe EPA to set Standards of Performance for new and"modified" stationary sources of pollution. This sectionof the law places direct limitations for all major pollutantsform specified types of sources, such as Portland CementPlants and municipal incinerators.

53

BEST COPY

The EPA has set the national ilmhient air quality standardsfor six major classes of pollutants as listed in the table onthe palrl,

NATIONAL Amini.:Nri AIR 1)1.1A1.ITli ST.ANDARD,.:

rumat t Srrondar t.Pralulan1

Particulate: att ertmtaal gcilitteli it; Ittealt

Maximum 24 how consent! :11111'

Sulfur (hicksAnimal ;it Outwits Walt%las .24 hour concenti own%las maim 1 hoot ...oncentrat It1:1

(*urban Monoxide

Sla.utium I hoot concentration*Phoittaliemical (hid:AntsMaxtmloil 1 11,111 co:wenn:Own

lidrocarhonsMaxmmmIllottilhAlmM

olmomawmIiIrogen Oxide'.

nnu.11 at ill-mu:tic Mean

76

260 1 ill

SO t t ppoti tat 1.02 ppmthi 1 1.1 ppo) 2h 1.1 ppm)

1.100 (.5 ppm)

II) (9 ppm40 116 ppm) as minim-%

I i Os ppm 1 same its primary

I (to t.24 ppti sonic as pi Omit-%

100 1 (16 ppm) Name as primary

I All ttleasitiements ale epressed in MI% rortant pt t llhli nict CT (tot m:4 esseill for

(tn,... t i ,artson monoxide. which are expressed in milligram% per irtlic meter angm3.

1-41 .valent tneasurement tn parts per million (ppm) arc given for the gaseous pollutants.)

os..1 It, ha l'L ceded more than once .1 sear

For a better understanding of the 1970 Clean Air Act, theinstructor should read:

1. A Citizens' Guide to Clean Air, The ConservationFoundation, 1972, 1717 Massachusetts Ave., N. W.,Washington, D. C. 20036.

2. "Enforcing the Clean Air Act of 1970," ScientificAmerican, June, 1973, Volume 228, Number 6, pages14-21. (A* excellent article)

One of the important ramifications of the 1970 Clean AirAct is the criticisms the law has received from the automobileindustry. The auto industry contends that the law is toorigid: therefore, the standards should be suspended and revised.Chrysler would like to meet some type of standards without theuse of a catylst. However, the automobile industry also statesthat the technology is not available to meet all of the standards.

The second important contention by the automobile industryis the cost factor. Based on the literature provided to theEEE project by Chrysler Coroporation, the automakers find twospecific drawbacks of the 1970 Clean Air Act.

54

1. Chrysler states that costs would be eight times greaterthan benefits. Notice, that the one million dollars inbenefits, as a result of the law, is only to "materialand vegetation" but not to health.

2. Chrysler states that the waste of resources as a resultof the proposed emission control systems is too costly.It is generally recognized that present emission controlsystems result in an increase in fuel consumption andconcurrently an increase in cost.

Therefore, the automobile industry feels that (using Chrysler'swords) "the country is headed for an economic and technologicalconfrontation." One of the tasks of the instructor of thisair pollution unit is to help the student(s) understand themeaning and implications of this possible confrontation.

Concept III (if the present laws prove inadequate, thenfuture legislation will be needed to reduce air pollution)becomes an important topic of discussion as a result of the pos-sible impending confrontation between the auto industry withits powerful lobby, and the federal government. If the autoindustry is effective, then the 1970 Clean Air Act will beamended.

On the other hand, if the American people continue theirheavy reliance upon the automobile and the number ofautomobiles continues in its dramatic rise; then futurelegislation with stricter standards might be needed.

Some little tidbits of eco-trivia to the disbeliever ofthe need for tough omission standards.

1. Dateline-Tokyo: Residents of this huge metropolis canpurchase oxygen from clean air machinesin the downtown area.

2. Dateline-Los Angles: During smog alerts, trafficcops sometimes wear masks.

55




1&2 A. The first activity is a reading assignment.This reading assignment is designed to preparethe student for the group discussion ofactivity two. The Citizen's Guide to CleanAir has three sections of readings for thestudents. However, the teacher should familiarizehimself with the entire pamphlet. There is anexcellent appendix is a glossary which is nothighly technical. Be sure to point out thisglossary to the students. Students shouldlock for pollutants which are regulated by theClean Air At of 1970. The second reading,from Progress and the Environment, pages 95-100, is important. Within this reading arecontradictions to the Chrysler articles foundin the student packet.

2 B. This activity is merely an extension of activityone. Having familiarized himself with readings,the instructor should strive to obtain thefollowing goals for the group discussion:

1. Students should continue to develop anduse good discussion skills.

2. Develop a clear understanding of themeaning of the 1970 Clean Air Act. Thereare some terms that might have caused thestudents some problems. The beginning ofthe discussion is a good time to have thestudents try to define terms, such as, ambient,parts per million, emission standards andvariance.

3. It is very important that the studentunderstands the emission standards forautomobiles. Dates are very seldom mentionedin ecology; however, the students shouldbe made aware of the deadline dates forautomobile emissions. Some students mighthave difficulty with understanding what ismeant by "90 percent from 1970's partiallycontrolled level." Through group discussion,seek a clarification of the dates.

56

4. Durinc, the last part of the discussion,the instructor should set the frameworkfor the possible confrontation between thefederal government (EPA) and the automobileindustry over the emission standards to bemet.

1&2 C&D These activities are simple writing assignmentsdesigned to aid the student in understandingthe 1970 Clean Air Act. The only area theinstructor needs to he concerned with is theprimary and secondary standards. Make surethe students emphasize that the primarystandards are designed to protect public health.


3 &4 A, The reading assignment presents ChryslerCorporations views on both the air pollutionproblem and the 1970 Clean Air Act.Obviously, Chrysler presents a different setof statistics and data. The instructor mightbe confronted by a confused student at thiptime. After reading the Chrysler materj.a1 andthe readings in Concept I, Activity A, a studentmight, and hopefully will, question the accuracyof some of the data. This is good. Point outto the student(s) that one of the problems instudying air pollution is the accuracy of someof the data.

5

B. The video-tape used as this activity is availablethrough the Administration Building, Mr. VerlinAbbott, Parkway School District. Because ofthree high schools in the district, it will benecessary to reserve the tape a few weeks inadvance. The instructor should have copies ofthe Data Sheet 1 available for the students.


A. This activity is a group discussion. Again,one of the purposes of the discussion is forthe students to practice developing gooddiscussion skills. This is an important discus-sion because the instructor has two functionsto fullfill.

1. Two possible routes of legislation candevelop. First of all, if the automobileindustry has its way, the standards inthe 1970 Clean Air Act will be suspended.

57

Ask the students their opinions of theneed for lowering the emission standards.The second route of legislation is passageof stricter emission laws. Man's increasingdependence upon the automobile and increasingnumbers of automobiles might require thisaction. During this discussion, try to limitthe topic to legislation. Mass transitand changing life styles will be discussedin later packets.

2. If time allows, this is a good time to seekclarification of the variety (and sometimescontradictory) data presented. Studentdiscussion can center around the datapresented by Chrysler and the accuracy ofthe data. If some students are reallyinterested, a research project could be theresult of this discussion.

B. This is an inquiry activity. If a student isreally interested in local standards and/orfurther information, this might be of interest.This is definitely an independent student act-ivity with the teacher only providing assistancein the areas of where to seek information. Onepossible source of information is St. LouisCountys' Air Pollution Control Office, 801S. Brentwood Blvd. Tel No. 726 1100


58

BEST COPY 11111.0...:

SETTING

Since most environmental problems are man-made; thepossible solutions should come from man. Air pollution is cneof those environmental problems and man either has or is inthe process of developing the know-how to solve certainaspects of the problem.

Possible solutions can develop in three areas. First,man can and has passed laws regulating the amount and typeof pollutants that can be placed in the air. Secondly, manthrough scientific research can develop the technologynecessary to keep automotive and industrial pollutants fromever being placed in the atmosphere. Finally, and perhaps themost impOrtant and most lasting of all possible solutionsis for man to develop a value system which reflects a concernfor preventing and eliminating air pollution.

1

BEST CO? Y AVrai:71.E





Unit: Air Pollution: Packet V

BY:Robert GoodeWayne MosherTom Dollmann


CLST rnov r1AsZ

CONCEPTS; PACKET 5

I. The 1970 Clean Air Act, which is sometimes referred toas the 1970 amendments to the 1967 Air Quality Act, hasset limits for sulfur oxides, particulates, carbon monoxide,photochemical oxidants, hydrocarbons and nitrogen oxides.

II. The automobile industry is having technological and economicproblems meeting the air pollution standards set in the1970 law.

III. If the present laws prove inadequate, future legislationwill be needed to reduce air pollution.


I

I

II

II

III

1. After completing the assigned activities, thestudent will list the six major pollutantsregulated by the 1970 Clean Air Act.

2. After completing the assigned readings the studertwill participate verbally at least three separatetimes in a group discussion of 40 to 50minutes on the 1970 Clean Air Act. Then,after completing the group discussion, thestudent will correctly select from a list the,major components of the 1970 Clean Air Act.

3. After completing the packet and listening to thevideo-tape speaker representing Chrysler, thestudent will correctly select from a list, twoproblems of the automotive industry in meetingthe limits on emissions set by the 1970 law.

4. Given a list of proposals, the student willcorrectly select the proposal given by theautomotive industry, specifically ChryslerCorporation, as an alternative to the presentstandards to be met by 1976.

5. After completing the packet, the student willlist, in one sentence each, two reasons whyfuture legislation might be needed to reduceair pollution.


2


ACTIVITIES BEST COPY AVAltrint,

Concepts I Required Activities:

1&2 A. The following readings pertain to behaCoralobjectives one and two. Other readings areavailable, and if interested one can refer tothe student bibliography at the end of thispacket. Look for pollutants regulated byClean Air Act of 1970.

2

2

1

A. A Citizens Guide to Clean Air, Requiredreading is pages 15 to 19; optionalreadings are pages 27-35 and pages 42-61.

B. Progress And The Environment: Water AndAir Pollution, Read pages 95-100.

B. After reading about the 1970 Clean Air Act youshould participate in a group discussion toclarify the major components of the 1970 CleanAir Act. The second part of the discussionwill explore the implications of this piece oflegislation.

C. Prepare a paragraph summary or an outline ofwhat steps are taken during an air pollutionepisode as described in the 1970 Clean AirAct. Limit your summary or outline to one page.

D. List the limits set in parts per million for thesix major air pollutants controlled by the 1970law. Then explain in one paragraph why thereare primary and secondary national ambiant airquality standards.


3&4 A. The following readings, found in this packet,pertain to Concept II.

A NOT TO THE READER:

The automobile industry has reactednegatively to the 1970 Clean Air Act. Theindustry has disagreed with both the emissionstandards to be met and the deadline date bywhich they must meet these standards.

In reading the following four articles byChrysler Corporation, at all times keep the

3

BEST CC?d r::::::!..ram14E

source of information in mind. These fol.,:articles are included so as to present taereader with the automobile industry's pointof view. Be alert to the fact that the datapresented is from the automobile industry.Chrysler Corporation is one of the "big three"of the automobile industry. Chrysler'sviewpoint generally represents and mirrors theattitude of the other two manufacturers; Fordand General Motors.

A. "Let's Have Clean Air - But Let's NotThrow Money Away."

B. "Position Statement by Chrysler Corporationon the Health Effects of Automotive Emissions."

C. "Thirty Handy Facts on Safety, Highways andEmissions."

D. "The Air Is Getting Cleaner (To Bad It'sStill A Secret)"

3&4 B. A video-tape is available at this time. Thespeaker is Don Loftus representing ChrylserCorporation. Mr. Loftus presents the automobileindustries views and attitudes relating to the1970 Clen Air Act. When listening to the speaker,take notes of the main points of the presentation.Before viewing the video-tape, ask you instructorfor a copy of the Data Sheet 1.

5


A. You should participate in a discussion on thepossible need for future legislation to reduceair pollution. Before the group discussion,review the position of the automobile industryand the provisions of the 1970 Clean Air Actfor local standards.

B. An optional inquiry activity: Are local ambiantair quality standards different from the 1970standards? If so, what pollutants have differentstandards? If possible, inquire as to why thelocal standards are different from the nationalstandards. A possible source of information isSt. Louis County's Air Pollution Control Office,801 S. Brentwood Blvd. Tel. 726 - 1100.


4

DATA SHEET 1 3tST Cf

r

Video-tape presentation by M . Don Loftus representing ChryslerCorporation.

1. According to Mr. Loftus, how serious is the air pollutionproblem?

2. According to Mr. Loftus, what are two problems encounteredby the automobile industry in trying to meet the 1970 emis-sion standards?

A.

13.

3. What does Mr. Loftus propose as an alternative to thepresent standards as established in the 1970 Clean Air Act?

5

9

nAn.inn 141 -.41)1\4) 114) 1110).1411 1:() pun apptotioUt Ito

ra4.1411 %t pnuitli.

Ilpi(%11 .1r, Ilo11.)11114.1 11:4.1.111 (, I' ,11filtal

%WM 1.)t, .1u1,1):1"1. -4:16 I alp ''IJ. 1 1 111.11

vi na.si 11.1711)A1111 In o Itt.) "i 11' 111'' "'"1 "'I "3")1"11" "I" 4"11"" pailoillit).11111 141 .00111 WTI 111.1.)14111

I in iprav? tInipp.)mpui 9111.. /rip 1.)1.1 .1111 parolia v) (taw ) m

'3/411.11113 1 =(11 1 1'01-101101131111 10.1.)\.1 %1T111 1114-).1.111

1!(1 .1 NMI! 1147/' .111 .4.)P141/O .41/1)1.4%1111')

'9161 VII '11141 0161 MOM Il.14,1.1411 116 14.111114./ 411 /.4011 -111141.W.)0.11) "t'! Bilotti witpp.)

p

vl ..1:49,!ttto 41,1 lolt/411111' 1.114111

IMO '711:141 .14111t)

t 161 111:41111%

.191

13V I:11V NV313 OL61.

'ODA J" PV .11V lir4rj ay) 1% 1i(r4.0 19 J. -.o.i.t9(1...owir .19) (In

?Itntir.lia mop, Aat,A.In j(1 irati r .4(?%

In(I .141 Jam) Itt.litt.0%.1:111r t11.41j011 1111 111 114)11111:14).mi 1(1 mi .119 %1.% .:1?S%

9301X0 N390 3/IN

31:11XONOIN N088Y3

SNOOLIV3 -OVIOAH

%OS

%0L

(S13A31 0311011..NOONAINMIA) 14001

SNOISS1113 .1.StIVHX3 NI sotionau

44.1,4.1

041410.141 1111111111141 1i1' 91 It: if ol.)11 I' .4? ap p 4111 .41191,11;1p

lit)%i 411 1.1 %LIAM:1114 A11.4111111 .,111 '4141111r11' .11111!./.141 111W111149111 411../11.111' 1111111 1111 '1llyli snuIn' .111) mopr nival

pm? ti.111:1111,4i1 .91 tint.) 5.111 11,4411.7i

%1114 thi IMP 1/14ittt1.ta %tal too Si 7:11i 1.141%i 11-11 litt opop 'to:trim' oiLL ;?41111. 11'111 ;Int it'4.t.o 144 11111

-.1111. .sptiotItopir p'tp %liplp.ii1141.4 I 141 .14171.111 .191 imp "Tiffin.; waffilinf.),ffinit1 111 :1111111111 .1111 111)1111,1

ini.ff %num ) -01 %;11414111

1144 I. pi apil1)i etit toy, .11 um' 111 11 .11 p.,144,%111. 1.1.1q. SII-411.411 .111

%tiro) 01,11,114.41 %ILI 491 1.1.)111.11

III 11111i 141 liwt1 -441 11 ...11.1% 4111 144 ) 111'.11 .1411 1\1111 1111

111 1.10114111 11'1111 III %.11.111n1f III

S101:11NO3 NOISSIW3 JO At101694

...mi1.1111a 1 \11 4111111111I! tl 10.1111t14 .s.1?.4.1.1111 11 11o1r-..111) 4111 1.4

141111?11 "111114 4111 un 141114 411111)41111111 11111

111.41 i.11. 1? 4%1111 ;111104 11111 :01114141 .9 1(pm( -01nr Istif pawl .4.11r,*(Illr try tti.99111(1 r

.1no 911,4 1?111 141 till. .latun:11nl lir.11.1A11 4111 1,1 pm' 1111:11

paplai (Pi 4tiinit'.)!1(1111: 71111114ya I owl Is a vni

:imp° inn 14111.1(1 tIu41 U1.).)1141.1 Ittotil JO .aithoPs ....)nisnit op ,om .irm p.1.).91r 4.11 ?4

timli ..11Appur.1 'St11.111).11.11,41 'sill)! win:14J Jo 11111!.111.4 1111.11: 1? Ili papaIlin... 111..11

-"milts! lsti(Itituine .111) %al 1,..1111 .1111 )

1 4

ON

A bl '1

.11, iAe jitio to ^

rall 10141 Alf elgel6 oket4 Uri

sources. such as turbines. electricity, and steamwere often suggested as logical approaches tomeeting the IltW standards.

t.iyen all these assumptions. it is a little easierto urielepand how men who were sincerely tryingto solve what they believed to be a very real prob.km could devise the IWO Act. The motivationwas strong, and in the absence of fact, a stringentapptoach seemed to he the most appropriate.

MEETING THE STANDARDS

The initial industry response, after the shockwore oil, was to determine how to inert thosestandards. Our engineers explored the suggestedalternative -- turbines. electricity, and steam. Butextensive testing and experimentation led to theconclusion that within the time limits imposed onthe industry. there seems to he no power sourceother than the internal combustion engine thatwill meet the requirements for driveability.durability. fuel consumption. and cost.

Basically the same drawbacks apply to thesecond option. emission control devices added onoutside the engine. These catalytic and reactorapplications leave a hit to be desired in term.. ofcost. eflieieney. and durability.

'lime third option is to continue improving theinternal combustion engine. The industry hasalready made a great deal of progress with thisapproach. and at a reasonable cost to the con-sume!. That progress was adequately summed upby Dr. 1. J. Ilaagen.Smit. head of California'sAir lieslairces, Board and the man who firstdiscovered the automobile's role in photochemicalsmog. whet% he observed: -The problem is .0 far4,1,er the hump that I'm beginning to lose interest.-

ASKING THE WRONG QUESTION

I hat (*41.111.10%11111 114)1111% up what is wing withthe way foam people in the automobile industrybase been (leafing with the issue Certainly theautomobile companies have an obligation totry to meet government standards. But they also

7

BEST COPY 11,11A!!PinIE

REDUCTON IN EXHAUST EMISSIONS(1970 CLEAN AIR ACT AMENDMENTS)lam11.1=97% 1975 MN% .1975 93% 1976

HYDRO-CARBONS

Fig. 2

CARBONMONOXIDE

NITROGENOXIDES

WHY CONGRESS SET THE 1975-76 STANDARDS

The 1970 Clean Air .\et was passed at a timewhen many people kared that the country wasalready at the point of national asphyxiation. andthe automobile was presumed lo he the majorsource. This assumption was based larwly on areport prepared within HEW. before the formationof EPA. suggesting the reforms needed to protectthe public health and welfare.

This report presumed the worst possible cambination of all conditions. It used the lowest levelsat which emissions had any effect in laboratorystudies, the highest recorded atmospheric concen-trations. and the largest projected increase invehicle population.

When Congress drafted the IWO Act. it reliedon this HEW paper. and also made a number ofother assumptions of its own. Reflecting attitudesthen generally held. the Congress assumed thatthe nation's air was getting steadily worse. andthat the automobile was the primary cause. Itassumed that automobile emissions were the majorsource of pollutams that are harmful to health.It also assumed that the automobile industry.with its history of technological progress. couldeasily reach almost total emission reductions if itreally wanted to. or had to. Alternative. power

11.11,v .111 11)11 141 exprest. their opunon hadlaw. ex et xone has concentrated too muchutl till' 911('ll(111 (11 /1(111 them' stalItiald.. are to 1wmet, iliteod ot raising the far more relexantquestion: rchl should their be wet?

NEW SCIENTIFIC INFORMATION

fixer since the I :lean fir Act was passed there11.1%e been concerted efforts 111 the ..cieolitic andtechnological ri1111111111111(. Ill gather the tartsrequired fur a rasoped, unemotional. ititOrmellaproarli to identik and solxing the air(lain% problem. Rut in ill seeing a grimingnumber Id debates and IiiSCIPillliN IA er thevalidlts III the standards. we are fiats/an11x114.111:1,2.141 hti 11..11111111 telling of some Ii al ofimagined breakthrough or failure In the struggleto meet them.

It .41'111. that all 441 this is totallx beside thepoint III till' tall 1. 111:11 Italie !n gatliviedabout thi .ssumptilms that were bring madeback in the late trUs IA the piddle .1.11141 I. % thosepressing for rleaper air. 1 loise facts .111 theyue.11on of %11%

111.1. Al' a number of the km aigniii1j1111,. awlthe facts now axailable winch white them:

CITY AIR IS GETTING CLEANER

Tile lost auniptioo was that %Mel ic.i's airquoin% was gutting leallilx %%41/.1%

he ;act is. art lit a reurill tud% for the(.414on :1 tin fat% ironmntal QualltN. there Ilai. bevn.1 impliArnient in air ipialits 111 (.1111.

mono les 4it all sues.I hee impioxemetits. of I imre. are .1 Inuit 411

the work that has been done 14% othig indusli ie.111 I ,ifor,,Ihttg emissions 110111 tational.% sources..11141 also Ihe repla4 ruirnl 'It older eau- IA thoseequipped v. 011 ettectixe control ilex ices -coin! 411.wilt, h weir being ileyeloped long liefOre ecologx1canie a I:no-4144141 word.

