The Effect of Catalytic Converter Legislation on Suicide Rates in Grampian and Scotland 1980–2003

2008 ◽  
Vol 53 (4) ◽  
pp. 3-6 ◽  
Author(s):  
GD Skilling ◽  
PD Sclare ◽  
SJ Watt ◽  
S Fielding
Keyword(s):  
Attempted Suicide ◽  
Motor Vehicle ◽  
Catalytic Converter ◽  
Small Sample ◽  
Alternative Methods ◽  
Exhaust Gas ◽  
Vehicle Exhaust ◽  
Suicide Rates ◽  
Gas Inhalation ◽  
Method Substitution

Objective To examine the effect of catalytic converter legislation on suicide rates in Grampian and Scotland since its implementation in 1993. Methods 1. Population study in Grampian and Scotland using national population and mortality statistics for 1980 to 2003. 2. Retrospective, controlled cohort study of individuals who had unsuccessfully attempted suicide by motor vehicle exhaust gassing to examine the theory of method substitution. Results There was a significant fall in suicides by motor vehicle exhaust gas inhalation in Scotland and Grampian following the introduction of compulsory catalytic converter legislation. However, in the same time period, there was a significant increase in numbers of suicides by hanging and total suicide rates in Scotland. There was a non-significant trend in a small sample of patients from a local hyperbaric unit for an increased rate of subsequent completed suicide between those who had previously attempted suicide by motor vehicle exhaust gas inhalation and controls. Conclusions Catalytic converter legislation has resulted in a decrease in the number of suicides by motor vehicle exhaust gas inhalation. Overall suicide rates have not decreased. There is evidence to suggest that those who would have previously committed suicide by motor vehicle exhaust gas inhalation find alternative methods of suicide, so called ‘method substitution’. Initiatives to reduce suicide rates should be directed at those means that are used by impulsive suicide attempters, as other, determined individuals, will commit suicide by another method.

scholarly journals Molecular hydrogen (H<sub>2</sub>) emissions and their isotopic signatures (H/D) from a motor vehicle: implications on atmospheric H<sub>2</sub>

2010 ◽  
Vol 10 (2) ◽  
pp. 3021-3051 ◽  
Author(s):  
M. K. Vollmer ◽  
S. Walter ◽  
S. W. Bond ◽  
P. Soltic ◽  
T. Röckmann
Keyword(s):  
Molecular Hydrogen ◽  
Motor Vehicle ◽  
Catalytic Converter ◽  
Anthropogenic Activities ◽  
Strong Dependence ◽  
Isotope Analysis ◽  
Geographical Location ◽  
Enrichment Factors ◽  
Exhaust Gas ◽  
Vehicle Exhaust

Abstract. Molecular hydrogen (H2), its isotopic signature (deuterium/hydrogen, δD), carbon monoxide (CO) and other compounds were studied in the exhaust of a passenger car engine fuelled with gasoline or methane and run under variable air-fuel ratios and operating modes. H2 and CO concentrations were largely reduced downstream of the three-way catalytic converter (TWC) compared to levels upstream, and showed a strong dependence on the air-fuel ratio (expressed as lambda, λ). The isotopic composition of H2 ranged from δD=–140‰ to δD=–195‰ upstream of the TWC but these values decreased to –270‰ to –370‰ after passing through the TWC. Post-TWC δD values for the fuel-rich range showed a strong dependence on TWC temperature with more negative δD for lower temperatures. These effects are attributed to a rapid temperature-dependent H-D isotope equilibration between H2 and water (H2O). In addition, post TWC δD in H2 showed a strong dependence on the fraction of removed H2, suggesting isotopic enrichment during catalytic removal of H2 with enrichment factors (ε) ranging from –39.8‰ to –15.5‰ depending on the operating mode. Our results imply that there may be considerable variability in real-world δD emissions from vehicle exhaust, which may mainly depend on TWC technology and exhaust temperature regime. This variability is suggestive of a δD from traffic that varies over time, by season, and by geographical location. An earlier-derived integrated pure (end-member) δD from anthropogenic activities of –270‰ (Rahn et al., 2002) can be explained as a mixture of mainly vehicle emissions from cold starts and fully functional TWCs, but enhanced δD values by >50‰ are likely for regions where TWC technology is not fully implemented. Our results also suggest that a full hydrogen isotope analysis on fuel and exhaust gas may greatly aid at understanding process-level reactions in the exhaust gas, in particular in the TWC.

