Health Effects of Fine Particulate Air Pollution: Lines that Connect

Abstract

Efforts to understand and mitigate the health effects of particulate matter (PM) air pollution have a rich and interesting history. This review focuses on six substantial lines of research that have been pursued since 1997 that have helped elucidate our understanding about the effects of PM on human health. There has been substantial progress in the evaluation of PM health effects at different time-scales of exposure and in the exploration of the shape of the concentration-response function. There has also been emerging evidence of PM-related cardiovascular health effects and growing knowledge regarding interconnected general pathophysiological pathways that link PM exposure with cardiopulmonary morbidity and mortality. Despite important gaps in scientific knowledge and continued reasons for some skepticism, a comprehensive evaluation of the research findings provides persuasive evidence that exposure to fine particulate air pollution has adverse effects on cardiopulmonary health. Although much of this research has been motivated by environmental public health policy, these results have important scientific, medical, and public health implications that are broader than debates over legally mandated air quality standards.     

Air quality measurements for the aerosol research and inhalation epidemiology study

Measurements of pollutant gases, airborne particulate matter mass and composition, and meteorology have been made at a core site near downtown Atlanta, GA, since August 1998 in support of the Aerosol Research and Inhalation Epidemiology Study (ARIES). This site is one of eight in the Southeastern Aerosol Research and Characterization network. The measurement objective is to provide a long-term, multivariate dataset suitable for investigating statistical associations of respiratory and cardiovascular disease with airborne particulate matter composition, meteorology, and copollutant gases through epidemiologic modeling. Measurements are expected to continue through 2010. Ancillary multiyear measurements at additional sites in the Atlanta metropolitan area and in short-term exposure assessments have been used to estimate the exposure/measurement error associated with using data from a central site to approximate human exposures for the entire area. To date, 13-, 25-, and 53-month air quality datasets have been used in epidemiologic analyses.     

Continuous and filter-based measurements of PM2.5 nitrate and sulfate at the Fresno Supersite

PM(2.5) nitrate [Formula: see text] and sulfate ([Formula: see text]) were measured continuously with R&P8400N and R&P8400S instruments, respectively, and compared with filter-based measurements at the Fresno Supersite from October, 2000 through December, 2005. [Formula: see text] concentrations were higher in winter than summer with a long-term decreasing trend. Correlations between 24-h average continuous and filter-based [Formula: see text] were greater than 0.96 in 4 out of 5 years. Continuous [Formula: see text] was generally lower than filter-based [Formula: see text] although the difference decreased over time, from -52% in 2001 to +13% in 2005. These differences were similar in winter (-23%) and summer (-19%) while the corresponding differences between ambient and instrument temperature were -12 and 0.7 degrees C, respectively. Neither seasonal nor long-term trends in [Formula: see text] can be explained by variations in ambient temperature, the difference between ambient and instrument temperature, or changes in aerosol chemical composition. There were no seasonal or long-term trends in [Formula: see text] concentrations, partially due to low concentrations observed in Fresno. Long-term variability in the performance of R&P8400 [Formula: see text] and [Formula: see text] instruments suggest that collocation with filter measurements is needed for long-term measurements.     

Comparison of the MOVES2010a,MOBILE6.2, and EMFAC2007 mobile source emission models with on-road traffic tunnel and remote sensing measurements

The Desert Research Institute conducted an on-road mobile source emission study at a traffic tunnel in Van Nuys, California, in August 2010 to measure fleet-averaged, fuel-based emission factors. The study also included remote sensing device (RSD) measurements by the University of Denver of 13,000 vehicles near the tunnel. The tunnel and RSD fleet-averaged emission factors were compared in blind fashion with the corresponding modeled factors calculated by ENVIRON International Corporation using U.S. Environmental Protection Agency's (EPA's) MOVES2010a (Motor Vehicle Emissions Simulator) and MOBILE6.2 mobile source emission models, and California Air Resources Board's (CARB's) EMFAC2007 (EMission FACtors) emission model. With some exceptions, the fleet-averaged tunnel, RSD, and modeled carbon monoxide (CO) and oxide of nitrogen (NO_x) emission factors were in reasonable agreement (±25%). The nonmethane hydrocarbon (NMHC) emission factors (specifically the running evaporative emissions) predicted by MOVES were insensitive to ambient temperature as compared with the tunnel measurements and the MOBILE- and EMFAC-predicted emission factors, resulting in underestimation of the measured NMHC/NO_x ratios at higher ambient temperatures. Although predicted NMHC/NO_x ratios are in good agreement with the measured ratios during cooler sampling periods, the measured NMHC/NO_x ratios are 3.1, 1.7, and 1.4 times higher than those predicted by the MOVES, MOBILE, and EMFAC models, respectively, during high-temperature periods. Although the MOVES NO_x emission factors were generally higher than the measured factors, most differences were not significant considering the variations in the modeled factors using alternative vehicle operating cycles to represent the driving conditions in the tunnel. The three models predicted large differences in NO_x and particle emissions and in the relative contributions of diesel and gasoline vehicles to total NO_x and particulate carbon (TC) emissions in the tunnel.