8

;AST CCN

AUTOMOTIVE ATMOSPHERIC IMPROVEMENTSIN UNITED STATES

.1-1 \..-twelIK I D

1

osa 'MOO

Fig. 3

. -J.tea Imo IMO

1s these improvements continue. there will b.'continued improvement in air quality. t .'it

NATURE OUT-POLLUTES MAN

hr wont! aSsU1111)1I0II Was that 111.111 - -anti

especially his autontobile--was the prime sourceof emissions.

The fact is that nature] itself. and not man.is the' major tOUret` of the tree basic atmosphericgases etnitted In the automobile. Perhaps themost surprising discovery in 1.- ist %ear is thetart that natural sources roost:intik proiliwe about1 time. a matt, oxides out nitrogen as snail.about II) little'- as much carbon monoxide. andsix times as man% lax drocarbons. I Fig

EMISSIONSNATURAL VS. MAN-MADE SOURCES

NEM=Ma

IMMO

11111101111G

NATURE MANNITROGEN OXIDES

Fig. 4

111=111111

1111111111111

NATURE MAN NATURE MANCARBON MONOXIDE HYDROCARBONS

NATURE CLEANS THE AIR

Thiiptier, it has been doer mined that natureis not old% a st burry for these substances, but italso has llectie ua of disposing of them.just one example of the natural disposal sys-tems. fungus in the soil m the 1 idled Statesalto', has the caparit% tee ronsume more thandouble the total carbon monoxide produced b% allthe nog or %chides and factories in the world.1 Ins is not to sa% there should be no motor vehicle

eontrols, but it does help show that auto-motive emissions are not the problem many °neebelieved.AUTOMOTIVE THREAT EXAGGERATED

The third assumption was that the automobilewas a primary source of emissions that areharmful to health.

The fact is that while the automobile ma% hethe source of 1 percent ot this country's man-made emissions b% weight. weight is not a validmeasurement of harmfulness. 1etuallY. concen-tration and toxicit% are the important htetors. Infact. looking across the entire spectrum of airpollutants. it is now estimated that motor vehiclesaccount lot onl% :ikon 10 percent of the totalproblem of entelllialk harmful emissions producedb% I Fig.. :")i

EVALUATION OF TOTAL MAN-MADE U.S. EMISSIONSBY ENVIRONMENTAL EFFECTS (TOXICITY)

(1969)

100%

EMISSIONPERCENTAGE

10%12%

Fig. 5

OTHER

MOTOR VEHICLES

9

BEST COPY ,41.71PABLE

EMISSIONS AT SAFE LEVELS

I I is common knowledge that prolonged 1111LIEV

to extremely high levels of any pollutants-- intuling the automotive emissionscan ha% e an aikerseeffit on health or behavior. llowe%er. the factis that in heavily populated urban areas, there is _0evidence that even prolonged ex; are to averagestreet level concentrations of automotive emissionsis a threat to health.

For example, present studies show the carbonmonoxide blood levels of non-smokers in thecrowded cities. across the country are a Ireadwell below the two percent level that the VAset as a goal for good health. f Fig. (it That is also.incidentally, well below the CO blond level ofsmokers who are in the live to 12 percent range.

AVERAGE CARBON MONOXIDE BLOOD LEVELS

GROUPS CO BLOOD LEVEL

SMOKERS 5% 12%

NON-SMOKERS

Chicago 1.88%New York 1.43%Washington. D.C. 1.39%Denver 1.90%San Francisco 1.65%Seattle 1.56%

Fig. 6

Certainl% where controls are needed, controlsshould l imposed. And certainly automobile emis.sions should be controlled to a degree that thescientific evidence shows is necessary to protectpublic health and welfare. But to go beyond thepoint of effective control of automotive emissionsis to divert resources that should be used to attackour mans other environmental and social problems.The nation has no shortage of problems to besolved, but its resources are limited. We ought touse those resources wisely, applying them onl% toscientifically established needs.

1975-76 STANDARDS HAVE LIMITED BENErIT

Fourthit was assumed that the 1975,-76 stand-ards were necessary to achieve a desirable airquality.

The facts indicate they are not. There here anumber of inaccuracies in the assumptions used toestablish the automotive emission levels. Accord-ingly. EPA is currently reviewing the calculationsfor the automotive standards. In addition. EPAhas also said that the original ambient air qualitystandard for oxides of nitrogen may be too restric-tive because of error: in the method used tomeasure atmospheric concentrations. As a result,the original standard for ambient oxides of nitro-gen is also under rcview by EPA.

A MORE REALISTIC APPROACH

California. which is highly susceptible to airpollution problems. believes that the 1973-76 federalautomotive emission standards are more restrictivethan necessary. California has recommended1473-76 standards which are very stringent. butmore realistic than the federal standards, and whichare tough ..,h to meet the requirements of theslate with the worst automotive emission problemin the country. California is ask* for a 41- percentreduction rn lustre carbons from uncontrolled levels,an 81 percent reduction in carbon monoxide, and a7) percent reduction in oxides of nitrogen. t Figs 71

ENVIRONMENTAL. OVERKILL

Filth. --it was assumed that the average citi-'en. simply le driving his car. contributes anol.adinate amount of pollution to the air.

FEDERAL AND CALIFORNIA STANDARDS

PERCENT REDUCTION(from uncontr-Iled levels)

HC CO NOx

Federal 97 96 93

California 94 81 75Fig. 7

10

BEST COPY AVAILABLE

The fact is that each vehicle with present con-trols rontributes extremely small anumnts. If weapply the even inure stringent 1476 automotivestandards to other activities of the aYerage carowner. we find that the vegetation in his bark)ard. just in the process of growing and decaying.would give off as many hydrocarbons as hisantomohil.

If he burns one log in his fireplace. he'll haveused up his daily allotment of carbon monoxide.If 1,, 's using oil heat. h's limited to three gallonsof oil each day. which will last about eight hours,or hell he (Ayr the limit in oxides of nitrogen.This is the degree of overkill represented k the107(i standards.

ANNUAL BENEFITS BY SOURCE(EPA PROJECTIONS-1971)

(MILLIONS)

HI AI TNRESIDENTIAL

PROPERTY

MATERANL

VEOETalCONTROL

It COST

FAotsdp S ' 5 * S 945 S 945 $ 8.385

Sohd Wash. 112 145 119 436 224

Statfoney Fuel 3 812 3.267 2.366 9.445 2.476Comoenhon

incIu%trtdI Pm( PAPS 1 413 1 302 734 3 350 1 213

Studaird

todush.o% Not StRthort (I 0 0

id.wellartpott 0 0 0

TOTAL BENEFIT 55.391 $4 615 $4.164 $14,176 $12298

'neva. int., .... H...4.1. I PA dv

Fig. 8

COSTS 8 TIMES GREATER THAN BENEFITS

Sixthit was assumed that the benefits ofthe4- standards would more than pistil% the (mi.

The fail is that Iwo different goemmentlull.'. '',"11% the "Plmisilt% 19-.2 Eh'[quirt to I "(ffigre., estimates that in 1977. whenall controls (in motor vehicles are in effect. theannual cost of tine... controls will IR' more than...;8 billion. The projected national annual henentIle "material and xegetatioo- be les- thanbillion. The El' repo points out that healthbenefits were excluded limn the estimate "because

of an .11111.4 complete lack tit data" establishingthe health efiect, 41t. I ,(1 monoxide.a 1111 t1.. arid oxide. III )) g ) at ambient levels.

I I

uccasionally a '411411,4..11e isolated stuik doesappear 1(I 410% .111 'verse health effect fnunabinwtitalk high roncentratin... usually in com-bination with some other health or environmentallacnir. I II ,%.r. these same studies. whenlepeated under (aretulk, controlled conditionswines-4.11496%e of the normal cit% environmentgenerally 11.1%I ma been %alidated. The hi/ isilmi teat, 1)1 tewart.h. 'DI twig mill n% 101.

p Pie 411 blind/11h Ili WileS, Mid III111.1111 lirrelcopell tin eri

dim, I. 5111114 (1711 th from .irerisg .lut el% 1,l milemiedi eilliS111111A.

ESTIMATED COST OF EMISSION CONTROLcost 'PRICE,

PER CAR5600

400..

100

100

Fig. 9

1975 76 Federal Standards

1975 California Standards

Present Federal Standards

. .1

70 70 40 SO 60 10 SO 90 100PERCENT AUTO EMISSION CONTROL

WHY COSTS ARE SO HIGH

Fhe cost estimate ot dies, I ontrol comes from.1 stink LIE the 1 11114 I 411 'e 11111I :11111 l twilfirogs.Jig 91 X, oiding to this «port. the 1975-7(1

-.141,11,1141, I Illlltl hose the puce of a new.11 11111111 the 111%1 III the

.111111/ 1114 it% all()Lit (Me .third of that.I he -link committee concluded -that the

nation is embarked on an air pollution program111 e11e1xt11e1U, scope. coinplxik and cost. with

1 1

51.."mini

1.241 Li 1.04 it 4

little measure l the relative harmfulness of theseveral pollutant:: being considered."

ENGINEERS CAN'T MEET THE STANDARDS

And sevenththe assumption was that theindustry could meet the standards and with rela-tively inexpensive technology.

The fact is that we have no technologvexpensive or inexpen sivethat will meet all the require-ments of the act. And as far as we know. no oneno manufacturer, no supplier. and no backyardinventorhas yet devised a control sstetn thatwill meet the required emission levels !Or tive yearsor 50,000 miles in customer service.

WASTE RESOURCES

The fuel cost penalty of as much as 30 percentassociated with currently proposed emissioncontrol systems has to be included in an cost-benefit analysis. The additional cost to thenation's car owners could be as much as SIObillion a year. (ig. I())

ANNUAL COST OF FUEL ECONOMY PENALTIES

PENALTY

ANNUAL COSTMIL LIONS

OFDOLLARS'

9

61

Fig. 10

The only emission control systems that we seewith any hope of meeting the 14)75.70 standardsuse catalysts which would require lead-free fuel.In 1975 about ten iwrcent of the car populationwould require this new fuel, and a recent WhiteHuse study estimates that it could cost thepetroleum industry almost S5 billion for the newrefinery equipment and the distribution systemneeded to get it from the well to the car.

A good share of that cost will go toward thedeselopment of an entirely new transportationsystem. separate from the leaded fuel system.Separate bulk storage tanks, tank cars and trueks,station pumps and storage tanks, and some sortof protection system to prevent accidental use ofthe wrong fuel in the wrong ear. t hat's a big andexpensive job. and we don't believe it's necessary.

Beyond this the current trend in the developmentof proposed catalysts involves the use of exoticand very expensive metalsplatinum anti palladiumwhich will add significantly to the cost ofan automobile. These metals are sourced outsidethe 1 sited States, and the cost of importingabout half the world's annual supply- would havea negativ. :-ff.:1 on our eountry's balance ofpas ments. The increase in furl consumptionwould also add substantially to the nation's annual:IA billion outlay for oil imports with a furthernegative impact on our country's trade position.

These are the major facts that we believe haveto in made known. there are others.

t invite anyone who is interested in all thebasic scientific studies on which our position isbased to examine our extensive bibliography orany other. and to read these reports.

NEEDLESS CONFRONTATION

In light of the facts presented here, we believethe country is headed tor economic and technological confrontation which nobody needs orwants. and which will do nothing for the causeof clean air.

lien- is no reason as this confrontation hasto take place. e would like to suggest an alter-native.

12

BEST COPY AT.."7! "1"

RECOMMENDATIONS

First, the Administrator of the El'A shoulddefer the 14)75 standard as the law allows him todo.

This decision needs to be made soon. Time isrunning out. %A e must commit huge capital invest-ments in new tools and facilities, make long-termagreements with suppliers, and make bindingdecisions now if we are to meet our productionschedules for 1975. The oil industry must alsomake commitments for the new refineries.separate fuel transport systems, and storagetanks it will need for the lead-free fuel that willbe required by the fall of 1971

second. Congress should suspend the 1975-76standards, and transfer to the El'A the authorityfor establishing new automotive emission standarils based on need, cost, and feasibility.

F.I'A already has this authority fur emissionsfrom stationary sources, and should have it formobile sources as well.

If the present standards are maintained, wecould then devote our full attention to an cronomial emission control system which ClaYslerCorporation believes in all likelihood could meetthe proposed California standards. ou cars soldits California. by the 197 model year. %nd webelieve we could meet them without catalysts.

CALIFORNIA STANDARDS

If necessary. we believe we Can meet those sameCalifornia standards nationwide b the 1977 modelyea r.

Nod only art. these Calif Irma standards toughenough to protect the state with the most severeautomotive air quality problem in the nation. butthey could save the car buyer several hundreds ofdollars in original purchase' cost and in operatingcosts. The buyer would not have to pay for rata.lytic systems on his new car. He would not haseto buy expensive replacement catalysts. He wouldnot have to pay extra ha lead-free fuel. or suffera severe mileage loss. Ind he would still behelping the cause of clean air, because his car

BEST CC Ti

would have controls which are even beyond theneeds of the nation's environment.

Our nation, in turn, would conserve its limitedresources. protect its balance of payments fromfurther erosion, and serve the cause of clean airwith responsibility. We urge your support ingetting that job done.

IN St MMARY

Kven it automotive ..iigineers could meet the1975-76 federal motor vehicle emission standards.Chrysler Corporation would oppose them becausethev are wasteful, unnecessary, and unrealistic.In place of these overly stringent standards, thecompany recommends the following actions toconserve the nation's limited resources whileprotecting the environment and the public healthand welfare.

El'A should defer the 1975 standard as pro-vided by law. This would avoid investing millionsin the next few months for control systems thecountry does not need.

Congress should then carefully review its ori-ginal legislation, revoke the 1975.76 standards, andtransfer to El' authority for setting any newmobile emission standards on the basis of currentscientific information.

Chrysler believes it may be possible to meet the1975 California standards nationwide by the 1977model year witheut expensive catalysts. Thestringent California standards which are adequateto protect the state with the most serious auto-motive air quality problem should be more thanadequate for the rest of the nation.

13

POSITION STATEMENT BY

CHRYSLER CORPORATIONOn The

HEALTH EFFECTS OF

AUTOMOTIVE EMISSIONS

INTRODUCTION

Chrysler :orimration has proposed a positkeAter natke to the 1975-7 federal automotive(qmssions standards. We believe the evidencesloos the alternative to be more than adequateto pr..os t the public health. It has the abidedadvantage of ino% in the severe burden onnatural and umminic resources hhich will resulthorn the standards as no ritten.

Chr.sler corp....iti.m believes it 1,-. Ile thehest interests for Congress to revieh the

14; 7( -tandatd.. and. if no .....atA. replace

them standaids no more stringent than theproposed I9776 california standards. In alllikelihood. these can be met hith existing tech-nology and %%idiom expensk devices added on10 the engine. Most important, recent medicalevidence shohs that the reductions proposed by

California are more than adequate to protectpublic health and helfare.

The Atstomotive Share of theProblem

..!tinnttes mad,. in pr), motor

yehielcs ae . unt for more than -1.0 percent t ley

hei:rlai of all manmad emissions in the 1.-nitell

States (wad' titan an% It sioule source. TheHai tnillie.n ars mid trucks (.11 the road accountfor about ihu-thirds thy weight i of the coun-tty man-made carbon nomoxide 1 0)), about

14

BEST EC ?? ft A

one-third of the oxides of nitrogen I NOx ). andover -1-1 percent of the hydrocarbons 11-1Ci. Withthe vehicle population expected to grow to about135 million within the next 15 years. cars andtrucks could. unless controlled, he even moresignificant sources of man-made emissions in thefuture.

National Strategy

Clearly. any national environmental strategymust start with control of the source of thegreatest amount of emissions. But three odic(factors need to be considered.

First, it should be recognized that nature itself.and not man. is the major source of the threebask atmospheric gases emitted by the auto-mobile. Nature produces 15 times more oxidesof. nitrogen than man, 10 times more c:t.,1,monoxide. and six times more hydrocarbons.Moreover, nature recycles its (sun emissions. dis-posing of them through other natural processes.And nature has the capacity to re( 1.4 evenmore. That ire why MI141,11016, bitexample, do riot accumulate in the, atmosphere.

These data on natural sources place the nationhide emissions of man and his automobile ina reasonable perspective. They also explain h hy.in some areas, natural sources produce levels ofautomotive -type emissions which cart be narl%equal to the emissions levels Ahmed under thefederal law.

Second. some man-made emissions are moreharmful than others and should he more strictlycontrolled. As the f :famed on 1:m it-mune:n.11QualitY once said. "It is somewhat misleadingto consider ail pollutants in terms of their iT-gregate weight. We iioie i about pollutants becalls" of their efTets.- Oxides of nitrogen. sulfuroxides, and particulate matter are each rowsidered more harmful than an equal amount of

monoyide. When the mamma iye ends-sions arc heighted by their relative toxicity, it isestimated that motor vehicles account for only10 to 12 percent of the country's potential airquality problem. While each emission should beheld to a level that adequately safeguards thepublic. accurate data about relative harmfulnessmake it possible to determine which contami-nants need to he controlled more stringentlythan others.

The third consideration is concentration. Noone breathes the "average air" in the UnitedStates. About 75 percent of the population liveson only 1. percent of the available land. -They

breathe urban air containing concentrations ofemissions from factories, automobiles, home fur-naces covi fireplaces.

Obviously the pollution mix will vary fromone location to another. For example, the indus-trial north central and east coast areas of thecountry rely heavily on coal and low grade fueloil. Emissions of sulfur oxides and particulatematter from this coal and oil w ill he far moreimportant and serious a problem than in Cal-ifornia where there is less use of these fuels. Onthe west coast other sources of emissions, includ-ing cars. will make up most of the air qualityproblem.

A national strategy needs to recognize that theair quality problem varies in different parts ofthe country. Accordingly, emission control stand.ands. written as part of a coordinated nationalstratew,, should he designed to prtect the publichealth and welfare in the part of the countrythat clearly has the worst possible problem. andthen extended as needed to the rest of the country.

In th case of motor vehicles, that meansCalifornia. and the Los Angeles Basin in par-ticular. While motor vehicles account for 40percent of emissions by weight in the nation, it

has been estimated they may contribute as much

as 90 /ll cent b weight of all emissions in theLos Angeles Basin. While motor vehicles ac-count for only 10 to 12 percent of the potentialnational problem when emissions are measured

by harmfulness, it is estimated they represent far

more of the Basin's total potential problem.

is

r.r rtnrv,

Setting California StandardsCalifornia has, over the years, progressively

tightened restrictions on the three primary auto-motive emissions: carbon monoxide, oxides ofnitrogen, and hydrocarbons. Faced with the mostsevere automotive emissions problem in the na-tion, California officials have proposed bothambient and vehicle emission standards whichare sufficient to eliminate any threat to health(ambient air is the air we breathe as we moveabout).* And those standards push the availabletechnology to the limits. California officials haveheld extensive hearings and actively sought theexpert advice of the researchers in the field. TheAir Resources Board, its staff, and its TechnicalAdvisory Committee thoroughly censidered themedical evidence and the costs and benefits ofvarious control strategies before formulatingstandards. The proposed 1975-76 Californiavehicle emission standards call for reductions of94 percent in hydrocarbons ( from uncontrolledlevelst, 81 percent in carbon monoxide, and 75percent in oxides of nitrogen.

Setting National Standards

The Congress followed a different approach insetting automotive emissions standards. Its ulti-mate aim was to estahlish a national environ-mental strategy which would protect peopleeverywhere from all the possible effects of allemissions.

Accordingly, Congress .directed that HEWprepare a series of reports summarizing themedical, technical, and scientific evidence aboutthe various air pollutants.

Dr. A. J. HaagenSmit. Chairman of the California AirResources Board, wrote William D. Ruckelshauc on March11, 1971, "The Board's Technical Advisory Committeehas reviewed the Federal Criteria reports and the pro.posed [federal ambient] standards. They found no newinformation that warrants the establishment of standardsmore strict than those adopted by California." Since thattime Dr. HaagenSmit and other California officials havebeen critical of the federal standards. Dr. HaagenSmit,for example. has said on different occasions that "It isdifficult to follow the reasoning for these standards ...""Anyone who has to deal with the practical aspects ofcontrol has questioned the need for so many different airquality standards, motor vehicle emission standards andtest procedures that exit . Both the citizen and the[automobile] industry are penalized for the entir-.. costln implementing the small differences without any realbenefit to either one."

These Criteria documents, as they are known,although limited in scope. were an importantfirst step in developing a national strategy. Theywere a compressed summary of the thousands ofdocuments which could be used to determinedesired air quality. Once the desired air qualitywas determined, it would then be possible tocalculate the degree of reduction in automotiveemissions needed to reach that level.

Dr. Delbert Barth. then Director of the Bureauof Criteria and Standards of the National AirPollution Control Administration, explored oneway in which these reductions could be calculater!. Since his purpose was to explore a controlstrategy. he made a number of assumptionswhich wt:, valid and justified for his purpose.