scholarly journals Molecular hydrogen (H<sub>2</sub>) emissions and their isotopic signatures (H/D) from a motor vehicle: implications on atmospheric H<sub>2</sub>

2010 ◽  
Vol 10 (12) ◽  
pp. 5707-5718 ◽  
Author(s):  
M. K. Vollmer ◽  
S. Walter ◽  
S. W. Bond ◽  
P. Soltic ◽  
T. Röckmann
Keyword(s):  
Molecular Hydrogen ◽  
Motor Vehicle ◽  
Catalytic Converter ◽  
Anthropogenic Activities ◽  
Strong Dependence ◽  
Isotope Analysis ◽  
Geographical Location ◽  
Enrichment Factors ◽  
Exhaust Gas ◽  
Vehicle Exhaust

Abstract. Molecular hydrogen (H2), its isotopic signature (deuterium/hydrogen, δD), carbon monoxide (CO), and other compounds were studied in the exhaust of a passenger car engine fuelled with gasoline or methane and run under variable air-fuel ratios and operating modes. H2 and CO concentrations were largely reduced downstream of the three-way catalytic converter (TWC) compared to levels upstream, and showed a strong dependence on the air-fuel ratio (expressed as lambda, λ). The isotopic composition of H2 ranged from δD = −140‰ to δD = −195‰ upstream of the TWC but these values decreased to −270‰ to −370‰ after passing through the TWC. Post-TWC δD values for the fuel-rich range showed a strong dependence on TWC temperature with more negative δD for lower temperatures. These effects are attributed to a rapid temperature-dependent H-D isotope equilibration between H2 and water (H2O). In addition, post TWC δD in H2 showed a strong dependence on the fraction of removed H2, suggesting isotopic enrichment during catalytic removal of H2 with enrichment factors (ε) ranging from −39.8‰ to −15.5‰ depending on the operating mode. Our results imply that there may be considerable variability in real-world δD emissions from vehicle exhaust, which may mainly depend on TWC technology and exhaust temperature regime. This variability is suggestive of a δD from traffic that varies over time, by season, and by geographical location. An earlier-derived integrated pure (end-member) δD from anthropogenic activities of −270‰ (Rahn et al., 2002) can be explained as a mixture of mainly vehicle emissions from cold starts and fully functional TWCs, but enhanced δD values by >50‰ are likely for regions where TWC technology is not fully implemented. Our results also suggest that a full hydrogen isotope analysis on fuel and exhaust gas may greatly aid at understanding process-level reactions in the exhaust gas, in particular in the TWC.

scholarly journals Changes in suicide in England and Wales, 1960–1997

2000 ◽  
Vol 176 (1) ◽  
pp. 64-67 ◽  
Author(s):  
G. M. G. McClure
Keyword(s):  
Motor Vehicle ◽  
Age Groups ◽  
Exhaust Gas ◽  
Vehicle Exhaust ◽  
England And Wales ◽  
National Statistics ◽  
Suicide Rates ◽  
Males And Females ◽  
The 1960S ◽  
Methods Of Suicide

BackgroundMethods of suicide and suicide rates in England and Wales have fluctuated considerably since the 1960s.AimsTo review the changes that have occurred in suicide rates in England and Wales between 1960 and 1997.MethodSuicide rates, derived from total annual suicides and the estimated annual resident population, were obtained from the Office for National Statistics.ResultsSuicide rates decreased in both genders between the early 1960s and the mid-1970s. The rate for males then increased between 1975 and 1990, while the rate for females continued to fall. Between 1990 and 1997, the rate decreased for males and females in all age groups, particularly for those using motor vehicle exhaust gas; the latter finding is associated with increasing use of catalytic converters.ConclusionsFollowing the increase in suicide among males until 1990 there was a decrease for both genders between 1990 and 1997, consistent with the ‘Health of the Nation’ target.

