In order to estimate easily average light hydrocarbon emissions from different types of vehicles having different types of engines, the air in the Nihonzaka Tunnel along the Tomei-Highway in the suburb of Shizuoka City (Figs. 1, 2 and 3) and in the Yaesu Underground Parking Lot was sequentially sampled at one-hour interval for 24 hours on a single day (Fig. 4) and analyzed by gas chromatography. Two gas chromatograms are illustrated in Fig. 5 with analytical conditions
It is clear in Table 1 that ethane, ethylene, propylene, methylacetylene and 1, 3-butadiene which are supposedly produced by combustion are relatively high in concentration in the tunnel air. But, the amounts of hydrocarbons emitted at the parking lot could not be estimated because ventilators drew the air from the center of road and thus inlet air contained a large quantity of hydrocarbons. However, we find in Table 1 that these compounds are consisted of relatively higher concentration of gasoline vapor.
The correlation coeffcients between concentration of various hydrocarbon components shown in Table 2 are very similar to that of last report and indicate particularly high value in the parking lot air except between propane and other components. The slopes of regression lines between n-butane and isobutane seem to reflect that the influences of liquefied petroleum gas (LPG) and LPG-powered automobiles are very little in the both places.
The relationship between the hydrocarbon concentrations and the number of vehicles, which may be represented by eq.(1), is determined by eq.(2) by the least-squares method. As to each component of hydrocarbons, the relationships are represented in Fig. 7 for convenience. The comparison of E₂ values by least-square method and from Fig. 7 shows good coincidence.
Vehicles traveling in a 1-way tunnel induce some air flow through the tunnel due to piston effect and in addition there is ventilation due to natural wind. But, they are assumed to have no influence on the hydrocarbon concentrations in the tunnel exit air so long as they do not surpass the flow of 9.3m/sec induced by ventilators and the ventilation flow rate and the amount of hydrocarbons emitted from vehicles are constant at any part of the tunnel. The mean natural wind velocities were 2.9 and 2.3 m/sec on the days which we sampled and some reports showed that flow induced by piston effect is less than 4 m/sec, and thus the amounts of hydrocarbons per vehicle-minute may be calculated by eq.(1). The result is E₁= 3.40×10^-1l/vehi.-min=2.55×10^-1l/vehi.-km and E₂=6.21×10^-1l/vehimin.=4.66×10^-1l/vehi.-km
We can estimate from the relationship shown eq.(5) and (6), and Fig. 7 that:(1) n-pentane (containing 3-methylbutane-1), 2. 3-dimethylbutane (containing 2-methylpentane and cis-2-pentene) and 3-methylpentane are exhausted only from small vehicles (the distance between front wheels and back wheels less than 6m);(2) acetylene, propylene and methylacetylene are exhausted from both small and large vehicles;(3) ethylene are mainly exhausted from both vehicles;(4) n-hexane are mainly exhausted from small vehicles;(5) other compounds are irregularly exhausted. These results confirm that small and large vehicles have gasoline and diesel engine respectively.

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The pollutant emissions of the aircraft engines have been measured to observe the fact of air pollutin from aircrafts. In this study two kinds of engines have been used ; one is turboprops, Rolls Royce Dart-10, and the other is turbofans, Pratt and Whittney JT8D-9.
The sampling system is designed for the emission gases to be introduced into the instruments through the sampling probes fixed at the end of the exhaust nozzles.
The emission of carbon monoxide, nitrogen monoxide, hydrocarbons, sulfur oxides, aldehyde and particulate are determined on the three different rotations of the engines, i. e. idling, approach and take-off.
The following results are obtained;
1) Emission of carbon monoxide, total hydrocarbons and aldehydes shows the lower as engine rotation increases.
2) The exhaust emissions of Dart-10 engine show higher level than those of JT8D-9 engine.
3) The observed total emission and the emission index probably show the JT8D-9 engine to give more positive influence to the air pollution around the air port than the Dart-10 engine does. On the other hand, the JT8D-9 engine shows better performance.
These obtained results agreed very much with those in the other references.

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It has become clear by epidemiologic studies on Yokkaichi-asthma that air pollution has brought on growth of bronchial asthma, but, on the other hand, it is also clear that air pollutant as SO₂, NO₂ and the like cannot be allergen by itself which breaks out allergic disease such as asthma, so the author has made studies on effect of air pollutant as SO₂, SO₃ (H₂SO₄·mist) on experimental provoke of asthma attack in guinea pigs with bodyplethysmograph made for this purpose.
1) Two experimental groups, group exposed with mixing pollutants of SO₂ (145ppm) and H₂SO₄·mist (1.89mg/m³) and group exposed with single pollutant of H₂SO₄·mist (1.91mg/m3), were prepared and half an hour exposure was performed twice a week for two weeks. After the exposure, combination of pollutants exposure and albumin protein exposure (different species) was repeated for five weeks in the rate of twice a week.
2) Compared with the group exposed with albumin (control group), in the cases of sulfur oxides groups obviously more animals had the storong attacks pattern shown as in Table 1.
3) After the eight weeks experiments, each group was samely exposed with acetylcholine spray. At the cases of the pollutant exposure groups, increase of susceptibility for acetylcholine were shown.

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Using the bodyplethysmograph with automatic recorder which was described in the previous report, the author studied effect of SO₂, NO₂ and O₃ on provoke of experimental asthma attacks in guinea pigs. When over four times repetition of exposures of SO₂ (5.6 ppm, half an hour, twice a week), NO₂ (5.6 ppm) or O₃ (4.9 ppm) and successive allergene spray exposure (egg and bovine albumin) were made, far the stronger asthma attacks were given especially in cace of O₃ than in time of allergene spray exposure alone (cf. Fig. 2 and Table 1).
It is obvious that air pollutants such as SO₂, NO₂ or O₃ can not make itself to be allergene, but when any allergene exists these pollutants can accelerate the provoke asthma attack and as the results the pollutants can increase asthmatic personnel.
And it was also shown that the exposures of pollutant (SO₂, NO₂) and allergene made the high acetylcholine susceptibility of airway.(Table 2)

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As reported in the previous reports, it was found that exposure of SO₂, H₂SO₄ mist, NO₂, or O₃ in guinea pigs promoted the provoke of experimental asthma attacks, and the susceptibility for acetylcholine in respiratory airways.
This paper presents the study on effects of NO and NO₂ on the experimental provoke of asthma attacks in guinea pigs by the same bodyplethysmograph method as in the previous report.
1) Pre-exposures to NO (5.02 ppm, half an hour, twice a week) or NO₂ (5.00 ppm) were performed repeatly four times. After the exposure, combination of pollutants (NO or NO₂) exposure and inhalation of antigen (bovine albumin + egg albumin) was repeated for five weeks (under the same conditions as in pre-exposure).
2) The groups of NO and NO₂ showed the significantly stronger asthma attacks (higher respiration curve pattern) as compared with the group of control (albumin alone). The effect of NO was much the same as group of NO₂.(cf. Fig. 2 and Table 1)
3) After the exposure of pollutants and albumin, each group was exposed samely to acetylcholine spray. At the cases of the pollutant exposure groups, the increase of susceptibility for acetylcholine was shown.(cf. Table 2)

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