These assumptions included: 1) the summariesin the Criteria documents pertaining to the con-centration and exposure time which cause orcontribute to I or are likely to cause or con-tribute to) air pollution which endangers humanhealth or welfare, 2) the largest projected in-crease in vehicle population, and 3) the highestrecorded concentrations of each of the auto-motive emissions.

It was not particularly necessary to justifythese assumptions by scientifically verifyingthem. For the purpose of Dr. Barth's exploratorypaper, the approach was appropriate.

The country's sense of urgency about its en-vironmental problems seemed to peak about thetime Dr. Barth suggested this method of calcu-lating emission reductions. Congress shared thaturgency, and using Dr. Barth's exploratory paperas supporting evidence for its actions, passed theClean Air Act of 1970. Since general air qualitystandards for the nation had not yet been estab-lished. the automotive standards written into theAct bore only a rough relationship to any na-tional air quality goal. The 1970 Clean Air Actrequires that b 1975. hydrocarbons must be cut97 percent from uncontrolled levels, and carbonidormside must he cut 96 percent. By 1976,tddy!: of nitrogen must be reduced 93 percent.Since these standards are more severe thanCalifornia's proposed standards, the federal%Willard% prec.til.

The Fundamental Question

Many people believe the 1975-76 federal stand-ards are automatically superior to the Californiastandards because they require a more stringentcontrol of the automotive emissions.

16

UST CT": rnr9:7However, there is no benefit in going beyond

a degree of control justified by the scientific andmedical evidence. (And that is not to say that alevel of a specific emission is "good" for people.)

Too great a degree of control can be counter-productive and wasteful of resources, particularlyif its end result includes vast expenditures forexpensive catalytic systems, conversion to moreexpensive fuel, and a loss of engine efficiency,as the federal law now does.

In light of all this, a number of people haveraised serious questions about the standards.They have asked that Congress examine all thenew evidence now available which was not avail-able when the law was passed. And they haveasked why the California standards, which areadequate to protect the state with the worst auto-motive emission problem in the country, are notmore than adequate to protect the rest of thenation.

These are legitimate questions for whichscientific answers are now available. We urge allinterested persons to study the primary docu-ments. (Some of the important references arelisted at the end of this paper.) However, weoffer here a small but representative selection ofmedical evidence which indicates that the degreeof control required by the proposed Californiastandards is strict enough to protect the healthof not only the average person living in acrowded city, but even those persons who mightbe unusually susceptible to the effects of auto-motive emissions.

The Carbon Monoxide Standard

The summary of the Criteria document forcarbon monoxide states that a carbon monoxideblood level (carboxyhemoglobin level) of 2.5percent "has been associated with impairmentof time-interval discrimination." As a result.EPA said in establishing the national air qualitystandard (setting maximum allowable atmos-pheric concentrations for emissions regardless ofsource) that the intent of the federal ambientCO standard is to prevent carboxyhemoglobinlevels from rising above two percent.

The conclusion in the Criteria document isbased on a study by Rodney Beard and George

Wertheim of Stanford University. The two scien-tists did not measure the carbon monoxide bloodlr%el the% estimated it. Dr. Richard Stewart andDr. Peter Mikulka have since attempted to dupli-cat 111.-,e test results, and have not been able todo so.

The experiments of Schulte. Stewart, Hanks,Mikulka, and oihers likewise indicate no signifi-cant effect on a person's actions until the car-box yhemoglobin level reaches about five percent.

Even granting that it is necessary to preventcarboxyhemoglobin levels from rising above twopercent, the important question is what are thepresent levels of carbon monoxide in the bloodof people who live and work in cities where8 hour average atmospheric concentrations ofcarbon monoxide may be 20-30 ppm, and wherepeak concentrations may be even higher. Scien-tists have learned from laboratory experimentsthat exposure to 30 ppm for 8 hours will raise

AVERAGE CARBON MONOXIDE BLOOD LEVELS

GROUPS

SMOKERS

NON - SMOKERS

CO BLOOD LEVEL

5% 11.5%

Chicago 204%New York 1.42%Washington. D C 1 41%Denver 2.09%San Francisco 1 70%

Rattle 1.67%Los AngeL's 200%

Figure 1.A study by Dr. Richard Stewart of people in crowdeddowntown areas shows that in all but two cities the aver-age earboxyliemoglobin level is already at or below twopercentthe level EPA set for good health. Dr. Stewartfound that even nonsmokers who went above the averagewere still well below the five percent level at which thereis a significant effect. Nonmokers were also well belowthe carlinvihemoghibin level of smokers.

the carhox}hemoglobin level to more than 4 per-cent. It should follow that average arboxyhemo-globin levels of people in some cities should bein a range of four to live percent. But they arenot. In the time since the Clean Air Act waspassed. Dr. Richard Stewart has been surveyingcarbox% hemoglobin levels of about 31).(K)0 per-sons in congested illiuntnun areas of major citiesacross the counts. Ills results so far indicate that

17

" Cf"7 '"""! Nrlt C_ .".

in &I but two cities, the average carboxyhetno.globin level of non-smokers in crowded cities isalready at or below two percent. (The exceptionswere Chicago at 2.04 percent and Denver at 2.0)percent.) In other words the actual carbo xylierno.globin levels are less than half those normallyexpected. ( Figure 1.1

There are two reasons for this finding whichhas upset conventional thinking about the effectsof atmospheric carbon monoxide. First, atmos-pheric measurements are accurate only for thespecific location where the recording equipmentis placed. Studies show readings can vary by asmuch as 100 percent from one side of the streetto the other. Second, as Dr. W. H. Forbes ofHarvard and others have pointed out, peoplewho go about their normal routines are not ex-posed to a constant amount of carbon monoxide.The exposure changes as they move from placeto place. Dr. Stewart's study shows that becauseof the limitations of the recordings and the factthat people do not breathe the same concentra-tion for extended periods, atmospheric readings(whether average or peak concentrations) cannotbe accurately translated into carbon monoxideblood levels.

It is important to remember that the valuesreported by Dr. Stewart were obtained whenonly a fraction of motor vehicles had today's

ESTIMATED CO LEVELS IN BUSY DOWNTOWN AREASMawr Asess.$)

So -

"

1127 1N3 Pow 11N mos N sN mossierEstimial min1973 1115 Cdiforim

Nsdstis gasisrds

Figure 2.Carbon monoxide levels in crowded cities have been de-creasing steadily over the years. It is estimated that in1927 the sidewalk concentration in some cities was morethan 60 parts per million. As a result of improvements inengine efficiency, the level dropped to about 30 parts permillion by 1963. Since that time, there has been a furtherreduction in atmospheric CO as a result of emission con-trol systems. By the time all cars meet the 1973 standards,these levels should fall to less than 10 parts per million.

emission control systems. The proposed Californiastandard. which calls for an absolute HI percentreduction in CO. therefore provides a very largeadditional safety factor.

Several scientists have also tried to determineactual effects of atmospheric CO. A study in LosAngeles by Alfred Hexter and John Goldsmithshowed a statistical relationship between atmos-pheric carbon monoxide levels and hospital ad-missions and deaths from heart attacks. How-ever, a similar but very detailed study by JohnsHopkins University has not been able to establishthis same relationship, or show an effect of atmos-pheric carbon monoxide on mortality.

Present concentrations are already a fractionof the atmospheric levels of the 1930s and 1940s.And while some people fear the downward trend

z SO

ESTIMATED CARBON MONOXIDE BLOOD LEVELS(CARBOXvHEMOGLOBIN LEVELS)

IN BUSY DOWNTOWN AREASRowof forstapoofonatsalesAnt.

sotsElwood Mot 11 MN 111/6

F ors States &wands c.o. sta.

Figure 3.According to information developed in laboratory studies.the average carboxyhemoglobin level of people in citiesacro.... the country should he at least 4 percent. Actualmea,uretilents by Dr. Richard Stewart of people incrowded downtown areas show the average level of thegreat majority of non - 'cooker- is already under two per.rent the level EPA set for good health. If all cars meetthe 1973 standards, the average carbon monoxide bloodlevel would be about one percent. If all ears met the 1975C.t1dornia standard, it is estimated that atmosphericCO would have practically no effect at all. CO in bloodwould come primarily from natural sources in the body.

may be reversed as the vehicle population in-creases. the fact is that all new cars will beequipped %ith controls that reduce CO emissionsat least 70 percent from uncontrolled levels. Asa result, the atmospheric CO levels in cities willcontinue to decrease steadily, and the alreadylow carboxvhemoglobin levels will also continueto decrease. I Figures 2 and 3. i

orsT rrtpy vt!!!_ntr.

18

As a result of facts such as these, Dr. A. J.Haagen-Strait, head of California's Air Resources

Board, has said, "Even if we accept the federal

air quality standard (9 ppm maximum eight

hour concentration of carbon monoxide) as

being the correct value, the motor vehicle emis-

sion standard goes beyond that needed to achieve

the air quality goal."

The Oxides of Nitrogen Standard

The original ambient air quality standard forNOx was based largely on a study in the sub-urbs of Chattanooga. which was the only onethen available. That study concluded that schoolchildren living in a high oxides of nitrogen area(defined as being in the range of 0.063 to 0.083ppm) had a slightly impaired breathing abilitycompared with other children, and were morelikely to suffer respiratory illness. Because EPAitself has serious questions about this study. itis currently being repeated.

At a conference on the health effects of airpollution sponsored by the American MedicalAssociation in October 1972, papers presentedby several researchers including William Nelsonand George Comstock, indicated that NOx levelsnormally found in the atmosphere did not haveadverse health effects. Research by Irving Taber-shaw and the work of the Hazleton Laboratories,and William !limey also support these conclusions.

In originally promulgating the ambient oxidesof nitrogen standard of 0.05 ppm. the Adminis-trator of the Environmental Protection Agency,William Ruckelshaus, said, No adverse effects

on public health or welfare have been associatedwith short-term exposure to nitrogen dioxide atlevels which have been observed to occur in theambient air." There has been no new evidenceto contradict this view.

The ambient air quality standard itself is

under question. The measurement methods EPAused may have overestimated ambient air con-centrations, and therefore overstated the degreeof control needed to protect public health. I Twomethods have been used by the government tomeasure atmospheric levels of NOxwith one

producing values as low as one-third the other.However, even accepting as valid those extremevalues EPA originally used, the e% idenc showsthat the 75 percent reduction proposed by Cal-ifornia is more than adequate to protect publichealth.'

Photochemical OxidantsA major reason for controlling both oxides of

nitrogen and nun - methane hydrocarbons ( whichare nut considered harmful at present levels) isthat the react in sunlight to form photochemicaloutlaws. The federal standard requires a 97 per-I ent reduction in hydrocarbon emissions it, pre-terit formation of oxidants. The federal ambientair eitialth standard is 0.08 ppm oxidants for a111.1itnunt e.* ent ration.one hour riffl

Officials in California. which has the worstoxidant problem in the country. have called thefederal standard unreasonable and beyond anyneed e.tablished by medical evidence. JohnMara, executive officer of the California AirResources Board explained. "The standard is sonear background levels ilevels of emissions pro-

duced 1)% nature) that only small amounts ofhydrocarbons and oxidants of nitrogen will pro-duct. enough ozone to go over the standard."

The original standard was based in part on awhich showed that performance of high

ht,tii atidetes was adversely affected by oxidant

levels. However. the data show no significantdecrease in athletic performance when the con-vent, allot) went below 0.2 ppm..0ther studiesnull( ate there should he no eve irritation beforethe eonentration reaches 0.1 ppm. Yet the stand-ard remains at 0.08 ppm.

licsearchers from EPA, DuPont. and the Motor VehicleMatinfacturcrs Association have used Dr. Barth's methodof calculating the amount of reduction in automotiveemissions necessary to meet the ambient oxides of nitro-gen air quaky -fondant. The estimate., are 82 percent,77 pro ent. and 64 percent. In iew of the apparent indication that the andlient standard will be modified as a re-sult of more accurate data 'in atmospheric concentrations.

a perrin reduction in emissions should provide amore than adequate safety factor.

19

BEST COPY /11:11.1TIE

The scientific consensus is that oxidants arenot a threat to health at present ambientlevels. Major epidemiological studies by PhillipBuell and E. Cuvler Hammond established norelationship between ambient oxidant levels andcommunity health. Studies in Los Angeles ofsickness among school children, of mortalityrates in the community, and of the incidence ofcan r, support these findings. California officials

have pointed out that the oxidant problem inLos Angeles County is being diminished. Thenumber of days when residents of Los AngelesCounty experienced eye irritation have been re-duced nearly 50 percent since 1956. Days whenozone concentration equalled or exceeded 0.10ppm for a c.r.c.,hour average have been reduced

about one-third in that time. Accordingly. Cal-ifornia officials believe their proposed reduc-tions of 94. percent in hydrocarbon emissions and75 percent in oxides of nitrogen emissions aresufficiently stringent to assure continuing im-provements in air quality and safeguards forpublic health.

The Scientific Consensus

In its report to Congress in March 1072. ITAreported on the costs and benefits of the CleanAir Act. After reviewing the extant evidence,EPA indicated there was not enough evidenceto estimate any health damage from the atmos-pheric levels of carbon monoxide, hydrocarbons.oxides nitrogen, or photochemical oxidants.That report was based in turn on a study by Barrettand Waddell, who stated in their report.better evidence is forthcoming, it is assumed thatthe health costs of air pollution stem from par-ticulates and sulfur oxides." i These emissionscome from sources other than the automobile.)

As a result. EPA estimates that in 1977 whenall automotive controls will be in effect, the annual cost of those controls will exceed billion:the annual benefits will be less than $1 billion.

Even using Dr. Barth's method, which led tothe original numbers in the Clean Air Act, a

Dro7 4. .'" rt.

strong case can be made in support of a differentset of numbers which are more in line withpresent information. several researchers haveused Barth's ow n technique to recalculate thereductions. And using his technique, which isvalid, but making assumptions about presentair quality and vehicle population which aremore realistic. scientifically verifiable. and morerepresentative of actual conditions than thoseDr. Barth used. these researchers have con-cluded that smaller reductions than required bythe Clean Air Act would be more than adequateto protect the public health.

Recommendations

In view of all the new evidence that has beendeveloped about the health effects of automotiveemissions, the more accurate information aboutatninspheric levels of various gases, and thedegree of reduction actually needed to protecthealth, Chrysler Corporation believes the require-ments of the 1970 Clean Air Act should besuspended and the law revised.

This proposal is all the more urgent in lightof the additional new body of evidence detailingthe extreme cost penalty of the federal standards.their drain on our natural resources, and theireffect on the nation's trade position.

The high cost of the federal standards and thelack of incriminating evidence about automotiveemissions should not, of course, be taken as anexcuse for relaxing pollution control efforts. Thequestion. therefore, is not one of control versusno control. It is what degree of reduction isnecessary to safeguard the public health andwelfare. and also to provide additional assur-ance that persons who might be particularlysusceptible to air contaminants will not be en-dangered by concentr etions of automotive emis-sins.

In this connection, the case for the Californiastandards has been well stated. The scientificevidence shows these standards will eliminatethe remaining problems automotive emissionsare creating today. These standards can accom-plish the same objective in other parts of thecountry where the automotive problems are lessserious. And they will lead to cleaner air at farles, economic and social cost than the federalstandards as now ritten.

20

;-rc ' " r r.

cis onSafety, Highways andEmissions

1. Maximum carbon monoxide levelsmeasured in ambient air in heavy trafficsituations, such as a traffic policemandirecting traffic in downtown Manhattanin an s-hour period, have less effect on ahuman being than does the smoking of twocigarettes in one hour.

2. Total man-made pollution, especiallythe kind of pollutants coming fromautomobiles, is small compared to theamount of those same pollutants given offby natural sources, i.e. vegetation, oceanorganisms, etc. Currently, it has beenestimated that natural sources ofhydrocarbon going into the air give offover fifteen tunes as much as do totalman-made sources. In the case of carbonmonoxide. recent researchers estimate thattwenty-five times as much carbonmonoxide goes into the air from naturalsources as it does from man-made sources.As for oxides of nitrogen, over fifteentimes as much is given off by naturalsources as man-made sources and over onehundred times as much ammonia goei intothe air from natural sources, which resultsin subsequent formation of oxides ofnitrogen.

21

441k4. CHRYSLER

3. According to government figures,transportation sources, principally theautomobile, account for 42% of totalman-made air pollution on R weight basis.On the other hand, on a toxicity basis,transportation sources account for5% 12% of total air pollution. This isbecause some pollutants, notably sulfurdioxide and particulates, are much moreharmful than others on a weight basis, andthe automobile is a very small contributorof these harmful pollutants.

4. The 1970 Clean Air Act Amendments(the Muskie Bill) actually requiresreductions in unburned hydrocarbons of97% compared to those from uncorrectedcars. The carbon monoxide reductionrequired is 96% and the oxides ofnitrogen reduction is 93%. Controllingpollutants gets increasingly expensive asthe amount of reduction approaches 100%,so that the last 5% of control usuallycosts ten to twenty 'es as must as thefirst 20%. This is what we mean when wesay that the required amount of control forautomobile pollutants has gone far pastthe point of diminishing returns with the1970 Clean Air Act Amendments.

5. Measured maximum concentrations ofcarbon monoxide in busy traffic situations,such as the Chicago Loop and downtownManhattan, are less than a third of theconcentrations measured in the samelocations back in the early 1930's.

b. Air pollution from automobiles isdecreasing at an increasing rate as new carsreplace old cars and will continue todecrease until 1980, even if car pollution isnever reduced beyond the amount requiredby the 1973 Federal Standards.

The degree of control required byunburned hydrocarbons for 1975 is suchthat it those levek are reached moreunburned hydrocarbons will be given offinto the air during the filling of the gas tankthan will be given off through the carexhaust while that same gasoline is beingburned in the engine.

We don't know how to meet the 1975Standards yet over the five-year or 50,000mile period. Nor do we know yet how tomeet the 1976 Standards with individual,specially-adjusted laboratory cars. But theextra cost to the customer for the devicesthat we anticipate having to put on thesecars in hope of meeting these standards willrun from 5300 to 5500. excluding what wemight have to charge for maintenance andwarranty.

9. Questions concerning the :advisability ofour current vehicle emissions policy wereraised by the RECAI. Committee reportprepared for the Office of Science andTechnology. The report stated, "It appears.therefore, that the nation is embarked onan air-pollution-control program ofenormous scope, complexity, and cost,with little measure of the relativeharmfulness to health of the severalpollutants being considered."

10 More unburned hydrocarbons aregiven off from the grass and bushes in anormal 100' x 100' backyard than wouldbe given off by an automobilt .neetingthe '975 Standards running average mileageduring a comparable period of time.

1 The RECA I. report concluded. "Theimposition by statute of arbitrary timedeadlines may not only imposeunnecessary short-term costs on thebut It may also postpone ur forecloseresearch Into alternative means ofproviding inure efficient long-termsolutions to the public. The 1975-1976motor vehicle emission requirements of theClean Air Act may have just such anunfortunate effect."

rielrr.r/ r.r.

i The RECAT report stales that theaverage retail price of an automobile by1976 resulting from compliance withalready planned regulstror.> for safetyInnage-limiting desrg.t and -mussioncontrols is expected to increase by about$873. They estimate 5350 of that amountwould be for emissions and 5523 forsafety.

13. In comparing the costs versusbenefits of the 1976 emission controls. theRECAT Committee estimated that thenet excess costs over benefits for theten-year period. 1976-1985, would beanywhere from S49 billion to S76 billionto the car buyer, with the difference beingdue primarily to problems assessing thedollar benef.!' 'Aum such controls.

14. All the air pollution man has produceddoesn't equal the amount of particulatesand gases ITom just three major volcaniceruptions (Krakatoa, Mt. Katmai, andHekla).

15. The United States has the lowestfatality rate per 100 million miles ofany country in the world, and thefatality rate continues to decrease. Thefatality rate in West Germany is abouttwice as great and in Japan it's over threetimes as great as in the United States.The next best accident rate of any countryis in Sweden, where it is still about 35%higher than the United States.

16. The 1974 bumper standards requirethat front and rear bumpers for all carsmeet each other (be similar in height).They further require that the bumpersystems be able to take 5 mph pendulumimpacts at any point along the bumperface. These bumpers will be over three timesas strong as the bumpers we used to havein the "good old days".

17. Accident statistics show that heaviercars are much safer than lighter cars. If a caris involved in an accident, the chances of aserious or fatal injury are 2-1/2 times asgreat if the car is a sub-compact carweighing less than 2,000 pounds as theyare if the car is a full-size domestic car. Theheavier the car, the less change of a seriousor fatal injury.

22

If we exclude fatalities to pedestrians.motorcyclists, and bicyclists, the numberut U.S. fatalities due to automobiles isreduced from 55,000 to less than 35,000.

Australia recently enacted mandatoryuse of lap and shoulder belts laws (first forthe State of Victoria and now for allAustralia). The latest reports from NewSouth Wales (Sydney) indicate that seriousinjuries.and fatalities have been reduced byabout 24'A since enactment of themandatory belt usage law and less than50% of the cars on their roads have beltsinstalle the outlook is that seriousinjuries and fatalities may be reduced by48% when the entire car population isequipped with belts.

2.0 50' of the accidents which result inserious injuries or fatalities in the UnitedStates involve drivers who are legallyintoxicated. Stiff penalties (including jailsentences) for driving while intoxicated inSweden have resulted in a substantialdecrease of serious injuries and fatalities.

