A Framework for Risk Characterization of Environmental Pollutants

Risk characterization is defined by both the U.S. National Academy of Sciences and the U.S. EPA as the estimation of human health risk due to harmful (i.e., toxic or carcinogenic) substances or organisms. Risk characterization studies are accomplished by integrating quantitative exposure estimates and dose-response relationships with the qualitative results of hazard identification.

A Risk Characterization Framework has been developed to encourage a systematic approach for analysis and presentation of risk estimates. This methodology subdivides the four common components of the risk assessment process into ten elements. Each of these elements is based on a term in a predictive risk equation. The equation allows independent computations of exposure, dose, lifetime individual risk, and risk to affected populations. All key assumptions in the predictive risk equation can be explicitly shown. This is important to understand the basis and inherent uncertainties of the risk estimation process.

The systematic treatment of each of the ten elements in this framework aids in the difficult job of comparing risk estimates by different researchers using different methodologies. The Risk Characterization Framework has been applied to various indoor and outdoor air pollutants of a carcinogenic nature. With further development, it also promises to be applicable to noncarcinogenic effects.     

Effects of Road Networks on Bird Populations

Abstract: One potential contributor to the worldwide decline of bird populations is the increasing prevalence of roads, which have several negative effects on birds and other vertebrates. We synthesized the results of studies and reviews that explore the effects of roads on birds with an emphasis on paved roads. The well‐known direct effects of roads on birds include habitat loss and fragmentation, vehicle‐caused mortality, pollution, and poisoning. Nevertheless, indirect effects may exert a greater influence on bird populations. These effects include noise, artificial light, barriers to movement, and edges associated with roads. Moreover, indirect and direct effects may act synergistically to cause decreases in population density and species richness. Of the many effects of roads, it appears that road mortality and traffic noise may have the most substantial effects on birds relative to other effects and taxonomic groups. Potential measures for mitigating the detrimental effects of roads include noise‐reduction strategies and changes to roadway lighting and vegetation and traffic flow. Road networks and traffic volumes are projected to increase in many countries around the world. Increasing habitat loss and fragmentation and predicted species distribution shifts due to climate change are likely to compound the overall effects of roads on birds.     

PARTITIONING SMALL SCALE SPATIAL VARIABILITY OF RUNOFF AND EROSION ON SAGEBRUSH RANGELAND1

ABSTRACT: Most hydrologic models require input parameters which represent the variability found across an entire landscape. The estimation of such parameters is very difficult, particularly on rangeland. Improved model parameter estimation procedures are needed which incorporate the small-scale and temporal variability found on rangeland. This study investigates the use of a surface soil classification scheme to partition the spatial variability in hydrologic and interrill erosion processes in a sagebrush plant community. Four distinct microsites were found to exist within the sagebrush coppice-dune dune-interspace complex. The microsites explained the majority of variation in hydrologic and interrill erosion response found on the site and were discernable based on readily available soil and vegetation information. The variability within each microsite was quite low and was not well correlated with soil and vegetation properties. The surface soil classification scheme defined in this study can be quite useful for defining sampling procedures, for understanding hydrologic and erosion processes, and for parameterizing hydrologic models for use on sagebrush range-land.     

A seasonal study of arsenic in groundwater,Snohomish County,Washington, USA

A series of arsenic poisonings near Granite Falls in Snohomish County, Washington, were identified during 1985–87. An initial investigation revealed the source of arsenic exposure to be high levels of arsenic in well water. A large number of wells in eastern Snohomish County were tested, residents were interviewed and sources of contamination, both natural and man-made, were investigated. More than 70 private drinking-water wells were found to contain elevated levels of arsenic . One well contained 33 mg As L^–1. The finding of elevated arsenic levels in a previously approved drinking-water well for a restaurant, plus suggestions of symptoms consistent with arsenic poisoning among people with wells with no detectable arsenic, raised concern over possible temporal variation in arsenic levels. To evaluate this temporal variation, a 12-month study of arsenic in groundwater was conducted in selected wells near Granite Falls. The 12-month study of 26 wells, conducted between February 1988 and January 1989, found arsenic levels for individual wells to vary from one to 19 fold over time. Because of this variability, four out of the eight wells with arsenic levels close to the Maximum Contamination Level (MCL) of 0.050 mg As L^–1 would have been considered safe on the basis of a single sample, but would have exceeded the MCL at another time of the year.In areas with a high occurrence of arsenic contaminated drinking water, approval of well water prior to the sale of a house or issuance of a building permit which is based on a single arsenic test may result in later findings of unacceptable drinking water. When the arsenic is near the MCL, it may be prudent to follow well-water arsenic concentrations over time to assure that the arsenic level remains within acceptable bounds. If lower arsenic standards are adopted for drinking water, the issue of temporal variation around the standard will become a matter of more widespread concern.To whom correspondence should be addressed. The contents of this paper do not necessarily reflect the views and policies of the US Environmental Protection Agency.     