Implications: Although advances have been made to mobile source emission models over the past two decades, the evidence that mobile source emissions of carbon monoxide and hydrocarbons in urban areas were underestimated by as much as a factor of 2–3 in past inventories underscores the need for on-going verification of emission inventories. Results suggest that there is an overall increase in motor vehicle NMHC emissions on hot days that is not fully accounted for by the emission models. Hot temperatures and concomitant higher ratios of NMHC emissions relative to NO_x both contribute to more rapid and efficient formation of ozone. Also, the ability of EPA's MOVES model to simulate varying vehicle operating modes places increased importance on the choice of operating modes to evaluate project-level emissions.     

Trihalomethane formation potential of filter isolates of electrolyte-extractable soil organic carbon

Certain organic C moieties of soil origin in drinking source waters of Sacramento-San Joaquin Delta (Delta) can react with chlorine to form trihalomethanes (THMs) during the disinfection process. Isolation and characterization of them and quantitation of their THM formation potential (THMFP) is necessary for developing effective strategies to reduce their influxes in Delta waters and for removing them during drinking water treatment. In this study, organic C from two Delta soils was extracted using deionized H(2)O and four Na- or Ca-based electrolytes of varying electrical conductivity values. Extracts were filtered into particulate, colloidal, fine colloidal, and soluble organic C for quantitation and THMFP determination. Results suggested that <1.5% of soil organic C was electrolyte-extractable. The soluble organic C fraction from both soils dominated in quantity and THMFP. Electrolyte effects were cation dependent. Sodium-based electrolytes at either conductivity level did not significantly decrease extractable organic C (EOC) or THMFP compared with deionized H(2)O. In contrast, Ca-based electrolytes reduced EOC and THMFP by >50% even at 1 dS m(-1). Further increase in Ca concentration did not significantly decrease EOC or THMFP. Most reduction in EOC and THMFP by Ca-based electrolytes occurred with the fractions other than the soluble organic C. Results suggested that under natural soil leaching and runoff conditions, the majority of THMFP is associated with organic C of <0.025 mum in diameter. Further molecular characterization of the fractions with high THMFP may help understand the nature of chlorine-reactive organic C from Delta soils.     

夹层电缆引发火灾的实验研究

模拟现代建筑夹层中贮藏大量未加金属导管防护的电线电缆所引发的火灾效应.在一个全尺寸燃烧套房模型中进行了起火室和顶棚夹层空间电缆火灾的实验研究,并采用大涡模拟的方法对实验中烟气速度场进行了数值模拟.结果表明,加明火源可以加强电缆的火灾功率;通风状况对夹层电缆火灾的温度场、烟气遮光度和火灾功率有明显影响.电缆燃烧产物中主要毒性气体为CO.电缆在夹层燃烧时,CO和CO2浓度均高于目标室和起火室中的浓度.而夹层毒气最为集中,其CO浓度远远超出OSHA和IDLH标准.电缆在夹层燃烧时发生火灾的危险性较大.     

Variations in speciated emissions from spark-ignition and compression-ignition motor vehicles in California's south coast air basin

The U.S. Department of Energy Gasoline/Diesel PM Split Study examined the sources of uncertainties in using an organic compound-based chemical mass balance receptor model to quantify the contributions of spark-ignition (SI) and compression-ignition (CI) engine exhaust to ambient fine particulate matter (PM2.5). This paper presents the chemical composition profiles of SI and CI engine exhaust from the vehicle-testing portion of the study. Chemical analysis of source samples consisted of gravimetric mass, elements, ions, organic carbon (OC), and elemental carbon (EC) by the Interagency Monitoring of Protected Visual Environments (IMPROVE) and Speciation Trends Network (STN) thermal/optical methods, polycyclic aromatic hydrocarbons (PAHs), hopanes, steranes, alkanes, and polar organic compounds. More than half of the mass of carbonaceous particles emitted by heavy-duty diesel trucks was EC (IMPROVE) and emissions from SI vehicles contained predominantly OC. Although total carbon (TC) by the IMPROVE and STN protocols agreed well for all of the samples, the STN/IMPROVE ratios for EC from SI exhaust decreased with decreasing sample loading. SI vehicles, whether low or high emitters, emitted greater amounts of high-molecular-weight particulate PAHs (benzo[ghi]perylene, indeno[1,2,3-cd]pyrene, and coronene) than did CI vehicles. Diesel emissions contained higher abundances of two- to four-ring semivolatile PAHs. Diacids were emitted by CI vehicles but are also prevalent in secondary organic aerosols, so they cannot be considered unique tracers. Hopanes and steranes were present in lubricating oil with similar composition for both gasoline and diesel vehicles and were negligible in gasoline or diesel fuels. CI vehicles emitted greater total amounts of hopanes and steranes on a mass per mile basis, but abundances were comparable to SI exhaust normalized to TC emissions within measurement uncertainty. The combustion-produced high-molecular-weight PAHs were found in used gasoline motor oil but not in fresh oil and are negligible in used diesel engine oil. The contributions of lubrication oils to abundances of these PAHs in the exhaust were large in some cases and were variable with the age and consumption rate of the oil. These factors contributed to the observed variations in their abundances to total carbon or PM2.5 among the SI composition profiles.