. t In 1901, when 26 million horsestraveled some 12 billion miles. some 3,850people were killed in accidents involvinghorse-drawn vehicles. 1 hen we had a deathrate ut. over 30 per 100 million milestraveled. Our latest figures for theautomobile show a death rate of 4.7 per100 million miles traveled.

The following quotes from a speech byFrancis Turner, Federal HighwayAdministrator, on May 31, 1972.

2: Completely ban the automobile fromthe city, they say, or the city is dead. Thefact Is, if we ban the automobile from all ofdowntown, then downtown is going to bedead. We should. of course, experiment aswe are doing with auto-free pedestrianmalls Vi lleS, accessible to close-bytransportation, either %)y auto or masstransit. People and automobiles aresynonymous, and people and life.economic or social, are synonymous.Without people, downtown would quicklylose its reason for being.

BEST COPY kiliLABLE

..:. They say highways and the automobileshave caused "urban sprawl." The fact isthat the automobile didn't cause people tomove from the center city to low-density,single family residential developments inthe suburbsit enabled then-, to. And in sodoing, it permits us to enjoy that life-stylewhich the vast majority of Americanstoday prefer.

24. They say that we must stop buildingnew freeways in our urban areas. The fact isthat we must continue to provide oururban areas with the modern highwaysystems that are their verylifelinesbecause for the vast majority ofAmerican cities, due to economic,geographic and population reasons,highways will continue for as far as we cansee into the future to serve as the principalor sole means of transportation, includingbus mass transit. which is the major part ofall mass transit.

25. They say our cities are continuouslyenmeshed in hopeless traffic jams. The factis that, generally speaking, except for themorning and afternoon rush hour, there isno real problempeople can travel quitefreely in their cars in all directionsthroughout the entire metropolitan areas.The problem is to reduce the rush hourcongestion . . . Overall, our highwaysystem works at only about 25 percent ofits theoretical capacity. During many hoursof the day and night, it has large amountsof capacity not being used. We need torecognize this fact and build a solution onit.

26. They say, too, that we are paving overour cities. The fact is that as much area wasused in cities for horses and wagons andbuggies in pre-automobile days as is beingused today. Right here in Washington,D.C., for example, a higher percentage ofthe city was devoted to streets whenL'Enfant planned it almost two centuriesago than is used for streets today.

23

fr: r`r"!, r,rilI twi

.!" They say that highway constructionadversely affects land values. The fact isthat owners of property adjacent toimproved highways almost always benefitin terms of land value gains: and improvedhighways freeways in particular -exert avery favorable influence on urban andsuburban property values in general.

2h. They say that highway constructionresults in ratables being removed from thetax rolls. The fact is that long-rangeeffects of highway construction on taxrolls is generally very favorable. Highwayimprovements almost always result in thedevelopment of vacant and otherunproductive land. Thus, the loss of someproperty from the tax rolls is offset byincreased assessments on property whichbenefits from highway improvement orconstruction, and thus there is in thebig majority of cases a net gain ratherthan a loss.29. They say new freeways bring more airpollution to a city. The fact is just theopposite. Freeways tend to reducestop-and-go driving, and this, in turn,greatly reduces the emission of airpollutants and the production ofundesirable noise.

O. They say that automobiles have noredeeming social values. The fact is that theautomobile has vastly expanded thehorizons and the freedom of the workingman, and has opened up to him wide newrecreational vistas.

24

A&

Remarks hj Mr. CM. Heinen, ExecutiveEngineer-Materials Engtheering, ChryslerC'orporation. before the Society ofIndustrial Realtors of the NationalAssociation of Real Estate &Parch. at thenewt ville Howl, Miami Beach. Florida. onSaturday, November 13. 1971.

The Air Is Getting Cleaner(Too Bad It's Still a Secret)

Cleaner air. cleaner water and a cleaner earthhave become top nationalgoals and rightfully so. It is essential thateach of us make a contribution. big or little.to maintain or improve the quality of life Onour earth. We owe this to ourselves. ofcourse. but what is even more important, weowe it to future generations.

My own stake in future generations is quite alarge one. I have seven daughters and theirwelfare is the most important factor in mylitc

Today. I am here to discuss automotiveemissions and how they fit into the overallair pollution problem. It is a pleasure and aprivilege to have been invited by you to do

so.

What 1 will present may surprise you. It is,

however, the most upto-date informationon air pollution as we know it. Much of itcomes from government sources. Most of

he int-urn-4111(in has been dr.cussed beforevarious government bodies. They have readand studied the facts vral re about to hear.No one has challer dispuied them.

Mb

Mak

Aft

BEST COPY AIMABLE

I s s'I'

The facts are in serious disagreement withmuch that you may have been led tobelieve by some government officials, byhighly vocal activist groups, and by othersupposedly authoritative sources.

Private industry, and particularly the autocompanies, have been accused of acredibility gap. We have felt the force of thispublic disbelief. Out statements too oftenare ignored or discounted.

The finger is almost always pointed at theautomobile as the biggest, the mostdangerous polluter. We are accused of doingnothing to reduce vehicle emissions. We havebeen told that the industry has dragged itsfeet on the problem Then, we have beenpictured as the Detroit monsters who don'tcare about air pollution and what it does tohuman beings.

Wong yet, the doomsday prophecies havebeen believed--by our children andgrandchildren, by our senior citizens, ourneighbors, our teachers, and other membersof our national community. Instead of beingresponsibly educated, our citizens have beenneedlessly frightened. We have enoughnormal worries in our daily lives withoutunnecessarily adding the air we breathe tothe anxiety list.

Misinformation is the foundation ofcrippling programs that are premature,unrealistic, unnecessary and costly butpolitically and popularly very convenient.

25

Frantic measures to over controlJut ()mot ive emissions cannot he tustit ledduring most of this decade. 1.11 truth of themat ter is that in many areas of pollutioncontrol, we are making good progress andspecifically that automotive emissions arebeing. and wrl! continue to be. drasticallyreduced without the necessio, for crisis3C1 1011%.

Let us look at the facts.

Foi example. the public is almostcompletely unaware that they have beenbuy mg and driving cars with antipollutionequipment y nee the 1963 models. The latestmodel year ears incorporate more effectivesystems for greater reductions of pollutants.

Anither tact is that starting with the IC170mouth, the auto industry began to buildluvv.eint%%lon whicS.

CHART I: Automotive AtmosphericImprovements in the United States

I . Auto emissions climbed to their peakin the at mosphere about I %X andhave been going downhill since then.

3.

Emissions will continue to go downeach year. even though car populationwill rise and vehicle miles driven willrci up. That means that the air isalready cleaner today than last year orthe year before. It will be cleaner yearby year through the I 970's and theI 9140's.

By the early 1980's, we will have airquality from an automotivestandpoint nearly comparable to the1940's. Normally, it takes between 10to 15 years to replace the older.highei -emission cars in the vehiclepopula t ion. Putting it anodic' way. ifOleo: were 110 other vehicles on theroad today .except the 1971 models.*we would. overnight. breathe the sameclean air we had in the 40's as far as theautomobile contribution isconcerned.

Even if we achieved the impossible byinventing and building zero-emissionvehicles today, it still would take up to15 years to replace the car population.

The 1973 models are further improved.

BEST COPY AWITUrar

4 er emissions hit the low point inthe air somewhere in the 90's, theywill start going up gradually as morecars keep being added to thepopulation assuming. of course, nofurther reductions in auto emissionsbe and that already piogrammedthrough 1974.

Viewing this automotive air quality chart,it's hard in fact, impossible to see anyA1101110 live air pollution crises or adesperate need for immediate, radical.costly government action to clean up theautomobile.

Needless to say. we are rather proud of ourproduct and environmental achievements todate and of the technical projects we have inmind for the future. What particularlypleases us is that the engineering oflow-emission levels. current and future, isbeing done at the most reasonable cost tothe customer by using engine modificationand other reasonably priced approaches.

There have been efforts to discredit thischart. One misconception that has beengreatly publicized is that our emissioncontrol devices don't hold up in customeruse and thus fail to meet governmentstandards. These reports are wrong.

The effective performance of emissionsystems in use was confirmed by tests of theEnvironmental Protection Agency on rentalcars and other field cars, by exhaust tests runin California on cars selected at random, byChrysler exhaust tests of vehicles coming offits assembly lines, and by similar tests onChrysler customer cars after usage.

It is true, however, that we do expect abouta 10 to 15 percent loss of effectiveness in ouremission devices after many miles of use.Anticipating this, we design our systems tohandle this loss after use, and still meet theemission standards on averages.

On the other hand, there is no gettingaround the mechanical and electrical facts oflife, that every vehicle needs periodicmaintenance to insure high standards ofemission control performance. One deadspark plug can increase pollutant emissionsby 10 to 15 times. One spark plug misfiringmay double the output of hydrocarbons. Acarburetor set for too rich an air-fuelmixture can increase carbon monoxide by50 percent or more.

Every motorist can contribute to cleaner airby keeping his car in good service condition.

26

Automotive AtmosphericImprovements In United States*

Millions ofTons/Year

180

160-4

140

120 0

100

80

60

40

Vehicle Emissions

Oxides of Nitrogen

Hydrocaibons

BEST COPY L',71:1/1811

158.6Million Vehicles

S

Clean Air Improvement

-0"

1950 1960 1968

`Chrysler estimate of emission reductions that could be achieved throughfurther development engineering using the engine modification approach.

27

1980 1990

BEST CenCFI 1R I 2 I. .S A. Air Pollution AllSmirce, 196,4 t...tuhate t)N Weight

111 . 1 1 , :'1!.". 1, In.' I 111.W)11111e111.11P11)1CL him

P'N.c.t.(l Ilt.11 Ili' .1111(1111,,hik::11,111 I t Mt ) Id I he 11)1.11

"il. tile.01111 J pile! c' IN1 Ilie )11101

deilkt'l ell hi 1/4..11V1 I leinto the

U.S.A. Air Pollution-All Sources1968 Estimate By Weight

MillionsTons/Year

260-

240-

220-

200-4

180-

160-

140-

120-

100-

80-

60-

40-

20-

0

U.S. Total213.8 MIT

ve F..ee""+"v4.r.11**4. 410*. ..

04

1968

2r

11111

r4/4

32.8

28.3

20.6

32.0

Sulfuric Oxides

Particulates

Oxides of Nitrogen

Hydrocarbons

Carbon Monoxide

AutomotiveTotal 83.1 M/Tor 39%

100.1

oua...-R r. rvrvwv

1968

0.87.2

15.6

59.2

( II 1R I Id 1irtilt.1/4

II I, .1% t .;:iiI"! Ih,1 i '114 .111

11.% I III: \lit''''4'1 IIIi1111 I'.- ati. 11, 4111r,ti, 111

1.4.1 11.0 t. I , .11

.; i;a [ ill it:1111'I ".\" '14C; I ..,t :A%

; II:I .0 I ! inI 1/4° 'Iills ,,11:1, I.! 1...1

..1%k 0 1/4 1/4.111 .Unlittilt \ , .11I1 lit' li3O nit III hail

,1111.1! . ,.,11 \4 :;111.1' !I.' 1.1111. lox

..1' 5.4:.le that j h. :tii d tic id

1 Ci.;:n1l 11\ 1,1t

.441.1 -4.'4., d 1.1;

c 11% IlltIh., .1 lc. Ii1 1111' 4'

101 aid,- I Ii.,1411114:,

4t111 II\ 1/4. lt':tt'liI dl

tic Imo CVell %%1111 till' .;110;1S01.1 %0111%..k.'

1)11111:1111)11 nil. 11111;!

I 10.. 11,111.1v. (luck. ch..' Is v6 111 den0,11,4, Att.

4:1111 : 11:1111siiIns Iii,ll haVe .1.11

NA. l)k. J1/4:0 11% 1111:

Illk

2STp.", 61,ri I A9.111! .1741 r

Evaluation Of UL. Air PollutionBy Environmental Effects*

Air PollutionPercentage

100-

90-

80-

70 -

60-

50-

40-

30-

20-

U.S. Total

Relative weight to give sameharmful effect.

11111

%IA

Particulates 1.00

Sulfuric Oxides 1.75

Oxides of Nitropn . 7.80

Hydrocarbons 46.80

Carbon Monoxide 382.0

Automotive10- Total 4.7%

15.1961.4%0.6%

1968 1968'Using California determined air quality standards (Hydrocarbon dawn-I:nodby ratio to c.tidant)

2 9

445/...dt,IYY.e)GY.e,,Y,OCe.,X.:eY,10.111NOMORMIVIIIMOSIMar

0.331.$71.81

.66.30

CHART 4: Vehicle Model Year AverageReduction of Carbon Monoxide in theUnited States

On the 1971 models. about 70 percent ofthe carbon monoxide has been eliminated

um vehicle exhausts. Chrysler engineersbelieve 111.11 with normal furtherdevelopmen t of the engine modificationsystem. carbon monoxide can he cut up to76 percent by 1975.

CHART 5: Vehicle Model Year AverageReduction of Hydrocarbons in the UnitedStates

14*(1144:at nis have been decreased about 83percent on the 1'171 model. and could g'down by 88 pet cent by 1975. with engineinoiht 'cations alone.

30

BEST CrlY !!"rtlf"-" c

CHART 6: Vehicle Model Year AverageReduction of Oxides of Nitrogen in theUnited States

We took the first bite at reducing oxides ofintrogen with the 971 California vehicles.These emissions. often referred to as NOXwent down 33 percent in 1971. and will godown 50 percent in 1973. and 58 percentin 1975. according to GUI estimatedprojections.

Incidentally. the reason for governmentalreluctance until recently to control NOXemissions was the uncertainty amonginvolved scientists of us precise role intorming smog. There has to be a proper mix.or ratio, between hydrocarbons and NOXbefore a Los Angeles type of photochemicalreaction occurs. One theory has it that ifhydrocarbons were reduced and NOX levelswere untouched, the ratio would change andsmog could not take place.

This same theory holds that if totalquantities of both emissions were reduced.the ratio between the two could remainabout the same with the result that smogwould not disappear and could perhapsincrease. The disagreement still persists, butthe decision to control NOX was finallytaken and we in the industry were told to goahead to start reducing it. Incidentally, .1agree with the decision.

Chart No. 4O.--

Vehicle Model Year Average ReductionOf Carbon Monoxide In The United States*

BEST COPY AMIBLE

70%

25 -

54%

50 -

75

100% -1960

Chart No. 5

83%

1968 1970

Vehicle Model Year Average ReductionsOf Hydrocarbon In The United States*

62%

83%

1975'

88%

1960 1961

Chart No. 6

25 -

Vehicle Model Year Average ReductionOf Oxides Of Nitrogen In The United States*

33%

Chh, o$111 11,...1 reductions that could be achieved ttiouil tior development riqineering using the engine modification approach

CHART 7: All Sources- U .S.AAtmosphere. Comparison of VariousVehicle Improvement Levels. CarbonMonoxide.

As you can see. these specified Federal levelsin each chart are the lowest line shown. Whathas been labeled "Chrysler" is the lowestvalue attainable with engine modifications.In order to get proper perspective, thecontribution of the other sources at thepresent level is shown.

Our current levels of carbon monoxide areslightly lower than those in Great Britain.Their doctors have decided that no loweringis required. This is understandable since ouraverage level is such that after eight hours indowntown bumper-to-bumper traffic, theincrease in blood content of CO is about thesame as after smoking two cigarettes in onehour.

The Cleaner Air Act calls for standards solow that if they were achieved and therewere no other source than the automobile,there would be less CO in the city than thatwhich occurs naturally in the farmlandcountry or the middle of the ocean.

CHART 8: AU Sources - U.S.A.Atmosphere. Comparison of VariousVehicle Improvement Levels -Hydrocarbons

The present hydrocarbon standards arealready very low and will result in levelswhich were generally agreed to be adequatethrough 1990; that was before the current

crisis race for lower standards was started.Hydrocarbons. at atmosphericconcentrations, have no known negativereactions but are the most importantingredient in the photochemical reactionknown as Los Angeles smog.

The Cleaner Air Act asks that thehydrocarbon emissions from a vehicle indaily use would be about the same as thehydrocarbon fumes that are given off by anaverage homeowner's yard with a normalplanting of grass, flowers or vegetables.

The fumes lost during the filling of a gallonof gas at a service station will be twice asmuch as is allowed during its use of thegasoline in driving the car.

CCH

CHART 9: All Sources - U.S.A.Atmosphere. Comparison of VariousVehicle Improvement Levels. Oxides ofNitrogen.

Oxides of nitrogen, the other ingredient ofthe photochemical reaction, show aninteresting control picture. At atmosphericlevels it is difficult to show any healtheffects, and measurements much belowthese levels are generally agreed to beinaccurate.

Considering that the automobile is not themajor contributor of this pollutant, the1973 levels specified by EPA very properlysuggest a holding action until more isknown.

The Chrysler value shown is our judgment ofwhat could be achieved without major costor performance penalty. The Cleaner AirAct will produce both.

Oxidants or Smog Compounds

One group of pollutants for which theautomobile is largely responsible has neverbeen measured in tons. These areoxidantsthe chemical elements of smog.Oxidants or smog are created by aphotochemical reaction betweenhydrocarbons and oxides of nitrogen.Fortunately, studies have not shown anymajor, long-term health effect. But just theshort-range effects of real Los Angeles smogshould convince anybody that thismiserable, depressing, eye-irritatingpollution mess has got to go. In my mind, itwas, is. and will continue to be. the numberone goal of our automotive emissionprogram. Unfortunately, even today, wedon't know quantitatively what will berequired to reduce oxidants to acceptablelevels.

32

Chart No. 7 All Sources-U.S.A. Atmosphere Comparison OfVarious Vehicle Improvement Levels*

175

150

125

Carbon Monoxide

100.1Uncontrolled maw. WM* moo .110,

owe 133.9

Automotive

25

01968 1970

Chart No. 850

40

30

20

1975

Non-AutomotiveSource Pollution

1980

70.0 1971 EPA58.9 1975 Chrysler &

1975-6 California43.7 1975-6 EPA

1990

Hydrocarbons .6 41.5Uncontrolled

32.0Automotive

24.4

16.4

/, ///10v

0

Non-Automotive'/ Source Pollution

1968 1970 1975

Chart No. 930

1980

21.6 1971 EPA19.9 1975 Chrysler17.5 1975.6 Calif.16.9 1975-6 EPA

1990

Oxides Of Nitrogen UncontrolledAutomotive

ww10on.

15

ii 1;;11 1 1 11 1 1 1 111

10- -i i ii.1

1111H 1 I1111H,1..; l1,1 Non-Automotive

1

I.11

1111 111

; ,1 Source Pollution

WI 11111;1111' 11111 11 11111111_

1968 1970 1975 1980 33 1990'Based on assumption that pollutants from non-automotive sources remain constant.

0

1

27.0

19.7 1973 EPA17.4 1975 Chrysler16.1 1975-6 Calif.14.6 1975-6 EPA

DISCUSS FROM THREE ECONOMICCHARTS

The next chai is show the economic et tectsof accomplishing the various pollution levelsproposed. In each cak.iostsate tOrmodification of the internal c-Anbust ionengine as we know it today.

There are only two approaches which seemto have any possibility of being brought intoproduction by 1975. These are the manifoldreactor and various catalyst systems. eithersingly or in combination.

You will have noted that I have notmentioned alternate power sources aspossibilities for 1975, such as electric cars,turbine, steam and others. Although we haveworked energetically on all of them, majorbreakthroughs have to occur before they canbecome candidates for personaltransportation on a mass production basis.Because of the technical obstacles in thedevelopment of alternate engines, we had noother choice except to further clean up thepiston engine vehicle.

Three main points emerge:

1. Increasing oxides of nitrogen controlhas a strong effect on both fueleconomy and cost of controlequipment. This k primarily becauseall known usable oxides of nitrogencontrols result in engine inefficiencyand greater amounts of otherpollutants to be handled in theexhaust.

Costs rise very dramatically for thelast few degrees of control, so costeffectiveness decreases.

3. The magnitude of the costs is such asto make the proper determination ofthe emission level a major economicdecision.

The point of all this is that vast sums ofmoney may have to be spent to makerelatively slight reductions in emissions.Clean air projections indicate there doesn'tappear to he any justifiable hurry to obtainthe clean air targets in Ow time frame that is

propk .ed.

BEST COPY E

It, therefore, seems reasonable andappropriate to allow more time for theautomotive and nonautomotive industriesto research and develop advancedexperimental devices to a high state ofreliability, durability and hopefully at muchlower costs. I believe that by 1980, we willhave learned a lot more about emissionstechnology in order to realize loweremission objectives through to the year2000 and beyond.

Let me make it clear that Chrysler, the autoindustry, and the government all agree onthe goals of engineering low pollutionvehicles. We also share the same idealstoward a better environment. The questionof whether we control pollution is not theissue. Every decent human being wouldanswer in the affirmative.

The question is not whether the autoindustry is willing to produceemission-reduction devices if they aretechnically possible. We are a commercialenterprise. That's our business to engineer,build and sell transportation equipment.Whatever automotive parts we install onvehicles are bought and paid for byconsumers.

The question really is to what extent, howfast, and how much money we as consumersand taxpayers have to spend to control eachpollutant source. If we in this country hadenough resources, we would agree to controlall sources at the same time. Since we don't,are we then over-committing the nation'smoney to automobiles and not enough toother sources of air pollution? Could someof the money allocated to air pollution bediverted to solving the critical waterpollution problem? How about solids' wastedisposal and research?

