Both the recent classification of naphthalene as a possible human carcinogen and its ubiquitous presence motivate this critical review of naphthalene’s sources and exposures. We evaluate the environmental literature on naphthalene published since 1990, drawing on nearly 150 studies that report emissions and concentrations in indoor, outdoor and personal air. While naphthalene is both a volatile organic compound and a polycyclic aromatic hydrocarbon, concentrations and exposures are poorly characterized relative to many other pollutants. Most airborne emissions result from combustion, and key sources include industry, open burning, tailpipe emissions, and cigarettes. The second largest source is off-gassing, specifically from naphthalene’s use as a deodorizer, repellent and fumigant. In the U.S., naphthalene’s use as a moth repellant has been reduced in favor of para-dichlorobenzene, but extensive use continues in mothballs, which appears responsible for some of the highest indoor exposures, along with off-label uses. Among the studies judged to be representative, average concentrations ranged from 0.18 to 1.7 μg m^-3 in non-smoker’s homes, and from 0.02 to 0.31 μg m^-3 outdoors in urban areas. Personal exposures have been reported in only three European studies. Indoor sources are the major contributor to (non-occupational) exposure. While its central tendencies fall well below guideline levels relevant to acute health impacts, several studies have reported maximum concentrations exceeding 100 μg m^-3, far above guideline levels. Using current but draft estimates of cancer risks, naphthalene is a major environmental risk driver, with typical individual risk levels in the 10^-4 range, which is high and notable given that millions of individuals are exposed. Several factors influence indoor and outdoor concentrations, but the literature is inconsistent on their effects. Further investigation is needed to better characterize naphthalene’s sources and exposures, especially for indoor and personal measurements.

The ventilation rate (VR) is a key parameter affecting indoor environmental quality (IEQ) and the energy consumption of buildings. This paper reviews the use of CO₂ as a “natural” tracer gas for estimating VRs, focusing on applications in school classrooms. It provides details and guidance for the steady-state, build-up, decay and transient mass balance methods. An extension to the build-up method and an analysis of the post-exercise recovery period that can increase CO₂ generation rates are presented. Measurements in four mechanically-ventilated school buildings demonstrate the methods and highlight issues affecting their applicability. VRs during the school day fell below recommended minimum levels, and VRs during evening and early morning were on the order of 0.1 h⁻¹, reflecting shutdown of the ventilation systems. The transient mass balance method was the most flexible and advantageous method given the low air change rates and dynamic occupancy patterns observed in the classrooms. While the extension to the build-up method improved stability and consistency, the accuracy of this and the steady-state method may be limited. Decay-based methods did not reflect the VR during the school day due to heating, ventilation and air conditioning (HVAC) system shutdown. Since the number of occupants in classrooms changes over the day, the VR expressed on a per person basis (e.g., L·s⁻¹·person⁻¹) depends on the occupancy metric. If occupancy measurements can be obtained, then the transient mass balance method likely will provide the most consistent and accurate results among the CO₂-based methods. Improved VR measurements can benefit many applications, including research examining the linkage between ventilation and health.

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One way to reduce excessive fuel consumption and vehicular emissions on urban streets is to optimize signal timings. Historically, signal timing optimization tools were used to reduce traffic delay and stops. The concept of optimizing signal timings to reduce fuel consumption and emissions was addressed decades ago with tools that are now considered outdated. This study advocates a fresh approach to integrating existing state-of-the-art tools for reassessing and ultimately minimizing fuel consumption and emissions. VISSIM, CMEM, and VISGAOST were linked to optimize signal timings and minimize fuel consumption and CO₂ emissions. As a case study, a 14-intersection network in Park City, Utah, was used. Signal timings were optimized for seven optimization objective functions to find the lowest fuel consumption and CO₂ emissions. Findings show that a formula commonly used to estimate fuel consumption in traffic simulation tools inadequately estimates fuel consumption and cannot be used as a reliable objective function in signal timing optimizations. Some of the performance measures used as objective functions in the optimization process were proved to be ineffective. When CMEM-estimated fuel consumption is used as an objective function, estimated fuel savings are around 1.5%, a statistically significant decrease. Further research is needed to find an effective way to minimize fuel consumption and emissions by using the proposed approach.