Transthoracic cardiac ultrasonic stimulation induces a negative chronotropic effect

The objective of this study is to investigate cardiac bioeffects resulting from ultrasonic stimulation using a specific set of acoustical parameters. Ten Sprague-Dawley rats were anesthetized and exposed to 1-MHz ultrasound pulses of 3-MPa peak rarefactional pressure and approximately 1% duty factor. The pulse repetition frequency started slightly above the heart rate and was decreased by 1 Hz every 10 s, for a total exposure duration of 30 s. The control group was composed of five rats. Two-way analysis of variance for repeated measures and Bonferroni post hoc tests were used to compare heart rate and ejection fraction, which was used as an index of myocardial contractility. It was demonstrated for the first time that transthoracic ultrasound has the potential to decrease the heart rate by similar to 20%. The negative chronotropic effect lasted for at least 15 min after ultrasound exposure and there was no apparent gross damage to the cardiac tissue.

Nitrous oxide emissions from gasohol, ethanol and CNG light duty vehicles

A sample of 21 light duty vehicles powered by Otto cycle engines were tested on a chassis dynamometer to measure the exhaust emissions of nitrous oxide (N2O). The tests were performed at the Vehicle Emission Laboratory of CETESB (Environmental Company of the State of Sao Paulo) using the US-FTP-75 (Federal Test Procedure) driving cycle. The sample tested included passenger cars running on three types of fuels used in Brazil: gasohol, ethanol and CNG. The measurement of N2O was made using two methods: Non Dispersive InfraRed (NDIR) analyzer and Fourier Transform InfraRed spectroscopy (FTIR). Measurements of regulated pollutants were also made in order to establish correlations between N2O and NOx. The average N2O emission factors obtained by the NDIR method was 78 +/- 41 mg.km(-1) for vehicles running with gasohol, 73 +/- 45 mg.km(-1) for ethanol vehicles and 171 +/- 69 mg.km(-1) for CNG vehicles. Seventeen results using the FTIR method were also obtained. For gasohol vehicles the results showed a good agreement between the two methods, with an average emission factor of 68 +/- 41 mg.km(-1). The FTIR measurement results of N2O for ethanol and CNG vehicles were much lower than those obtained by the NDIR method. The emission factors were 17 +/- 10 mg.km(-1) and 33 +/- 17 mg.km(-1), respectively, possibly because of the interference of water vapor (present at a higher concentration in the exhaust gases of these vehicles) on measurements by the NDIR method.