Under no circumstances should there be amisunderstanding regarding the concern weall share concerning the health effects ofenvironmental pollution. We urgently needmore medical research on this subject. Theautomobile industry is sponsoring this andother kinds of research to explore theunknowns.

34

Chart No. 10 Emission Control Vs Customer Cost1960 Baseline

PEST COP? P.17!1_171.E

- 1972 EPA Standards

- 1973 California Std.

- Lowest emissionswithout catalyst or reactor

- 1975 Calif. standardrequires catalyst or reactor

- Current Chrysler 1975-76program

- 1976 EPA Standards

11C%

Less

CO%Less

NOx%Less

FuelPenalty

IncrementalCustomerCost'

83% 69% 0 0-2% +$ 51.0084% 69% 50% 3% + 128.00

88% 83% 58% 5.10% + 165.00

95% 80% 75% 5-10% + 245.00

95% 91% 75% 7.12% + 524.0098% 97% 93% 25-30% + 675.00

Includes standard warranty provision but not the 50,000 mile performance warranty.Does not include assembly line testing.Emission numbers are average values.

Chart No. 11 Estimated Costs 1975-1990And Resulting 1990 Automotive Emissions

ra

1968Level

Chart No. 12

250

200-

150-

100-

50-

0

213.8

130.7

NOM 7.2 M/T

HC15.6M/T

CO59.2M/T

$19.2Bill.NO246.3

HC 5.2

CO29.1

1973EPA

1975Chrysler

$30.4Bill.NOx 4.0

HC 3.5

CO19.0

$54.3Bilt.

NOx 2.7HC 1.1

CO19.0

1975.6 1975 6California EPA

$161.7Bill.

NOx 1.2

HC C.5CO 2.8

Estimated Costs 1975-90 Of Various AutoControls And Effects Assuming all othersources remain at constant level .-$250

44

Automotive

-$200

171.PM/T 157.2 134.5 -$150

M 152.5 M/T."6. M/T

Non-Automotive

$19.2 $30.4

-$100

$54.3 -$50

1 35 1

1968 1973 1975 1975-6 1975-6Base EPA Chrysler California EPA


BOOKS:

BEcT cony ,i.....4.r1-

A Citizens Guide to Clean Airi. The Conservation Foundation, 1972,1717 Massachusetts Ave., N.W., Washington, D. C. 20036

Environmental Quality - 1972, Third Annual Report of the Council onEnvironmental Qaulity, August, 1972, Superintendant of Documents,U. S. Government Printing Office, Washington, D. C. 20402

Progress and The Environment: Water and Air Pollution, Shaver,Larkings, and Anctil, Houghton Mifflin, 1973.

PAMPHLETS:

Air Pollution Episodes U. S. Environmental Protection Agency,1971, Washington, D. C. 20406

Citizens Role in Implementation of Clean Air Standards, U. S.Environmental Protection Agency, 1971, Washington D. C. 20460

Let's Have Clean Air-But Let's Not Throw Money Away, ChryslerCorporation, Detroit, Michigan, 48231

Position Statement By Chrysler Corporation on the Health Effectsof Automotive Emissions, Chrysler Corporation, Detroit, Michigan48231

Take Three Giant Steps to Clean Air, Environmental ProtectionAgency, Washington, n. C.

36

CONCEPTS: PACKET 6

I. Collecting and comparing air samples at certain sites withair quality standards will determine if air pollutants arebelow acceptable legal levels.

II. Technological modification of the present internal combustionengine could reduce the effect of the auto as a source ofpollution.

III. An alternatxve to i:he present internal combustion engine willreduce auto emissions.

IV. The subsLitution of mass transit for automobiles is apossible solution to the redIction of air pollution.

V. Technological advances, including electrostatic filtersused in industrial air purification systems are beingdeveloped.

Concepts

I 1.

I 2.

II 3.

III 4.

IV 5.

BEHAVIORAL OBJECTIVES

After touring the St. Louis City or Countyair testing site(s) the student will writea paragraph describing the manner by whichair quality is measured.

After completing the assigned activities,the student will state in writing 200 wordsor less, the relationship of the emissionlevels in the St. Louis area to the airquality standards which have been established.

After completing the assigned readings thestudent will list three technologicalmodifications of the internal combustionengine that might reduce auto emissions.

After completing the assigned readings, thestudent will participate verbally at leastthree separate times in a group discussionon the alternatives to the present internalcombustion engine. Following this the studentwill list three alternatives to the presentinternal combustion engine.

Given the various models for mass transit,the student will participate verbally atleast three separate times in a group dis-cussion on the benifits and problems of mass

59

transit systems as a possible solution toreducing air pollution. Then the student willselect from a list the major benefits of masstransit systems as they relate to reducingair pollution.

6. After completing the assigned activities, thestudent will match the various technologicaladvances in industrial air purificationsystems with the method by which each systemoperates.


60


1


1. In the space provided below explain the mannerin which air quality is measured in the St. Louisarea.

2. 2. In 200 words or less, state the relationshipbetween the emission levels in the St. Louisarea and the air quality standards which havebeen established.

61

3 3. List three technological modifications of theinternal combustion engine that might reduceauto emissions.

A.

B.

C.

4 4. List three alternatives to the present internalengine.

5

A.

B.

C.

5. Select from the list below the benefits of masstransit systems as relates to reducing airpollution. Circle the correct choice(s).

A. Mass transit systems will permit more peopleto live in metropolitian areas.

B. Mass transit systems should reduce the useof the automobile.

C. Mass transit systems will bring more taxmoney to the cities they serve.

D. Mass transit systems will eliminate theautomobile as a means of transporation.

62

6 6. Match the name of the industrial air purificationsystem with the method by which each systemoperates.

A. Electrostatic precipitators

B. Scrubbers

C. High smoke stacks

D. Cyclones

1. takes the emission to higher elevationsand disperses it over a wider area butdoes not purify the emission

2. eliminates particulates by passing thembetween charged plates

3. washes particulates out of the emission

4. through centrifugal action, largerparticles are forced to the outsideand collect at the bottom in a largebag.

63


1

PRE-POST TEST ANSWER KIYPACKET 6

1. In the space provided below explain the mannerin which air quality is measured in the St. Louisarea.

There are two basic ways which ambient air is

measured. St. Louis County has remote telemety

stations and hi-volume samplers, which make use

of filters and settling traps to capture particulates

and other pollutants.

2. 2. In 200 words or less, state the relationshipbetween the emission levels in the St. Louisarea and the air quality standards which havebeen established.

It is very doubtful that.any student will answer

the question when taking the pre-test. The data,

which the students will gather during the packet

will provide the answer to this question. The

reason for this tentative answer is because the

relationship asked for in the question is a

variable depending upon the date this unit is

studyed.

64

3 3. List three technological modification of theinternal combustion engine that might reduceauto emissions.

A. blow-by devices D.different carburetors

B. catalyst E. after burners

C. PCV Valves F. crankcase scaven er

G. devices to prevent the gas evaporation

4 4. List three alternatives to the present internalengine.

5

A. electric cars

B. tux

C. wankel enaine

D. stratified charge engine and others could possiblybe mentioned.

5. Select from the list below the benefits of masstransit systems as relates to reducing airpollution. Circle the correct choice(s).

A. Mass transit systems will permit more peopleto live in metropolitian areas.

Mass transit systems should reduce the useof the automobile.

C. Mass transit systems will bring more taxmoney to the cities they serve.

D. Mass transit systems will eliminate theautomobile as a means of transporation.

6 6. Match the name of the industrial air purificationsystem with the method by which each systemoperates.

A. Electrostatic precipitators

B. Scrubbers

C. High smoke stacks

D. Cyclnnes

C 1. takes the emission to higher elevationsand disperses it over a wider area butdoes not purify the emission

A 2. eliminates particulates by passing thembetween charged plates

B 3. washes particulates out of the emission

D 4. through centrifugal action, largerparticles are forced to the outsideand collect at the bottom in a largebag.


Science is developing or has developed some devices thatcan help keep the air we breathe clean. However, the first stepin solving the problem is measuring the various pollutants in theambient air. Both St. Louis City and St. Louis County havemonitoring stations. The two main types of monitoring stationsare remote telemetry stations and stations without telemetry.The telemetry stations are able to measure pollution levelsat an appreciable distance while the stations without telemetrymeasure only local pollutants.

Air pollutants are measured two ways. Most of the time,filters are used. A second method employs settling to trapparticles. Open containers or glass slides coated with a stickymaterial are placed in strategic locations for varying timeintervals.

The map on page 69, enables the instructor to locate themonitoring stations. Both St. Louis City and St. Louis Countyprovide tours to these monitoring stations. An explanationof how to go about obtaining the tours and services provided bythe Air Pollution Control Boards can be found in the teacherinstructions for this packet.

Mass transit systems are not new in their concept. Theold street car lines were form of mass transit systems. Somestudents visual/kJ.. mass transit systems as being swe ultra-modern. :superfast monorail. A good bus system should also beincluded in a discussion of mass transit systems.

The San Francisco By Area Rapid Transit (BART) is themass transit system used by many as the model system for thefuture. Recently however, BART has developed mechanicalproblems. Run by computers, breakdowns have occurred. During thesummer of 1973, the system was shut down by a labor strike.Rapid mass transit might be one possible cure for reducing airpollution, but like most systems of transportation, it is notwithout faults.

The automobile industry has two possible directions it canfollow in reducing air pollution. The present internal combustionengine can be modified with various devices or a completely newengine can be developed. This new power system can be anotherinternal combustion engine, such as the wankel or turbine, orsome alternative to the internal comblision engine, such as theelectric car. One possibility for the future, is an electric carfor local driving and a car with some type of internal combustionengine for longer distance driving.

67

Unlike the automobile manufacturers, stationary industrialpolluters have been developing satisfactory divices to reduceair pollution. Briefly, some of the devices are as follows:

1. Scrubbers - These devices use water to eliminatepollutants from air emissions. The problem withscrubbers, is that pollutants are taken out of the airand put then into the water.

2. Electrostatic Precipitators - The emission is passedthrough electrically charged plates. These platescollect the pollutants. Then occasionally, the platesare vibrated to cause the collected particles to fallinto collection bags at the bottom of the precipitators.

3. Cyclones - Through centrifugal action larger particlesare forced to the outside of the device and fall intocollection sacks at the bottom.

4. High Stacks - This is not a pollution control device.However, high stacks take the emission to a higherelevation and disperse it over a wider area. Thereason why high stacks are included in this sectionis because sometimes industry places high stacks inthe category of emission control devices.

There are other devices and some of the above mentioneddevices are given different names. However, the first threeitems listed above, are some of the more commonly used devices.

E8

320 330 340 350 360 370 380 390 400m* 410 420 430 440 450 160 410 450 490 500'w 510

NEON

.144.444.

BEST COPY AMIABLE

A REMOTE TELEMETRYSTATIONS

co ).LU

- 0

1. 12th & Clark2. Broadway & Hurck3. Shreve & Route 704. Lin Ferry & Lindbergh5. 55 Hunter Avenue6. Box 305 - Weidman Rd.7. 10267 St. Charles Rock Rd.8. SW of Routes 67 & 270

Q STEAM ELECTRIC UTILITIES4.)

4 wasit 0111PM% Id

Imme,

edittireilf

MADISO

w a S T 0 I mi 1 Iis I la itELLar aiwyjilLK' aI III

ST. LOUIS

RIEFAILA

1119111M11111111101MINMENWALW°

1111111111111 MISR AAST. LOUIS COUNTY SITES WITHCAHi-Volume SAMPLERS

I. 8900 S. BroadwayII. 805 Chambers Road

III. 8811 HaroldIV. 9101 S. BroadwayV. West Florissant & Lucas & HuntVI, 801 S. Brentwood Blvd.

VII. Old Jamestown & Sinks Road

Ifff#0BOUNDARIES

CT aT

.4

.

69

84

83

82

81

8_

79

7

77

76

75

74

71

72

71

70

69'

68

67

66

65

64

63i

N 62

61

fl

AIR QUALITY STANDARDSSt. Louis County

Primary

.03 ppm - annual arith-metic mean.14 ,ppm - maximum 24 -hour averagenot to be exceeded morethan once per year.

Partic- 75 ug/m3 - annualulate geometric mean

260 ug /m - maximum24-hour concentrationnot to be exceededmore than once peryear.

CO 9 ppm - maximum 8-hour concentration notto be exceeded more thanonce per year.35 ppm - maximum 1-hour concentration notto be exceeded more thanonce per year.

HC

. Secondary

.02 ppm - annual arith-metic mean.10 ppm - maximum 24 -hour averagenot to be exceeded morethan once per year..50 ppm - maximum 3-hourconcentration not to beexceeded more than once per year.

60 ug/m3 - annualgeometric mean150 ug/m3 - maximum24-hour concentrationnot to be exceededmore than once peryear.

.24 ppm - maximum 3-hour concentration (6 to9 a.m.) not to be exceededmore than once per year.

same

same

NO2 .05 ppm - annual arith- samemetic mean.

OX .08 ppm - maximum 1- samehour concentration notto be exceeded more thanonce per year.

70

BehavioralobjectiveNumber


Concept I Required Activity:

16,2 A. The St. Louis Air pollution ControlLaboratories offers a 60 minute tour for amaximum group of 15 students. Contact WilliamL. Hager, Engineer, 453 3334. It isadvisable to make reservations for thistour at least four weeks in advance.

Mr. Jim Clark of the St. Louis County AirPollution Control Commission, telephone726 1000, will meet student groups atmonitoring station(s) on the first Wednesdayof each month.

Available for the asking, are Air Quality DataSummary statistics. Both St. Louis City andCounty have these statistics in printedhandouts. Ask both Bill Hagar and/or Jim Clark tobring some with them when the students takethe field trips.

The discussion (Activity A 3) is to be doneafter returning from the field trip.

Concepts II, III, IV. V Required Activities:

3-6 A. Activity two is a reading assignment. However,the instructor should note that the readingsprovided in packet six are only superficialin their coverage of the various concepts andbehavioral objectives. This is a good pointin time to encourage or require additionalreading. A plethora of data is available onthese topics. Time and space limitationsprevented more data from being included in thepacket readings. Scientific American and Environ-ment magazines are two excellent sources ofinformation.

. 3-4

Concepts II and III Required Activities:

A. The discussion in activity three might notrequire the typical 55 minute class period.Do not try to make this discussion longerthan is necessary. The length of the

71

discussion will vary from group to group. Ifstudents are progressing at their own pace itmight be necessary to hold two or more smallgroup discussions.


5 A. The instructor has the option of combiningdiscussions in activity three and four.


6 A. The video-tape used in this activity isavailable through the Administration Building,Mr. Verlin Abbott, Parkway School District.It will be necessary to reserve the tape inadvance. The instructor should have the DataSheet 2 (page five in the student packet)available for the students.

6 B. This is an optional activity. The sciencedepartment of most high schools should havethe equipment necessary to perform thisexperiment.

72

BEST CC?Y





Unit: Air l'ollution: Packet VI



BEST COPY Al!..11'...."!E

CONCEPTS: PACKET 6

I. Collecting and comparing air samples at certain sites withair quality standards will determine if air pollutants arebelow acceptable.

II. Technological modification of the present internal combustionengine could reduce the effect of the auto as a source ofpollution.

III. An alternative to the present internal combustion engine willreduce auto emissions.

IV. The substitution of mass transit for automobiles is apossible solution to the reduction of air pollution.

V. Technological advances, including electrostatic filtersused in industrial air purification systems are beingdeveloped.


I

I

1. After touring the St. Louis City or Countyair testing site(s) the student will writea paragraph describing the manner by whichair quality is measured.

2. After completing the assigned activities,the student will state in writing 200 wordsor less, the relationship of the emissionlevels in the St. Louis area to the air

Nhalowquality standards which have been established.

II 3.

III 4.

IV 5.

After completing the assigned readings thestudent will list three technologicalmodifications of the internal combustionengine that might reduce auto emissions.

After completing the assigned readings, thestudent will participate verbally at leastthree separate times in a grcup discussionon the alternatives to the present internalcombustion engine. Following this studentwill list three alternatives to the presentinternal combustion engine.

Given the various models for mass transit,the student will participate verbally atleast three separate times in a group dis-cussion on the benifits and problems of mass

At this time take the pre -test.Obtain a copy from your teacher.

1

ACTIVITIES BEST COPY AVAILABLE

BehavioralObjectiveNumber Concepts I Required Activities:

A. Your instructor has arranged a field trip.Approxiamately one-half the class will tourthe City of St. Louis Air Pollution ControlLaboratories. The-remaining group will tourthe sampling site(s) for the St. Louis CountyAir Pollution Control Agency. Listed beloware some activities which relate to the fieldtrip(s).

1 1. On the map used in Packet 4, Data Sheet 4,plot the location of the test samplingsites for the metropolitian St.Louis area.

NOTE: It will be necessary to shareinformation. The group that toured thecounty site should swap information withthose students who toured the city laboratories.

1 2. Complete the Data Sheet 1 supplied by yourteacher.

2 3. Participate in a small group discussion onthe relationship of the air sampling siteswith respect to the location of air pollution.sources. Discuss also, the relationshipbetween the emission levels in the St.. Louisarea and the air quality standards.

Concepts II, III, IV and V Required Activities:

A. After each reading is the behaviorial objectiveto which the reading applies.

1. "Combustion to Install Devices, Cut Pollutionby Gas Vehicles," from the Chattanooga Time,,February 13, 1972 (3. 0. #3)

2. "Clean Car Device Makers Oppose Delay on"75 Rules" from the Washington Post, April11, 1972. (B. O. #3)

3. "Anti-pollution Engines Irksome, But Pure AirWorth Effort," from the Buffalo Evening News1February 8, 1972 (B. O. #3 and #4).

4. "Auto, Factory Anti-pollution Devices Suc-cessful," from the Chantanooqa Times, June 18,1972 (B.O. #3 and #6).

2

5. "Antipollution andBruce C. NetschertEnvironment (B 0

BEST COPY HAIM E

the Electric Car," byfrom Protecting Our#4).

6. "Inventor Calls Device. Air Pollution Answer,"fron the (Newark) Evening News, July 12, 1972.(B. O. *4)

7. "Big X for the Bay" from Time, September 18,1972 (B. O. #5)

8. "Transportation...Sctratching the Surface"from Man: The Next Thirty Years, by HenryStill (B. O. #5)

9. "Kansas Invention Scrubs Air Blue" from theWichita (Kan.) Eagle, February 7, 1972.1177T. #5)

10. "NSP Find the Market Profitable For ItsGenerating Plants' Coal Waste," from theMinneapolis Tribune, July 6, 1972 (B. O. #6)

Concepts II and III Required Activities:

3&4 A. Participate in a groug discussion on thealternatives to the internal combustion engineon the various technological modifications of theinternal combustion engine. Make sure that youhave read the readings that apply to behavioralobjectives three and four.

5


A. Participate in a group discussion on mass transitsystems. Bring with you to the discussion,information on mass transit systems that youhave gathered on your own research.


6 A. At this time a video-tape is available forviewing. The speaker is Morton Mullins fromMonsanto's Environmental Protection Group.In the last half of the video-tape, Mr. Mullinsdiscusses industrial air purification systems.Before viewing the video-tape, obtain DataSheet 2 from you instructor.

6. B. (Optional) Making an electrostatic precipitatorinstructions for the construction of this deviseare given on pages 232-234 of EnvironmentalPollution.

3

BEST COPY hi I:MULE

DATA SHEET 1

Field trip to St..Louis County and/or St. Louis City Air Pol-lution Control Agency.

1. Either in the space provided below or on a separate sheetof paper describe the various types of test that are usedin monitoring ambiant air.

2. Describe the manner by which ambiant air is measure in thaSt. Louis air.

4

REST caFi" EDATA SHEET 2

video- tope presentation by Mr. Morton Mullins representingMonsanto Chemical.

During the last half of the videotape, Mr. Mullins discussesmethods by which industrial emissions are purified by variouscontrol devices. In the space below, name the device and thendescribe briefly how it oporates.

1.

2.

3.

4.

BEST ccrit r'n!r

B. 0. #3 ENVIRONMENT AIR POLLUTION

COMBUSTION TO INSTALL DEVICES, CUT POLLUTION BY GAS VEHICLES

Combustion Engineering Inc., in its continuing effort toeliminate all types of air pollution at the Chattanooga works,is in the process of installing pollution masters on all of thecompany's gasoline-operated equipment.

The Chattanooga works of Combustion has been a pioneer inthe field of eliminating air pollution, having demolised itsstacks in 1968 after the plant switched to a cleaner fuel andcompletely climinated this part of air pollution.

A pollution master is composed of two units, and wheninstalled will exceed existing standards for automotive emissioncontrol.

The system when completed, will be the first of its kind inChattanooga and will be on a total of 65 pieces of equipment,including trucks, side loaders, fork lifts and gas weidingmachines.

Figures from U. S. Department of Health, Education andWelfare show, more than half of the pollution in the UnitedStates comes from motor vehicles in the form of carbon monoxideand Combustion is now in the process of eliminating his healthmenace!

A pollution master's two units are crankcase savenger andexhaust scavenger.

Purpose of the crankcase scavenger is to trap any varnish,sludge or solids and separate them from the mixture of blow-bygases and air being drawn from the crankcase, before this mixturegoes into the engine. The exhaust scavenger becomes an integralworking part of the engine and automatically supplies air to thevehicles' cylinders to trap the exhaust gases left from thepreceding power stroke, mixing them with oxygen and greatlyimproving the mixture in the engine for the next power stroke.