Motor Vehicle Exhaust Gas Suicide

Crisis ◽  
2007 ◽  
Vol 28 (S1) ◽  
pp. 28-35 ◽  
Author(s):  
Virginia Routley
Keyword(s):  
Carbon Monoxide ◽  
Gas Sensors ◽  
Motor Vehicle ◽  
Exhaust Pipe ◽  
Exhaust Gas ◽  
Catalytic Converters ◽  
Prevention Measures ◽  
Vehicle Exhaust ◽  
Method Substitution ◽  
Methods Of Suicide

Abstract. In many motorized countries, inhalation of carbon monoxide from motor vehicle exhaust gas (MVEG) has been one of the leading methods of suicide. In some countries it remains so (e.g., Australia 16.0% of suicides in 2005). Relative to other methods it is a planned method and one often used by middle-aged males. The study provides a review of countermeasures aimed at restricting this method of suicide. The prevention measures identified were catalytic converters (introduced to reduce carbon monoxide for environmental reasons); in-cabin sensors; exhaust pipe modification; automatic idling stops; and helpline signage at suicide “hotspots.” Catalytic converters are now in 90% of new vehicles worldwide and literature supports them being associated with a reduction in exhaust-gassing suicides. There remain, however, accounts of exhaust-gas fatalities in modern vehicles, whether accidentally or by suicide. These deaths and also crashes from fatigue could potentially be prevented by in-cabin multi-gas sensors, these having been developed to the prototype stage. Helpline signage at an exhaust-gassing suicide “hotspot” had some success in reducing suicides. The evidence on method substitution and whether a reduction in MVEG suicides causes a reduction in total suicides is inconsistent.

Performance of Visible-Light-Driven Photocatalytic Pavement in Reduction of Motor Vehicles’ Exhaust Gas

2020 ◽  
Vol 2674 (11) ◽  
pp. 512-519
Author(s):  
Zhuoying Jiang ◽  
Xiong (Bill) Yu
Keyword(s):  
Absorption Spectrum ◽  
Visible Light ◽  
Motor Vehicle ◽  
Computational Simulation ◽  
Motor Vehicles ◽  
Traffic Density ◽  
Ultraviolet Region ◽  
Exhaust Gas ◽  
Vehicle Exhaust ◽  
Three Dimensional Model

Titanium dioxide (TiO2) is a widely used photocatalyst that can oxidize motor vehicle exhaust, for example, carbon monoxide (CO), nitrogen oxides (NOx), hydrocarbons, and sulfur dioxide, under the irradiation of sunlight. It has been reported that nano-scale TiO2 particles can be effectively used to modify the concrete-asphalt pavement, and make it as a photocatalytic pavement. However, the pure TiO2 additive limits its absorption spectrum to the ultraviolet region, which only occupies a small portion of sunlight irradiance. To increase the utilization of the full spectrum of sunlight, it has been demonstrated that doping TiO2 with substances such as Carbon (C), Nitrogen (N), or metal can reduce the band-gap and extend the threshold of the absorption spectrum to the visible light region. Therefore, doped-TiO2 has a better photocatalytic performance under sunlight irradiation. This paper conducted computational simulation of the kinetics of photocatalytic pavement to quantify the efficiency of doped-TiO2 embedded pavement in reducing exhaust gas from motor vehicles. A three-dimensional model is developed on a section of local road with doped-TiO2 embedded pavement. The effects of doped-TiO2 concentration, daylight conditions, and traffic flow conditions on the removal of NOx and CO were studied. The results indicate that the pavement with doped-TiO2 coating is effective to remove CO and NOx under different traffic density and daylight intensity conditions. Compared with UV activated TiO2, visible-light-activated doped-TiO2 features significantly higher removal efficiency of poisonous exhaustive gas including NOx and CO.