The addition of pollution master systems permits the cleanerburning of fuel, greater utilization of fuel, more power, econ-omy and operation efficiency.

The installation of the system will be complete within thenext two months.

Chattanooga (Tenn.) Times, February 13, 1972

6

B. O. #3

BEST CCPY r"."1".:.-74.r

ENVIRONMENT AIR POLLUTION

CLEAN-CAR DEVICE MAKERS OPPOSE DELAY ON '75 RULES

By Victor Cohn Washington Post Staff Writter

Two leading makers of controls to clean up car exhaustyesterday urged the government to deny car makers a year's delayin meeting tough 1975 auto--emission rules set by Congress.

"It is our firm belief" that efforts to meet the standardswill succeed "provided the development programs now in high gearthroughout industry are not permitted to slacken," said RobertS. Leventhal, senior vice president of Engelhard Industries,Murray Hill, N. J.

If auto makers win a delay of the standards are significantlyreduced, "we and others will have little incentive to continuethose efforts," he told an Environmental Protection Agency panel.

The panel is considering five auto makers' requests for thedelay, and hearing from most major U.S. and foreign manufacturersand suppliers.

Engelhard is in final stages of negotiating an agreement ofsupply Ford Motor Co. with catalytie converiers - devices to turnhydrocarbons and carbon monoxide into harmless carbon dioxiedand water vapor - for its 1975, 1976 and 1977 models.

In interviews, both Laventhal and Joseph H. Povey of MatheyBishop, Inc. (U.S. subsidiary of Britain's Johnson Mathey), saidthey think the auto industry can meet the 1970 Clean Air Act'srequirement that hydrocarbon and carbon monoxide emissions bereduced by 90 per cent by the 1975 model year.

"We think we can do it, and I think the guys up there arebeginning to get the feeling it can be done too," said Povey,referring to the EPA hearing panel headed by Deput AdministratorRobert Fri.

V. W. Makin, Mathey Bishop president, is scheduled totestify today, AS EPA heads into the fourth of what could be 20days of testimony. Detroit's Big Three-General Motors, Ford andChrysler-are all scheduled for next week.

"A question which has not yet been answered completely iswhether in the real world of customer use and abuse" controlswill last without maintenance for the 50,000 mile goal set byCongress," Leventhal added.

7

ellems00.

BEST CUT At''',!"7,!E

But Mathey will report successful roadtesting of a catalyst-equipped Chrysler for 20,000 miles to date. EPA AdministratorWilliam Ruckelshaus has told auto firms he will permit controlseven though they need some replacement or maintenance during acar's life.

The catalyst makers are also pressing for future "no-lead"gasoline with no more than .03 grams of lead a gallon, ratherthen .05 grams, the limit EPA has tentatively ordered startingin 1974. Lead ruins the catalyst materials needed to convertpollutants.

EPA yesterday completed hearings on its fuel proposals -including both no-lead and lower-lead general fuel-and is expectedto announce its final decision next month.

Philip E. Robinson, executive vice president of the LeadIndustries Association, yesterday requestioned the need forno-lead gas until auto makers have a proved emission-controlsystem.

He also said no one has demonstrated that lead ina health bazard. He was backed on the latter point byWilliams, a London general practitioner and industrialMost health experts disagree.

Washington Post, April 11, 1972

8

the air isDr. M. K.doctor.

BEST CCPY Av.7J '7! F.

B. 0. #3 &4 ENVIRONMENT AIR POLLUTION

ANTI-POLLUTION ENGINES IRKSOME, BUT PURE AIR AIM WORTH EFFORT

By Peter Weaver Buffalo Evening News

It's going to costbillions of dollars to drastically reduceengine exhaust pollution by 1975 as ordered by Congress.

Who's going to pay for it? You are.

Preliminary studies extimate that pollution-control deviceson a new car in the fall of 1975 (1975 model) will hike the cost$275 to $300 above today's new car prices.

On top of this, the new owner will have to pay an estimated$125 to $150 a year in additional maintenance and fuel costs tokeep the pollution-clean engine running properly. This is becausepollution-control devices, to do their job, must devices, to dotheir job, must diminish the engine's performance.

Even with the 1972 cars that have just a few of the programmedpollution-control devices, owners are finding engines harder tostart and performance on the sluggish side.

What's worse, surveys made in California show taht many ofthe new cars are polluting almost as much as some of the eldercars because pollution-control mechanisms aren't being properlymaintained.

Sen. Philip A. Hart, chairman of the Senate Anti-Trust andMonopoly Subcommittee, feels the Environmental Protection Agencyand other government agencies must keep the auto industry fromartificially setting price of anti-pollution equipment too high.He fears there's not enough competition.

Also, to make sure we get our money's work in-pollutioncontrol, Sen. Hart has asked EPA to get moving on the installationof a national emission-control inspection system to make sureanti-pollution devices on new cars are kept functioning properly.

So far, the news about the cost of anti-pollution controlshas been rather gloomy. But there's a brighter side.

The new anti-pollution equipment on cars, even if it isn'trunning perfectly, will stave off disastrous air pollution conditionsin a number of cities where automobiles are the major polluters.

The required periodic engine inspections, when they come, maybe an inconvenience, but they will force owners to take better

9

REST CVY

care of their cars. Owners will get more years' service out oftheir automobiles as a result.

General inspection programs in Pennsylvania and New Jerseyshow that their cars hold up much longer than those in stateswithout inspection.

You may have to pay $300 or so for pollution-control equip-ment on a 1975 car but, when you think of it, many owners arewilling to pay that price right now to condition and cool the airinside a car.

Why not spend the same amount to help condition and cleanthe air outside?

If we can get through the next five years or so withouthaving to pay too much for emission-control devices, we might seeentirely new engines evolving which will be clean runi.,.ags,reasonable prices and easy to maintain.

Here are some contenders: STRATIFIED CHARGE: This enginewill have a new kind of cylinder head to give better combustionand less waste going out as pollutants. A four-cylinder, stratified-charge engine has been developed by the Army Tank Command for Jeeps.Hopefully, an eight-cylinder model will be ready by 1978. Fordis interested. WANKEL: The Germans developed this "rotary"engine and General Motors is experimenting with it. The enginepacks a lot of power into a small space and will be less expensiveto make clean. It can use less expensive fuels. TURBINE: Thegas-turbine engine is supposed to give better over-all performancewith far less pollution problems. Ford is putting this engine insome trucks, buses and boats - but, don't look for it in passengercars until the 1980s.

Buffalo Evening News, February 8, 1972

10

3S1 t"--v rB. O. # 3 & #7 ENVIRONMENT AIR POLLUTION

AUTO, FACTORY ANTI-POLLUTION DEVICES SUCCESSFUL, CHATTANOOGA INVENTORSAYS

By Jim Corbett Chattanooga (Tenn.) Times,

A Chattanoogan has invented a device which he says caneliminate 90 per cent of an automobile's pollution as well asincrease the gas mileage.

The device costs less than $5 to build and is "fitted ontothe carburetor to expand the gas," says inventor Joseph Gagliardiof 7641 Boriss Dr. But he won't describe the invention in greaterdetail because it isn't patented.

Gagliardi, a retired auto mechanic, steel millwright andminister, has been working on the pollution problem about threeyears.

He has also invented an apparatus which he says can containflight-ash from industrial smokestacks, and a device which clampsonto the exaust system to reduce the emission readings.

"My device is far superior to what they have on the 1972cars," he said.

Wesley Holder agrees. It was fitted onto his 1972 pickupwhich got about nine miles to the gallon in spite of severaltrips back to the dealer. With Gagliardi invention, Holder says,he gets about 17 miles to the gallon..

Holder also did the white hankerchief test for emissionwith success.

Gagliardi said the invention has been testier by the Chattanooga-Hamilton County Air Pollution Board and found it 90 per cent effective.

Her Parr, director of the bureau, said the. test showedGagliardi invention cleaned hydorcarbons and carbon monoxidebut did not reduce the oxides of nitrogen and probably rasiedthat level.

Gagliardi has another apparatus which works like a rainyday" to reduce the oxides of nitrogen, he said. He claims tohave cut them by one-half. He said the bureau did not have themachinery to test this.

"It eliminates 90 per cent of the three polluting gases,"Gagliardi said.

11

BEST CM ill'IlILABLE

Before he moved to Chattanooga about a year ago, he startedwriting letters attempting to gain support. Every major automobileand muffler company knows about his inventions, he said, butwon't give him the aid unless he divulges his secrets.

The invention is not patented because of finances, he said.He said he has talked to representatives of several companiesbut hasn't been able to come to an agreement.

"They all wanted it on their own terms, and I'm no'- interested,"he said.

The device which clamps onto the exhaust system has attractedsome interest from the state of California, he said, bttt itisn't patented either.

He has consulted several public officials regarding agrant to continue his work without success, Gagliardi said.

He has applied for a patent on the smokestack apparatus,he said. Before the application, Gagilardi said, he tried togive it to three Chattanooga industries as well as Cleveland, Ohioplant for publicity, so he could gain support for his otherinventions but they wouldn't talk to him until he obtained apatent.

"It costs thousands of dollars to control wastes fromsmokestacks," he said. "Many zmaller factories have had toclose down. They couldn't afford it.

"I can contain flight-ash. I can stop it."

Next the inventor is planning to concentrate on raisingthe gas mileage of cars.

"My ambition is to boost that gas milage on up to 20-40miles to the gallon," he said, "Why shouldn't I ride in anAmerican car that gets just as good milage as a Volkswagen."

Chattanooga (Tenn.) Times, June 18, 1972

12

BEST COPY V.". ^L

li 0. #4 "ANTIPOLLUTION AND THE ELECTRIC CAR"

Li: Bruce C. Netschert

As you know, the electric automobile is looked on by manyt--; a potential answer to the smog problem. I must confess Ihave a strong personal predilection for it. It makes sense touse a system that consumes energy only when it is its motion.it is quiet. It must, by its nature, be smaller that the palatialmobile palanquins we now drive, hence it would contributemightily to easing the traffic problem. For the electric automobileto be commercial it is not sufficient that it have a batterythat is economically feasible to manufacture and use: it mustalso recharge with electricity at a rate that is comparable withgasoline prices. Its fuel cost, in other words, must be competitive.

From the published information on the various proposalsfor electric automobiles it appears that, given the appropriatebattery system, the electricity rates for charging would be competitiveunder present conditions. They might very well not be competitive,however, in 1990 or 2000, given the cumulative impact ofenvironmental improvement measures on the power industry's costsin the coming decades. I don't know whether or not this is to bedeplored. I certainly don't mean to imply that the electricautomobile is the only or even the best solution to the smogp7oblem. On the other hand, it would be deplorable if the fightfor environmental improvement unintentionally and unknowinglyforeclosed a potential development that could win one of thebiggest battles.

What I suggest, therefore, is that 'hose who are working toimprove the environment should do their best to probe and appreciate.:.he long-term implications of what they are doing, so that intheir zeal they do not commit new mistakes in the name of remedy-ing past ones.

In saying this I do not align myself with those who observethat there is no clear medical proof of the harmfulness ofexisting sulfur pollution levels in our urban centers; or withf.hwo who argue that there is no sense in equipping cars withdevices to lessen exhaust emissions if the public is not goingto maintain them; nor, especially, with those who protest thatstandards are being imposed too soon. I regard such objections,J3 superficial.

I look, rather, at the more subtle aspects of the programto improve the environment, implications such as the long-termr'ffect on electric rates I have just described-not so much themr2aures themselves as their direction. It is all too easy toset in motion economic forces which, once established aredifficult or impossible to change or remove. It is all toopossible to build new rigidities into our economic system,which depends for its well-being on a flexibility that shouldbe as great as possible in order to withstand unforeseen

13

BEST COPY ritT":77r

shocks and disturbances, both internal and external.

There are, as we all know problems in environmental improve-ment that remain largely if not wholly, unsolved. We can as yetdo nothing about the nitrogen oxides. High-level radioactivewastes from power reactors are still handled on a temporary basisin stainless steel tanks which must be periodically replaced.There is the nagging matter of carbon dioxide and the greenhouseeffect: we cannot yet tell if we are raising the average temperatureof the entire earth or, as has recently been suggested, wheatherwe are permanently depleting the oxygen content of the atmosphere,I am confident the solution to each of these problems will, in itsturn, come along. In the meantime we cannot stand still, throughreasons can always be found for doing nothing. I am tempted tosay that we must move with caution, but caution implies timidityand delqy. Caution is also synonymous, however with discretionand vigilance, and it is these qualities I urge in our actionsin combating pollution.

OP

Protecting Our Environment, Bruce C. Netschert

14

ENVIRONMENT

Big X for the BayIt all sounds like something thought

up by Stanley Kubrick for the movie2(101. The silent central control roomhouses giant twin computers that senddozens of sleek, 80-m.p.h. silvery alumi-num passenger trains slicking sibilantlyinto stations at intervals as close as 90seconds. Each train has only one blue-jumpsuit-clad attendant, and he allowscomputers to run the controls except inthe event of an emergency. Even ticketsare sold (in amounts up to $20) by ma-chine. The buyer inserts coins or bills;after an electronic eye scans them, themachine gives forth a credit-card-sizedticket. Thereafter, the passenger merelyenters whatever station he likes andsticks his ticket into automatic fare col-lectors that swiftly calculate fares (from30e to $1.25, depending on the length ofthe journey) and electronically subtractthe right amount from the ticket.

The ride itself is quiet, gentlenolurching starts or jerking haltsand,above all, comfortable. Wool carpetcovers the car floors, and there are nocommuter straps above the cantileveredseatsthe system hopes to provide eachrider with a seat. Electronic equipmentmaintains a running check on eachtrain's mechanical health. There are au-tomatic doors, air conditioning and sta-tions glowing in a dazzling, multicol-ored array of huge graphics enamelmurals, mosaic columns and Fiberglasreliefs.

This would be an impressive pack-age by any standard. For residents ofthe San Francisco region, who will seethe $1.4 billion Bay Area Rapid Tran-sit (BART) begin operation this week, itrepresents not only a considerableachievementit is the first new rail

Timp_September 18, 1972.

transit system to be built in the U.S. in6S year$but something of a challengeas well. BART was built as an attemptto entice San Francisco commuters outof their cars and onto a fast, smoothrail transport system that serves the en-tire Bay Area. Says Lawrence Dabms.BART% assistant general manager forplanning and public service: "The ba-sic reason behind BART was not just tokeep people from building more free-ways but to change development pol-icy. Since 1946, America has put itsmoney in Detroit and highways. The re-sult was sprawling suburbs. Can we turnthe corner on that old, auto-orientedpolicy?"

Fund Failure. Apparently the vot-ers of three Bay Area countiesSanFrancisco. Alameda and Contra Costathought so in 1962, when they ap-proved a 5792 million bond issue tofund construction. BART was intendedto order growth more rationally thannew highways on the theory that de-velopment follows a rail system's routewhile highways are usually built wher-ever anyone develops the land. Beyondthat, the planners argued that BARTwould allow poor citydwellers to get tonew industrial jobs in the booming sub-urbs. But what really explained the vote,cynics say, was that most motorists sim-ply hoped that the rail system wouldkeep other cars off the congested roads:the individual driver had no intentionof riding the rails himself.

In any case, the new system was along time in coming. It was delayed bytechnical problems, political squabblesand, most of all, by inflation. In the late1960s. the money ran out. Only aidfrom the state, a locally imposed salestax and federal funds kept the ambi-tious project alive. The long years of

15

EST COPY It 7!): r .7! E

ENVIRONMENT .

construction were marked by lawsuits,as well as by a succession of knotty tech.nic.il problems and press charges ofwaste and incompetence. There weretimes when it seemed that BART mightbe abandoned.

On opening day. in fact. only 28miles of what eventually wal he a 75-mile lierwork will be ready. By nextyear. hlievver, the c e system is ex-pected tot. e. The first stretchlinks Oakland. in the East Bay area.with Fremont in the south. The nextwill reach north to Richmond. Otherarms will extend east to Concord andwest under the Bay into San Franciscoand down the peninsula to Daly City.The X-shaped system will touch everyurban population concentration in thethree counties, linking up an estimated2.5 million people.

If HART works as expected, it willcut travel times by anywhere from 30%to 80%. For example. the trip fromOakland to San Francisco will take nineminutes. compared with 35 to 45 min-utes by car in rush-hour traffic via theBay Bridge.

Side Benefits. BART's promise hassparked a $1 billion office-buildingboom in downtown San Francisco, plusa major beautification program thelength of Market Street. In the suburbs,new homes and apartments are sprout-ing near the system's stations, and landvalues have been rising steadilyalorig itsroute. Whether BART will in fact realizeits planners' original far-reaching goalsis still moot, mainly because the systemis so much shorter than first planned."We would like to think we've been acatalyst for good things," says Dahms."hut it's too early to tell." Environmen-tal organizations like the Sierra Club'sBay Chapter, however, have wasted notime in praising BART as a "reasonablealternative to freeways and the sprawland smog they inevitably bring.-

ob.

Time, September 18, 1972.

BEST COPY Af.'l

Another side benefit is aesthetic.HART's 34 stations are designed to bebright and appealingquite a changefrom the usual dreary transit stop. Themain station at Lake Merritt even hasa pool and a plaza. About a third of itsextra-wide tracks will be undergroundand out of sight. Another third will usefreeway medians, and the rest will be el-evated on graceful concrete columns.BART has spent S7.5 million on land-scaping alone.

The crucial issue, of course, iswhether enough people will ride thelines. BART is expected to pay its ownway. (One reason for all the space-ageautomation was to minimize the laborcosts that account for about 80% ofthe costs of the East Coast's deficit-rid-den transit systems.) Projections for1975 predict 200.000 riders on week-days, or 60 million a year. This wouldaccount for 11% of the present com-muting traffic. But a telephone surveyindicated that only 7% of those ques-tioi.v...1 intend to use the system once itgoes into operation.

Can BART corral more? Dahms isoptimistic. and many another U.S. cityis waiting anxiously for the results, sincemost urban planners agree that newhighways exacerbate rather than solvetraffic-congestion problems. For the fu-ture shape of U.S. cities, a lot dependson BART.

16

CP^.7


INVENTOR CALLS DEVICE AIR POLLUTION ANSWER

By Guy Savino Evening News N. Y. Reporter

New York - The termogenerator, hailed as the answer to thepollution problem caused by combustion power systems, was intro-duced here yesterday by its inventor, J. Lyle Ginter.

According to Ginter, the device he has patented after 30years of research and at a cost of $3 million will permit theuse of turbine engines in cars and trucks that will meet the 1976standards set down by the Environmental Protection Agency.

While the automotive and aircraft industries should findthe thermogenerator of special interest. Ginter said, it iselectric power companies that should find it of most immediatevalue.

At a press conference at the Overseas Press Club yesterday,Ginter said: "We are not talking theory. We tell you we havedevelop running hardware. It is in Glendale, Calif., and isopen for inspection."

Ginter said that his company, Ginter Corp., is ready tolicense other companies to produce and use the thermogenerator.Or his own corporation will produce it.

"The thermogenerator," said Ginter, "requires no cataiyticcoverter or afterburner. It can be added at virtually no additionalcost in comparison with other devices that are presently beingworked on."

Ginter said the device is a combustion chamber in whichcontrolled burning of hydrocarbon fuels occurs. Fuel, air andwater - in liquid or steam form - is injected into thethermogenerator. The fuel - air ratio, flame temperature andexhaust gas temperatures are controlled independently.

Unburned hydrocarbons produce most of the pollution fromcombustion engines, Ginter said, and it is control of treat factorwhich makes the thermogenerator successful.

"Water as an invert dilutent is used to control the flametemperature," said ginter. "The lowered flame temperature thuseffectively limits the formation of the oxides of nitrogen."

In one applicatirn, water is added both prior to and followingcombustion, Ginter said. Experiments have proved that the gashorsepower of a unit can be increased 300 to 400 per cent in that

17

BEST COPY P.'!..T.4117"1

in that way, he said.

HIGH SULFUR FUELS: One of the best features of hisdevelopment, Ginter said, is that it makes the use of high sulfurcontent fuels possible. When coal is gassified and oil shaleis made usable, the thermogenerator will help man tap a resourcewith a known world reserve for the next 300 years. He said thismakes his invention of extreme importance to the power companieswhich have become increasingly alarmed over fuel supples of thefuture.

Ginter said the thermogenerator also is a satisfacoryalternative to nuclear power and its pollution.'

According to the Ginter organization, Advanced AutomotivePower Systems Division, Ann Arbor, Mich., and the CombustionResearch Section of the Electric Power Generation Division,Durham, N. C., both Environmental Protection Agency units, haverequested an early testing date for the thermogenerator.

Newark Evening News, July 12, 1972

18

BEST COPY r"ftliii.;"rB. 0. #5 TRANSPORTATION

SCRATCHING THE SURFACE: At five minutes to eight on acold morning in February 2000, a commuter hurries into the groundentrance of the Washington, D. C., subway station. His haste isnot a matter of time but to escape the snow which mantles hiscoat collar. He has an hour to reach his desk in Manhattan,little more than two hundred miles away.

The junior executive shucks off his coat and rides down theescalator to train level. The lobby is busy with people, butit is clean, sound-conditioned, and as comfortably warm as thelobby of any large building. The commuter fumbles for hisplastic credit tab and presents it to the turnstile scanner. Thecomputer, to which the scanner is attached, instaneouslyidentifies him, notes his destination, admits his through thegate, and blinks on a light directing him to his car. As heapproaches, the doors slide open and just as smoothly closebehind him. "Hand., gadget," he muses as he has every weekdaymorning during the few months the new subway system liesbeen in operation. "Ride anywhere anytime on the Boston-Washington system, then pay a monthly bill of only 150 dollars.

Mr. Commuter settles into his comfortable seat beside thecurving wall of the car. There are no windows because this trainwill never travel above ground. He idly watches the 3-D tapednewscast which will be repeated every fifteen minutes during thebrief run to New York. He glances at his watch. The othernineteen seats in the car fill quickly, and at exactly 8 a.m.,there is a slight sew of motion as the train pulls away fromthe station. He could have waited until the 8:10, but he preferredthe express, which made only one stop - at Philadelphia - beforereaching New York. Also the short express run gave him timefor the leisurely six-block walk to his office from the midtownterminal.

After that first breath of acceleration, there is no senseof motion at all, no awareness that the train is picking upspeed at a fantastic rate as it arcs downward in its tunnel,reaching a maximum depth of thrity-five hundred feet. Thetrain is propelled entirely by the downward pull of gravityaugmented by air pressure pumped in behind the train.

This view of ground travel three decades from now is not asciencefiction dream. It is one of many imaginative but highlyfeasible schemes for major advancement in st.rface transportation.Under a new federal law, whicri established the Department ofTransportation at cabinet level, government and industry researchersand engineers in the past three years have poured out new ideasand hardware that promise tremendous improvements in commutertravel, within and between metropolitan centers. Change wasoverdue in an industry which essentially had not improved ina third of a century.

19

BEST COPY 11'2:T rCLE

Man is land-based creature, and thus for all of hiscenturies, most of his travel has been on the ground. Butman is also an animal that accepts no limits to the scope of hishunting ground and has searched persistently for faster, moreconvenient, and comfortable ways to travel greater distances.Although his motion has been phenomenal, man so far has onlyscratched the surface in transportation. Moreover, some of hisscratches, while providing great freedom of mobility, are alsocreating conditions which threaten general health and life,

such as air pollution from the automobile.

Most of this generation has passed beyond memory of the horse-and-buggy days, but those days extended backward to antiquity anddid not end until the automobile and electric streetcar gainedpopularity in the first two decades of this century. It wasreally the horse and buggy which created Small Town, American,because a farmer and his family with only this method oftransportation could not travel more than ten miles for theSaturday trip to town. In the growing industrial centers ofthe East and Northeast, &young man climbing the executiveladder in the textile industry lived near enough to his factorythat he could walk to work. It as the streetcar which firsimpelled cities toward the urban sprawl so pronounced today.

Although not the inventor of the motor car, Henry Fordintroduced mass production methods which made the Model-Tthe symbol of an era. Ford also aimed us along a half-centurytrajectory which very nearly has enslaved us in worship of theautomobile. The Model-T went into production in 1908 at a costof 850 dollars each. With improvements, production reacher1,000 cars a day. Although finer automobiles were built inthose early days, it was Ford who reached the common man.Fifteen million Model-T's were sold under the slogan "gits yathere and gits ya back," and the price eventually came downto 200 dollars. From that point on there was no stopping thehorseless buggy.

As the decades - and two World Wars - passed, the autopushed the electric streetcar into oblivion. Thousands of milesof railroad track were left to rust, deserted by passengers andfreight that now moved by truck. The automobile sired therubber-tired motor bus for mass transit in urban centers, thenproceeded to clog the streets so buses could not move. Transitcompanies dwindled and died. Only large metropolitan centers,such as New York, Philadelphia, and Chicago, which could supportmass transit tied to rails and subway systems, would boast ofadequate means for getting the working masses (and shoppers)

to and from their jobs each day. Even there, however, aconstipation of humanity began to grow amid and unplannedjumble of trains, subways, buses, delivery trucks, and privatecars. Anyone curious to see this mess in action (or inaction)needs only to ride a taxicab across midtown Manhattan at fouro'clock any Friday afternoon.

20

BEST COPY IITIILABLE

The expressway, or freeway, when it emerged from the drawingboards of traffic enaineers in the 1930's seemed to be the answer toall prayers. Indeed, the freeway, with its broad avenues ofasphalt and concretesweeping over, under and around the gridof streets and avenues of the "old" city, has served for more thantwenty-five years as a tremendous step forward in the movementof mass millions of people. The limited-access speedway was notthe panacea for all transportation ills, but for many years it

bli.ided us to our growing enslavement to the automobile as theonly way to move. As a consequence, suburbia spread farther andfarther into the country from urban centers. Rail and bus lineslost customers because they failed to keep. pace. As customersdwindled, mass transit systems failed to keep their tracks androlling stock up to date, service grew progressively worse, andfinally mass transit was threatened with extinction in mostmajor cities at precisely the time in history when it was neededmost. What the majority had failed to realize is that there mustbe a balance of several transportation modes to prevent any onesystem from progressing to the extreme of self-extinction.

The extremes to which we already have gone in our auto-idolatry is illustrated by the more than 90 million cars, trucks,

and buses on United States road today. Although 1967 was a badyear, and only about 7.5 million cars were produced in thecountry,1968 was expected to approach the 10 million mark beforeits. close. Under a deliberate program of planned obsolescence,the auto industry spends 500 million dollars a year in advertisingalone to enture that 5 to 6 million cars each year are assignedto the junk heap, where they're now worth about 12 dollars percarcass for scrap. Aside from the simple pleasures of driving acar and its utility as a handy way to get from one place to another,this vehicle intensifies the natural aggressiveness of the humanmale and serves as an outlet for rivalry. How many time have weheard roaring motors and car horns used as a substitute forbrains? The chrome-lated monster equipped with broad- tractionslicks is especially useful to enhance the doubtful virility ofyoung men. A national survey recently showed that 75 percent ofhigh school juniors and seniors in the nation now have drivers'licenses. Forty-four percent own their own vehicles, chosen fromthe more than 300 different models available each year from Detroit.

In 1904, there were about 2 million miles of roads in theUnited States, all dirt. From taen until well after 1909, whenthe first mile of concrete highway was laid down, a heavy rainor spring thaw was enough to bring all automobile travel to ahalt, even the high-wheeled Model-T which was built to cope withthe average roads available in those days. Today, after spendingnearly 90 billion dollars on roads, the miles of concrete ribbonhave increased to 4 million. We're now spending more than 12billon dollars a year for the single purpose of handling the 2

billion miles we drive each day. In 1975, when the 41,000 mile

21

BEST co Y VAIUTLE

(50 billion dollars) grid of the National Interstate HighwaySystem is completed, it is estimated American will drive 1,165billion miles per year. If the automobile were allowed to growin proportion to present trends and population predictions, by2000 the national interstate highway system could well be reducedto a 41,000 mile parking lot. When we consider road building,automobile purchases, repairs, maintenance, a system of 30,000drive-in restaurants and motels, parking lots, damage suits, andlawyer fees resulting from million of accidents, and support ofmost of the oil industry, the automobile accounts for about onedollar out of every seven dollars in total production of theUnited States annually. That means the automobile costs usmore than 100 billion dollars a year. It seems something isdrastically out of balance when one-seventh of the entire humaneffort in our nation is devoted to this single facet of transportation.

The automobile's mastery of our present civilization isexpressed in the massive traffic jams of cars, delivery trucks,and buses on city streets and more recently the freeway, whereroad construction costing two million dollars to 23 milliondollars per mile is unable to keep pace with the mushroomingnumbers of vehicles. One answer to this disease is thesuburban business center, but that leads to decay and abandonmentof central cities, and does not ease the problem, now growingcritical, of regional air pollution. Sixty percent of America'sair pollution is blamed upon the gasoline- powered automobile.This growing threat to the health of 200 million people, quiteaside from the 50,000 and more persons killed in accidents eachyear, may be the lever which will force us into new modes of masstransit; as Boyd comments, a balanced system which will givemore people a free choice of the best way to move themselvesand their freight where they need to go.

In a democracy major problems are often foreseen withadequate lead time for solution, but economic factors and lackof consensus delay action until an emergency situation arises.Then, unfortunately, the problems are solved under conditions ofpanic and crash programs which lead to waste of resources andmoney. Although it may not yet have reached the crisis point,such a situation now exists in the traffic congestion of ourmajor cities.

One obvious answer to the problem, and one which probablywill see the greatest advancement in the next thirty years, isthe revitalization of municipal mass transit systems. One reason

mass transit has declined so seriously in the past three decades is

that a commuter in most cities can drive downtown faster and moreconveniently than on a train or bus. At the same time, suchmajor metropolitan centers as New York, Philadelphis, Boston,and Chicago have continued to expand principally because thevenerable subway and companion bustrain systems offered greaterease and convenience of travel than the automobile.

22

usT

One fact is clear; if a transit system is to serve anyuseful purpose by the turn of the century and beyond, it must befaster, cheaper, and more convenient than using a car. For

example, a typical Los Angeles commuter wedded to the freewaysystem may drive 50 miles to and from work each day, spending atotal of two hours or more in the process. That's 100 miles atminimum of 10 cents a mile plus one dollar or two dollar per dayto park his vehicle. If a train or similar system can cut his

cost and time in half, he will ride it. If not, the new transitsystem will simply languish without passengers.

The first completely new municipal transportation system inthe United States in the past half-century is now under constructionin the San Francisco Bay Area. Using new lightweight cars andcomputerized train control, it combines surface rail lines,elevated track, and submerged tube under the San Francisco Bayto link Oakland, Alameda, Berkeley, and dozens of other communitieswith San Francisco. When it is finished, at a cost of well

over one billion dollars, the new system promises commuters anaverage speed of 50 miles an hour and frequent service. Consideringthat a new transit system should solve problems for at leasthalf a century, the Bay Area complex will be to some degreeobsolete when it goes into operation in the early 1970's. For

the immediate future, however, the new train system is expectedto bring about a 30 percent reduction in auto travel in theBay Area.

While San Franciso builds one. Los Angeles is just nowplanning a new rapid transit system. This city, as it grew,sprawled all over the landscape, thanks mainly to the freewaysystem swallowing up new suburbs as fast as they could be born.As a result, population density is so low in any specific areathat it is difficult to design a new high-speed system whicnwill attract sufficient customers to keep it alive. Such asystem, however, is mandatory both to reduce the stranglingcongestion of cars and the severe smog which they create in

the Los Angeles basin.

Nationally, the lethargic transportation pendulum is justbeginning to swing away from the auto and its expensive highways.In 1967, the nation spent 13 billion dollars for roads, but thefederal government allocated only 11 million dollars for theNortheast Corridor Transportation Project, which hopefully willmove millions faster in the megalpolitan area stretching fromWashington, D. C., to Boston. As part of this plan, the PennsylvaniaRailroad is now running new trains over improved roadbed at anaverage of 100mph. New York City itself, with 4 millioncommuters in and out every weekday, has funded plans for a newsubway under the Manhattan core end extension of other subwaylines. Electric trains from Long Island, Connecticut and upperNew York state are expected to cut commuting times for manyalmost in half. But transport plans there are still heavilywighted with cost for extending freeway systems. Most of theseimprovements are helpful but only marginal in solving problems

of the future. The technology exists for more imaginative

23

BEST c0'Y 1111r,IIIIBLE

approaches and future developments will depend primarily uponhow soon the public is willing to buy really effective systems.

One experimental approach by Westinghouse Electric Companyfor suburban use consists of rubber-tired lightweight cars ridingon overhead rails with automatic computer control of speed andspacing between cars. This type of system would offer about50 mph average speed for riders within a city like'Cleveland orChicago. But if we are thinking 30 years into the future, wethink of 100 million more people crowding into the major metropolitancenters. Commuting will stretch from 30 to 50 miles at presentup to more than 100 miles in thirty years.

To tackle this problem, we need a train or similar conveyancewhich will average much more than 100 miles an hour. When weattempt very high speed in surface travel-say to 200 or 300 mph-it becomes advisable to stop thinking of steel wheels running onsteel rails.

One alternative is the hovercraft, and the United Statesat the moment is lagging behind Great Britain and France inresearch and development of this concept. The hovercraft workson the principle of a cushion of air maintained beneth theproperly shaped vehicle to keep it suspended a few inches, oreven a fraction of an inch, above the surface on which ittravels. Thus no wheels are involved at all. The French areexperimenting with the Aerotrain, which as already achieved 210mph in tests. The cars, powered by jet aircraft engines, followa guide rail in the center of a smooth concrete roadway, andspeed along only part of an inch above the surface. England hasalready invested more than $6 million in an 18 mile test trackand equipment where the hovercraft principle is being tested.Speeds to 300 mph are under study. Although the French use thejet engine for propulsion, tests indicate this may be noisyand subject to train to buffeting. The English are experimentingwith the linear-induction electric motor, which imparts powerfrom the roadbed to counterpart electric elements in the movingcars as the train moves silently along suspended a tenth of aninch above the "track."

Although it would be pleasant to contemplate the end of theautomobile by the turn of the century, this vehicle is likelyto be much with us just as it is today. If is likely, however,that gasoline and disesl power-systems, at least for city andsuburban driving, will have been replaced by quieter and cleanermethods of propulsion.

Although it may be ten years before practical models areperfected and marketed, the electric car has already started amajor resurgence, principally under the goad of state and federallaws aimed at reducing air pollution. Models are already availablewhich will carry four passengers as much as 100 miles at speedsfrom 30 to 50 mph. This kind of vehicle is foreseen as the ideal"second" or "third" car for the average suburban family of thefuture. Statistics show that a great majority of auto travel is

24

r77 tr.:1 rt.7a

done in trips of 10 miles or less with one or two persons drivingon residential and commercial streets. Later, as improved batteriesand electric storage systems become available, the electric autowill become attractive for long distance, higher-speeC drivingas well.

The electric car is seen as an ideal companion to the 200 -to- 300 -mph rapid transit systems of the future. Bus and trainlines are open to the complaint that they cannot deliver aperson exactly where he wishes to go. Therefore, many engineerssee the twenty-first-century salesman, who has several downtowncalls to make, riding the train 100 miles in from the country, ajourney of 30 minutes or perhaps less. At this terminal he willbe able to check out a small electric car, make his calls duringthe day, and then when he returns the car, drop change into theautomatic turnstile which measures the amount of power he usedand charges accordingly.

Another high-speed combination using the electric car wouldnot involve a train as such, but a continuously moving conveyorcable. The traveler would drive to the station, hook onto thecable, and then ride in his own vehicle to a downtown destinationat speeds of 100 mph or better. At the end of the main run, hewould disconnect from the cable and drive to his precise destination.

While many alluring plans for auto-transit combinations loomfor the future, other engineers are seeking ways to-improveuntility of the freeways and increase their safety. Dr. HomerH. Grant, Jr., professor of industrial engineering at the Universityof Southern California, says that electronic devices coupled withfreeways of the future will make "peak hour travel pleasant,relaxing and much safer." He believes computer control will beused for lane direction controls as well as for speed and safety.The day is coming, Professor Grant is certain, when only tinyautomobiles will be permitted on commuter freeways. Both carsand drivers will be required to pass special examinations beforethey are permitted to use the road. Combining the electric carand the freeway, 200 may see freeway lanes which transmit powerdirectly to the automobile passing overhead, and thus controlits speed and position. According to a transportation studycompleted by North American Aviation for the State of California in1965 such a freeway lane could handle forty cars (traveling at150 mph) in the space now occupied by single moving vehicle.Obviously such a computerized freeway could effectively multiply theamount of vehicular traffic traveling our roads and bring 17.arKedsafety improvements as well. Another technological developmentwhich may lead to an interface with .the electric car is theexperiment transmission of electric power by airwave, withoutuse of wires. When this potential becomes reality, electriccars will travel freely without dependence up batteries, fuelcells, or other internal motive power. Such a development wouldbe welcomed in high-smog areas such as California, where Frank

25

6EST COPY AVAILABLE

Stead, former chief of the state's anti-pollution efforts, hasproposed that the legislature ban all gasoline-powered vehiclesfrom state roads by 1975. Commenting upon the declining conditionof our air, Stead said that a single car uses more oxygen in a45-minute drive than all tho millions of people in Los Angelesbreathe during the same period of time.

In 1967, Max L. Feldman, a member of the AmericanInstitute of Planners, predicted that by the turn of the centurythere will be "at least one east-west and two north-southautomatic highways, guiding and controlling individual passengervehicles speeding from coast to coast and border to border.The ability of people to go where they want, when they want, intheir own vehicles by the route of their own choosing willeventually have to be limited in order to prevent the completecollapse of urban circulation systems and save the citiesthemselves."

With surprise an inherent ingredient in a rapidlydeveloping technology, none of the systems we have considered maybe the favorite thirty years from now. However, the mostpromising future transport method, as discussed fancifully atthe beginning of this chapter, is the underground tube, wheregravity, air pressure, and vacuum may bge used as cheap, high-speedpropulsion sources. Aside from speed and convenience, thedeep underground tube would serve the llaudible purpose of removingtransportation clutter from the surface. Moving people is aprimary consideration, but most of our metropolitan freightof the future also should move by underground tube. Operatingfrom terminals outside a metropolitan area, these tubes couldtransmit any commodity in containers to destinations within acity, just as the old vacuum-tube change systems used to workin department stores. Thus the large metropolis of the futurecould move its people and freight underground, and as an addedstep, empty containers could be filled with trash and garbageand removed by the same route.

In the 1965 study by North American, Jack Jones, an assistantto the company president, predicted transportation requirementswill increase five to seven times between now and the end of thecentury. The study predicted that devices which will be common-place by then include automatic freeways, underground trainstraveling at six hundred miles an hour, ocean liners as fastas airliners, and floating ocean piplines to deliver produce fromautomated farms to city markets all over the world. Several ofthe predictions were echoed by Max Feldman of the Institute ofPlanners. "By the year 2000," he said, "the larger U. S. citiesmay have converted completely to electric transportation andseveral new cities should have been built to incorporate the mostrecently developed transport systems and offering naximumconvenience."

"And," Feldman added, "with gasoline and other taxes paying thefare, public transportation might even be free."

Man: The Next Thirty Years, by: Henry Still

26

ecv-;7 on!? pri F


KANSAS INVENTION SCRUBS AIR BLUE

By Darrell Morrow, of The Eagle's State Staff

Burrton, Kan. - A rural machine shop operator has constructedand patented what he believes may be the solution to climinatingpollution from industrial smokestacks. The equipment,designedand built by Leo Bassett, operator of LB Mfg. Inc., is called aBlue Sky Air Scrubber.

Bassett said his machine is a modification of one designedto remove particulate matter from exhaust systems of alfalfa mills.With the modifications. Bassett said, the machine will extricatefly ash, tars and sulphur dioxide from exhausts of furnacesburning fassil fuels, such as coal and oil. "In experimenting, Iran the thick, black smoke from burning rubber tires through itand no sign of smoke came out of it," said Bassett.

Bassett's experimental machine, which he estimates iscapable of cleaning an exhaust of 50,000 cubic feet perminute, passes the exhaust through three stages before returningit to the atmosphere. First, the exhaust is forced through anafter-burner to achieve more complete combustion, then it issprayed with an ammonia water solution and finally filteredthrough a layer of crushed limestone rock, Bassett said.

No complicated chemical compounds are being used in the airpollution control unit, he stressed. "I think that if we usenatural stuff that the good Lord.put here on this earth to takecare of this pollution, it will work longer and do a better jobthan anything else.you can come up with," Bassett said.

Ultimate removal of the deadly sulphur dioxide is achievedthrough a chemical reaction with the limestone filter, he said.

The experimental air scrubber covers almost the entirebed of semi-trailer. The final stage is a large rotating drumwith a steel mesh outer surface layer containing 10 tons ofhigh grade crushed limestone rock. Bassett said he has deter-mined it will take about 14 tons of crushed limestone to doubleits capacity to clean 100,000 cubic feet per minute of exhaustair.

The secret to removing the harmful sulphur dioxide lies inhaving the limestone hot when the gases pass through, saidbassett. He said correct combination was discovered accidentallyduring experimentation with the machine when his assistantmisunderstod his instructions and turned the gas burner usedto heat the stone to its maximum output level.

27

47.r 7 r:"11 rvil" IritE

"When the rock got to 300 degrees everything coming out of it(the exhaust) just disappeared," he said. "At 300 degrees, ittake out sulphur and fly ash."

To assure complete removal of pollutants from the exhaustair, the limestone is fired to between 350 and 400 degrees, hesaid. The tars, ammonia and sulphur pollutants are cleanedautomatically from the limestone as it wears away while tumblinginside the steel mesh drum, he added.

Some fossil-fuel power generaging plants under constructionmay utilize one-fifth of their potential generating capacitycontrolling pollution by using other control processes, Bassettsaid, "They could hook up this machine and do away with thesmokestacks," he said. "There wouldn't be any need for them."

He doesn't anticipate being able to produce any standardmodels of the machine. "Each one of these is going to have to bedesigned for the job," he said. "We're not going to be able togo to work like with a Ford assembly line."

One of his machines is in use removing the dust from aready-mix plant operation in Ogden, Utah, he said. His alfalfamill scrvather was a wet model, using river gravel inside thedrum to knock down the dried alfalfa particulate matter, headded.

Bassett estimates cost of his machine would be about ;-:1.60to $1.80 per 1,000 cubic feet emission capacity.