Unregulated Motor Vehicle Exhaust Gas Components

1990 ◽  
Author(s):  
D. Schuermann ◽  
K.-H. Lies ◽  
H. Klingenberg
Keyword(s):  
Motor Vehicle ◽  
Exhaust Gas ◽  
Vehicle Exhaust

scholarly journals Time trends in suicide rates by domestic gas or car exhaust gas inhalation in Japan, 1968–1994

2018 ◽  
Vol 28 (6) ◽  
pp. 644-654 ◽  
Author(s):  
E. Yoshioka ◽  
S. J. B. Hanley ◽  
Y. Saijo
Keyword(s):  
Carbon Monoxide ◽  
Age Groups ◽  
Exhaust Gas ◽  
Age Group ◽  
Suicide Rates ◽  
Car Exhaust ◽  
Gender And Age ◽  
Gas Inhalation ◽  
Car Exhaust Gas ◽  
Carbon Monoxide Content

AbstractAimsA reduction in the carbon monoxide content of domestic gas and car exhaust gas has been associated with a decrease in gassing suicides in many western countries. In Japan, a reduction in the carbon monoxide content of domestic gas supply began in the early 1970s, and carbon monoxide emissions standards of new passenger cars were significantly strengthened in 1978. However, little is known about the impact of detoxification of these gases on gassing-related suicides in Japan. Therefore, we examined the changing patterns of suicide due to domestic gas or car exhaust gas inhalation by gender and age in Japan between 1968 and 1994.MethodsSuicide mortality data were obtained from the Vital Statistics of Japan. In this study, age was divided into four groups: 15–24, 25–44, 45–64 and 65+ years. Method of suicide was divided into three groups: domestic gas, car exhaust gas and non-gases. We calculated method-specific age-standardised suicide rates by gender within each of the four age groups. We applied joinpoint regression to the data and quantified the observed changes.ResultsSuicide rates by domestic gas, regardless of gender and age, increased from 1968 to the mid-1970s and then decreased sharply. The proportion of all suicides accounted for by domestic gas was comparatively high in the mid-1970s among females aged 15–24 and 25–44 years, while for other gender-age-groups the proportion of domestic gas suicides remained small, even at the peak. For females aged 15–44 years, the decrease in domestic gas suicides appeared to cause a substantial decrease in overall suicides in this gender/age group. Car exhaust gas was a more common method for males, particularly those aged 25–64 years. Car exhaust gas suicide rates for males aged 25–64 years peaked in the mid-1980s, followed by a sharp decrease.ConclusionsA reduction in the carbon monoxide content of the domestic gas, which began in the early 1970s in Japan, was associated with a decrease in domestic gas suicides for both genders of all ages. Concerning females aged 15–44 years, a decrease in domestic gas suicides caused a substantial decrease in overall suicides in this gender/age group since the proportion of domestic gas suicides among all suicides combined was comparatively large. However, it remains uncertain whether the introduction of catalytic converters in the 1970s in Japan resulted in a reduction of suicides from car exhaust gas inhalation.

scholarly journals Suicide in children and adolescents in England and Wales 1970–1998

2001 ◽  
Vol 178 (5) ◽  
pp. 469-474 ◽  
Author(s):  
G. M. G. McClure
Keyword(s):  
Children And Adolescents ◽  
Suicide Rate ◽  
Psychosocial Stress ◽  
Major Change ◽  
Exhaust Gas ◽  
Accidental Death ◽  
Adult Males ◽  
Vehicle Exhaust ◽  
England And Wales ◽  
Suicide Rates

BackgroundSuicide rates for England and Wales have been decreasing recently, but rates for young adult males remain high.AimsTo review changes in suicide rates for children and adolescents in England and Wales between 1970 and 1998.MethodRates for suicide, ‘accidental’ death by causes similar to suicide and ‘undetermined’ death for 10–14- and 15–19-year-olds are calculated between 1970 and 1998 using suicide data and estimated mid-year populations obtained from the Office for National Statistics.ResultsThere has been a substantial increase in suicide rate between the 1970s and the 1990s for males aged 15–19 years. This remains true even when ‘undetermined’ and ‘accidental’ death rates for causes similar to suicide are examined. The increase was associated with an increase in self-poisoning with vehicle exhaust gas in the 1980s and an increase in hanging which has continued into the 1990s. Although there was a slight decrease in the official suicide rate for females aged 15–19 years, ‘undetermined’ deaths increased. There is no indication of a major change in suicide rate in 10–14-year-olds.ConclusionsThe substantial increase in suicide rate in 15–19-year-old males may indicate increased psychosocial stress, particularly affecting this group.

Sign in / Sign up

Export Citation Format

Share Document