Wichita (Kan.) Eagle, February 7, 1972

28

REST COPY IMITTLE


NSP FINDS THE MARKET PROFITABLE FOR ITS GENERATING PLANTS' COAL WASTE

By Dick Youngblood Staff Writer Minneaspolis Tribune

In its pursuit of a brighter life for us all, NorthernStates Power Co. (NSP) has stumbled on a way to add a littleradiance to its own financial reports about $170,000 a yearworth.

This is the estimated 1972 payoff from NSP's recent successin developing markets for much of the furnace by products producedby its four coal-fired generating plants in the Twin Cities area.

Each year at these plants, devices called electrostaticprescipitators collect literally tons of fine-powdered fly ashfrom the burning process.

Before the first precipitators were installed in the early1940s, dense black smoke puuring out of the plant stacks madelife a little. dimmer for all of us.

Since then, however, the problem has been what to do withthe cocoa like stuff and with the larger, more granular particlesof slag that collect in the bottoms of the furnaces.

Until last year, the compnay paid somebody to haul itaway at a cost, in recent years, of about 50 cents a ton, accordingto Vic Wood, NSP's manager of fuel procurement.

Finally, after "working like Trojans" for 15 years to sellthe material, Wood said, there were several break throughs in1971, including:

Approval by city, county, and state governments of the useof fly ash as a low-cost partial replacement for cement in ready-mix concrete, as well as a compactable construction fill.

Growing acceptance of the slag for use as a granularconstruction fill and as a winter time ice control material.

"Fly ash can be used to displace up to about 20 percent ofthe cement in a mix," Wood explained. Government specificationsnow allow its use in curbs, gutters, foundations and a variety ofcement products (but not yet on roadways).

NSP contends that not only is the cost of fly ash to thecost of fly ash to the ready-mix plant about $12 a ton less thancement, but it acts as a lubricant that makes the concrete easierto work with and to finish.

29

BEST COPY file t.7

As a result of the recent breakthroughs in the market place,NSP is looking for these kinds of payoffs from the sale of furnacebyproducts in 1972:

About 20,000 tons of fly ash will be sold as cement re-placement. Figuring the 50 cent a ton: saving on previous costsof trucking it away, plus a net price of about $2 a ton for thematerial, the total benefit would be approximately $50,000.

Sale of another 140,000 tons of fly ash as constructionfill would return about a nickel a ton over hauling charges.Net benefit would be $77,000.

About 75,000 tons of slag will be sold for fill and icecontrol, returning about 10 cents a ton over hauling costs.This would add another $45,000 to the total benefit.

And if current experiments with the use of slag pay off.Wood said, this $172,000 combination of savings on haulingcosts and sales of byproducts could go much higher.

"If these experiments prove out," Wood predicted, "we'relooking at a potential annual benefit of $300,000 here in theTwin Cities."

Figuring about 19 million shares of NSP stock outsanding,that would amount to little more than a penny and a half a share.

"We'll take a penny and a half anywhere we can get it thesedays," an NSP official observed.

Min.leapolis Tribune, July 6, 1972

30


Br)OKS

Man: The Next Thirty Years, by Henry Still. Chapter 7, "Trans-portation...Scratching the Surface"

Protecting Our Environment, by Bruce C. Netschert, "Antipollutionand the Electric Car"

PERIODICALS:

Newsbank, a micro-film reader (available at North Senior)

Periodical Micro-film Reader - check your periodicals at yourlibrary for articles. Ther are many articles available.

Provided below is a list of articles as they appear in this tacket:

A. "Combustion to install Devices, Cut Pollution by GasVehicles," from the Chattanooga r.we February 13, 1972.

B. "Clean Car Device Makers Oppose Dtl.ly on '75 Rules" fromthe Washington Post, April 11, 19'

C. "Anti-pollution Engines Irksome, s.tt Pure Air Aim WorthEffort," from the Buffalo Evening News, Februaky 8, 1972.

D. "Auto, Factory Anti-pollution Devices Successful," fromthe Chantanooga Times, June 18, 1972.

E. "Antipollution and the Electric Car," by Bruce C.Netschert from Protecting Our Environment,

F. "Inventor Calls Device Air Pollution Answer," From the(Newark) Evening News, July 12, 1972.

G. "Big X kor the Bay" from Time, September 18, 1972.

H. "Transportation...Sctratching the Surface" from Man: TheNext Thiry YearIL by Henry Still.

I. "Kansas Invention Scrubs Air Blue" from the Wichita (Kan.)Eagle, February 7, 1972.

J. "NSP finds the market Profitable For Its Generating Plants'Coal Waste," from the Minneaspolis Tribune, July 6, 1972.

31

CONCEPT:;: PACKET 7

In :;e4.kinti ::olutions to Ltil pullution, we must acceptt(d..ritn(*. lov01:;.

11. ch,ing(s:: in life style through car pools, bicycling, andwalking are effective ways of reducing air pollution.

III. Profit making can be in conflict with the desire for cleanair.

Concepts BEHAVIORAL OBJECTIVES:

II

I II

1. After completing the unit the student willdefine, in a single sentence of 25 words orless, the term, tolerance levels.

2. After completing the packet, the student willcorrectly select from a list two reasons whycertain tolerance levels of air pollution mightbe accepted by society.

3. The student, after completing the assignedreading, will participate verbally at leastthree separate times in a seminar of 40 to50 minutes on the topic of the reduction of airpollution as a result of a change in life stylesthrough car pools, bicycling, and walking.Then the student will explain in one paragraphof less than 50 words the manner in which airpollution is reduced effectively as a resultof car pools, bicycling and walking.

4. After completing the assigned readings, thestudent will participate verbally at leastthree separate times in a seminar on thepossible conflict between profit-making andthe desire for clean air. Then, the studentwill select from a list, two aspects of theconfict that exists between the desire for profitsand the desire for clean air.


'73


Numlwr

1 1. Define, in a single sentence of 25 words orless, the term tolerance levels.

2

3

2. Select from the following list two reasonswhy certain tolerance levels of air pollutionmight be accepted by society. Circle thecorrect choices.

A. The nature of industrialization causes airpollution. Without certain levels of pol-lution, some industries could not function.

B. The value of making money may be worth theinconvenience of some pollution.

C. The automotive industry is not too concernedwith air pollution, therefore, why should thegovernment?

D. Extensive use of the automobile means thaturban areas in the future will have to acceptsmoggy days as being inevitable.

E. Science has not developed the technologynecessary to appreciably clean the air.

3. Explain in one paragraph, of no more than 50words the way in which air pollution is reducedeffectively as a result of car pools, bicyclingand walking.

74

4 4. Correctly select from the following list, twoaspects of the conflict that exists betweenthe desire for profits and the desire for cleanair. Circle the correct responses.

A. The conflict between profits and clean airis an either/or situation. Very seldom canindustr.-1 make profits and not emit airpollut s.

B. Usually the cost of emission control deviceshits the small businessmen hardest, therefore,this cost could drive them out of businessand eliPinate competition in some industries.

C. Most companies simply pass the cost ofpollution control devices on to the consumerin the form of higher prices for goods.

D. Changes in industrial production as a resultof pollution control devices results inhigher unemployment.

PREPOST TEST ANSWER KEYPACKET 7

Behavioral(Thjectiv(:

Number

1 1. Define, in a single sentence of 25 words orless, the term tolerance levels.

2

3

Tolerance levels, when applied to air pol-

lution, are levels of pollution which will not

interfere with the health or welfare of

mankind.

2. Select from the following list two reasonswhy certain tolerance levels of air pollutionmight be accepted by society. Circle thecorrect choices.

A. The nature of industrialization causes airpollution. Without certain levels of pol-,lution, some industries could not function.

The value of making money may be worth theinconvenience of some pollution.

C. The automotive industry is not too concernedwith air pollution, therefore, why should thegovernment?

D. %xtensive use of the automobile means thaturban areas in the future will have to acceptsmoggy days as being inevitable.

E. Science has not developed the technologynecessary to appreciably clean the air.

3. Explain in one paragraph, of no more than 50words the way in which air pollution is reducedeffectively as a result of car pools, bicyclingand walking.

All three of the above mentioned activities are

altcraatives individual use of the automobile.

The automobile has become more than a mode of

transportation. Today, automobile.is a status

symbol, recreation devicei_ a hobby for many, and a76

means of instant convient transportation. Any-

time individual use of the automobile is reduced or

eliminated then air pollution is similarly reduced.

4 4. Correctly select from the following list, twoaspects of the conflict that exists betweenthe desire for profits and the desire for cleanair. Circle the correct responses.

A. The conflict between profits and clean airis an either/or situation. Very seldom canindustries make profits and not emit airpollutants.

Usually the cost of emission control deviceshits the small businessmen hardest, therefore,this cost could drive them out of businessand eliminate competition in some industries.

Most companies simply pass the cost ofpollution control devices on to the consumerin the form of higher prices for goods.

D. Changes in industrial production as a resultof pollution control devices results inhigher unemployment.


'f IR. most important aspect of this packet is for the in-structor to clearly understand the conflict that exists betweenth( desin for clean air and the desire for profits. Most ofthe time, this conflict is not a black and white situation.Profits and clean air can both be obtained -simultaneously.However, too often industry appears to be concerned with onlyprofits.

The automobile industry is a good example of the conflictth.it can occur between profit making and the desire for cleanair:' As much as the automobile industry would like you tobelirvie, they did not start controlling emissions until lawswere passed requiring them to do so. General Motors as lateas 1c)70, spent fifteen to twenty times more on advertisingthan on research for pollution control devices.

Not only can profits and clean air be simultaneouslyobtained, but some companies are capturing some emissions andturnil them into profits. The petroleum industry has takenthe sulfur out of oil and is estimated to sell forty milliondollars worth of sulfur a year.

The second important aspect of this packet concerns lifestyles and how modern, urban life styles contribute to airpollution. Two car families are commonplace in our society.We are very convenience oriented. If we forget something at thesupermarket, then the housewife hops into the car and drives tothe store to obtain the forgotten item. Also, despite effortsto get people to form car pools, the commuter prefers theconvience of not having to bother with car pools.

For further reading, Progress and the Environment providesnot only some more information but there are several good questionswhich can be used in the discussions.

78


1



A. This reading assignment (Progress and theEnvironment pages 92-92 and 100-109) isespecially good for the groups discussionsof activity II - B and III - A. There aremany good questions in the reading thatshould help stimulate some discussion.

1&2 B. This is an open ended activity. The answersthe student arrives at, especially part two,might tr,t necessarily agree with the views ofthe instructor. The important thing for theinstructor to remember when evaluating theanswer is whether or not the answer isscientifically accurate and sociologicallyreasonable. This assignment has no standardtextbook answer. Therefore, one problem thatmight confront the instructor is studentsconstantly asking where they will find the answer.The instructor should encourage the student tohypothesize what might be the reasons tolerancelevels must be accepted. Perhaps the mostobvious answer to part two is the fact that it iseconomically unfeasible to obtain zero air pol-lution. The second answer students might giveis that society might be unwilling to changeits life style to reduce air pollution.

3

Concept II Required Activites:

A. For this activity, use Data Sheet, 1. The DataSheet 1, is to be used as a pre and post test.It is to be administered prior to beginning thisunit on pollution and at this point in packetseven. This purpose of this data sheet is todeVelop a set of statistics, to be used fordetermining whether or not a change in lifestyle has occurred with respect to transportation.The results can be used in the discussion ofActivity B.

Since this packet concerns itself with modernman's value system in respect to the use of theautomobile, it is hoped the data sheet experimentwill aid the student in developing an awarenessof their own system of values.

79

B. Try to establish, through questioning whetherc.:11. pools, walking and Licycling are going to bethy primary way man can reduce air pollution.Again through questioning the students shouldverbalize some of the values they hold whichare in conflict with the use of non pollutingmodels of transportation. Some of the valuesthat the students might discuss are as follows;convenience status of driving a car and socialpressure.to conform to norms as they relate tothe use of the automobile.

Concept III Required Activites:

4 A. The following points that need to be discussedduring this activity.

1. The possible conflict between profit makingand the desire for clean air is just that,a possible conflict. It is not the purposeof this discussion to make industry appearas the big, nasty polluter.

2. The students on the other hand shouldrealize that industry has very seldom takenthe initiative to clean up their emissions.Government, through legislating emissionstandards, has required industry to stop

polluting.

B. The vide. -tape used in this activity isavailable through the Administration Building,Mr. Verlin Abbott, Parkway School District.'It will be necessary to reserve the tape afew weeks in advance. The instructor shouldhave Data Sheet 2 available for the students.

80

BEST COPY AVAILABLE





Unit: Air Pollution: Packet VII



9ES1 COPY r"..T11..P3.11.E

CONC1TTS: PACKET 7

I. In seeking sz_utions to air pollution, we must accepttolerance levels.

II. Changes in life style through car pools, bicycling, andwalking are effective ways of reducing air pollution.III. Profit making can be in conflict with the desire for cleanair.

Concepts BEHAVIORAL OBJECTIVES:

I

I

II

III

1. After completing the unit the student willdefine, in a single sentance of 25 words orless, the term, tolerance levels.

2. After completing the packet, the student willcorrectly select from a list two reasons whycertain tolerance levels of air pollution mightbe accepted by society.

3. The student, after completing the assignedreading, will participate verbally at leastthree separate times in a seminar of 40 to50 minutes on the topic of the reduction of airpollution as a result of a change in life stylesthrough car pools, bicycling, and walking.Then the student will explain in one paragraphof less than 50 words the manner in which airpollution is reduced effectively as a resultof car pools, bicycling and walking.

4. After completing the assigned readings, thestudent will participate verbally at leastthree separate times in a seminar on thepossible conflict between profit-making andthe desire for clean air. Then, the studentwill select from a list, two aspects of the:onfict that exists between the desire for profitsand the desire for clean air.


1

B(_:havioralObjectiveNumber

1

:7 CO?? "71.E

ACTIVITIES

Concept 1 Required Activities:

A. Read pages 92-95 and 100-109 in Progress andthe Environment. This reading assignment willaid you in understanding all four behavioralobjectives.

18,2 B. As a result of all the activities in the airpollution packets, you should now realize thatzero air pollution is highly impractical. Airquality standards, either local or national,as in the 1970 Clean Air Act, are levels fortolerating air pollution. Write a one pageessay, including the following:

3

3

4

1. A definition of the term tolerance levelsin air pollution.

2. At least two reasons why tolerance levelsmust be accepted in our effort for cleanair.

This assignment is asking you to draw certainconclusions as to why man should accept somelevels of air pollution.


A. Participate in a group experiment to determineif modern man is willing to change his lifestyle to help reduce air pollution. Yourinstructor will provide the Data Sheet 1 andfurther instructions for this experiment.

B. Participate in a group discussion on the topicof reduction of air pollution as a result of achange in liEe style through car pools, bicycling,and walking. The results of the group experiment(activity II A) will be discussed at this time.


A. Participate in a group discussion on the possibleconflict between profit making and the desire forclean air. The reading of activity I A willhelp you prepare for this seminar.

2

3 B. A video-tap available at this time. The&/1

speaker is Dr. Robert Karsach from the Committeefor Environmental Information. Unlike theother speakers, who represent--d industry, Dr.Karsch is a member of an environmental groupactive in trying to present the environmentalaspects of air pollution. Before viewing thevideo-tape, see you instructor so as to obtainthe Data Sheet 2 for this activity.


3

BEST COPY ITILASLEDATA SHEET 1

Group experiment on the use of the automobile.

1. Do you consider your use of the family automobile to be acontributing factor to air pollution?

Yes No

2. Do you drive an automobile to school?

Yes No

3. What do you consider to be a reasonable number of automobilesfor a family in today's society?

One Two Three Four Five

4. What do you consider to be a reasonable distance to walkbefore it is necessary to drive a car?

One Block Four Blocks

One Mile Five Miles

One-Half Mile

Ten Miles

5. How many times have you walked or ridden bicycle (instead of acar) within the past three weeks?

4

NriDATA SHEET 2

Video-tape presentation by Dr. Robert Karsch from the' Committeefor Environmental Information.

List the main points Dr. Karsch emphasizes in his speech withrespect to:

1. Air monitoring sites

''=112. Obtaining facts

3. Fluorides and the way two communities handled the sitution

What aspects of air pollution does Dr. Karsch discuss that werenot emphasized by the two previous speakers, which representedindustry? You will have to refer back to the data sheets forthe two speakers.

5

ST9. i1)1.:NT ic1 iii, I t )GRAA1.11Y

lioc)ks:

BEST COPY P.IPJ1311

A Citizens Guide to clt:,in Air, The Conservation Foundation,1717 Massachusetts Ave., N. Washington, D. C. 20036, 1972.

Environmental Pollution, Prentice Hall, 1972

Progress and the Envirmlment: Water and Air Pollution, ByShaver, Larkins and Anotil. Boughton Mifflin, 1973

Periodicals:

Although no specific article from a periodical is mentioned inthis biliography, the following periodicals are recommened forresearch.

Environment

Intellectual Digest

Newsweek

Scientific American

Time

6

BIBLIOGPAPHY

A citizens Guide to Clean Air, The Conservation Foundation,1717 Massachusetts ave., N. W., Washington, D. C. 20036.

Air Pollution Experiments for Junior and Senior High School:;ciencp Classes, Hunter and Wohler, Air Pollution ControlAssociation, 1967.

Air Pollution Primer, National Tuberculosis and Respiratory,Disease Association, New York, 1969.

The ('losing Circle, Barry Commoner, Random House, New York, 1971.

DesHn With Nature, Ian McHarg, Doubleday, Garden City, 1971.

Fduquip Air Pollution Study Program Manual, Gordon, FrancisAssociates, Cambridge, Mass.. 1971.

Environmental Quality - 1972, Third Annual Report of the Council:)11 Environmental Quality, August, 1972, Superintendent of Docu!nents,U. S. Government Printing Office, Washington, D. C. 20402.

Man and the Ecosphere, Reading From Scientific American, W. H.Pre.eman, San Francisco, 1971.

Man: The Next 30 Years, Henry Still, Hawthrone Books, Inc.,New York, 1968.

M(Jint In The Sun, Robert Rienow and Laura Rienow, Dial Press,New York, 1967.

Population, Resources and Environment, Paul Ehrlich and AnniThrlich, W. H. Freeman, San Francisco, 1972.

Progress and The Environment: Water and Air Pollution, Shaver,Larkings, and Anctil, Houghton Mifflin, 1973.

protecting Our Environment, Edited by Grant S. McClellan, Vol.42, No. 1, H. W. Wilson, Co., New York, 1970.

Science Conflict and Society( Readings From Scientific American,W. H. Freeman, San Franscico, 1969.

:;c.) Human and Animal, Rene Dubos, Charles Scribners Sons, NewYork, 1968.

The Soils of Pro ress Environmental Pollution In The Soviet UnionMarshal Goldman, MIT Press, Cambridge, 1972.

Technology and Society, Noel De Nevers, Addison Wesley Publishing Co.,Reading, Mass., 1972.

81

The Ti-imiioqical Threat, Eaited -1,y Jack Douglas, Prentice Hall,En(11 cliffs, New derey, 197].

Your Lnvilonment and What You Can Do About It, Richard Saltonstall,Walker and Company, New York, 1970.

82

PERIODICALS

I. NI,Ae:;hdnk, a micro-fiche reader (available at North Senior)

2. Pt.riodical Micro-film Reader - check your periodicals aty(mr library for articles. There are many articles available.

. Provi,led below is a list of articles as they appear inPacket VI.

A. "Combustion to Install Devices, Cut Pollution by GasVehicles," from the Chattanooga Time, February 13, 1972.

B. "Clean Car Device Makers Oppose Delay on 75 Rules" from theWashington Post, April 11, 1972.

C. "Anti-pollution Engines Irksome, But Pure Air Aim Work Effort,"from the Buffalo Evening News, February 8, 1972.

D . "Auto, Factory Anti-pollution Devices Successful," from theChantanooga Times, June 18, 1972.

E . "Antipollution and the Electric Car," by Bruce C. Netschertfrom Protecting Our Enviroment,.

F. inventor Calls Device Air Pollution Answer," from theEvening News, July 12, 1972.

G. "Big X for the Bay" from Time, September 18, 1972.

H . "Transportation ...Sctratching the Surface" from Man; TheNext Thiry Years, by Henry Still.

1. "Kansas Invention Scrubs Air Blue" from the Wichita (Kan.)Eagle, February 7, 1972.

J. "NSF finds the market Profitable For Its Generation Plants'coal Waste," from the Minneapolis Tribune, July 6, 1972.

83

PAMPHLETS

Pollution __E:;piodos U. S. Environmental Protection Agency,Washington, D. C. 20406

citi:,1.ns Role ln Implementation Of Clean Air Standards U. S.rnvIlomental Protection Agency, 1971, Washington D. C. 20460.

kE.t's live Clean Air-But Let's Not Throw Money Away, Chrysler(.N)rporation, Detroit Michigan, 48231.

Position Statement B Chr sler Corporation on the Health Effectsof Automotive Emissions, Chrysler Corporation, Detroit, Michigan4H231.

Take Three Giant Steps to Clean Air, Environmental ProtectionAgency, Washington, D.C.

84

DOCUMENT RESUME 88 SE 018 236 - ERIC · DOCUMENT RESUME ED 098 071 88 SE 018 236 TITLE Air...

Documents

Transcript of DOCUMENT RESUME 88 SE 018 236 - ERIC · DOCUMENT RESUME ED 098 071 88 SE 018 236 TITLE Air...