Geologic occurrences of erionite in the United States: an emerging national public health concern for respiratory disease

Erionite, a mineral series within the zeolite group, is classified as a Group 1 known respiratory carcinogen. This designation resulted from extremely high incidences of mesothelioma discovered in three small villages from the Cappadocia region of Turkey, where the disease was linked to environmental exposures to fibrous forms of erionite. Natural deposits of erionite, including fibrous forms, have been identified in the past in the western United States. Until recently, these occurrences have generally been overlooked as a potential hazard. In the last several years, concerns have emerged regarding the potential for environmental and occupational exposures to erionite in the United States, such as erionite-bearing gravels in western North Dakota mined and used to surface unpaved roads. As a result, there has been much interest in identifying locations and geologic environments across the United States where erionite occurs naturally. A 1996 U.S. Geological Survey report describing erionite occurrences in the United States has been widely cited as a compilation of all US erionite deposits; however, this compilation only focused on one of several geologic environments in which erionite can form. Also, new occurrences of erionite have been identified in recent years. Using a detailed literature survey, this paper updates and expands the erionite occurrences database, provided in a supplemental file (US_erionite.xls). Epidemiology, public health, and natural hazard studies can incorporate this information on known erionite occurrences and their characteristics. By recognizing that only specific geologic settings and formations are hosts to erionite, this knowledge can be used in developing management plans designed to protect the public.     

Note on In-Traffic Measurement of Airborne Tire-Wear Participate Debris

Measuring greenhouse gas (GHG) source emissions provides data for validation of GHG inventories, which provide the foundation for climate change mitigation. Two Toyota RAV4 electric vehicles were outfitted with high-precision instrumentation to determine spatial and temporal resolution of GHGs (e.g., nitrous oxide, methane [CH₄], and carbon dioxide [CO₂]), and other gaseous species and particulate metrics found near emission sources. Mobile measurement platform (MMP) analytical performance was determined over relevant measurement time scales. Pollutant residence times through the sampling configuration were measured, ranging from 3 to 11 sec, enabling proper time alignment for spatial measurement of each respective analyte. Linear response range for GHG analytes was assessed across expected mixing ratio ranges, showing minimal regression and standard error differences between 5, 10, 30, and 60 sec sampling intervals and negligible differences between the two MMPs. GHG instrument drift shows deviation of less than 0.8% over a 24-hr measurement period. These MMPs were utilized in tracer-dilution experiments at a California landfill and natural gas compressor station (NGCS) to quantify CH₄ emissions. Replicate landfill measurements during October 2009 yielded annual CH₄ emissions estimates of 0.10 ± 0.01, 0.11 ± 0.01, and 0.12 ± 0.02 million tonnes of CO₂ equivalent (MTCO₂E). These values compare favorably to California GHG Emissions Inventory figures for 2007, 2008, and 2009 of 0.123, 0.125, and 0.126 MTCO₂E/yr, respectively, for this facility. Measurements to quantify NGCS boosting facility-wide emissions, during June 2010 yielded an equivalent of 5400 ± 100 TCO₂E/yr under steady-state operation. However, measurements during condensate transfer without operational vapor recovery yield an instantaneous emission rate of 2–4 times greater, but was estimated to only add 12 TCO₂E/yr overall. This work displays the utility for mobile GHG measurements to validate existing measurement and modeling approaches, so emission inventory values can be confirmed and associated uncertainties reduced.

Implications:?Measuring greenhouse gas (GHG) source emissions provides data and validation for GHG inventories, the foundation for climate change mitigation. Mobile measurement platforms with robust analytical instrumentation completed tracer-dilution experiments in California at a landfill and natural gas compressor station (NGCS) to quantify CH₄ emissions. Data collected for landfill CH₄ agree with the current California emissions inventory, while NGCS data show the possible variability from this type of facility. This work displays the utility of mobile GHG measurements to validate existing measurement and modeling approaches, such that emission inventory values can be confirmed, associated uncertainties reduced, and mitigation efforts quantified.     

Comparison of the SCAQS Tunnel Study with Other On Road Vehicle Emission Data

The Van Nuys Tunnel experiment conducted in 1987 by Ingalls et al. (see A&WMA Paper 89-137.3), to verify automotive emission inventories as part of the Southern California Air Quality Study (SCAQS), gave higher CO and HC emission-rate values than expected on the basis of automotive-emission models—by factors of approximately 3 and 4, respectively. The CO/NO_X and HC/NO_X emission-rate ratios moreover were higher than expected—by similar factors (NO_X emission rates were about as expected). The purpose of the present paper is to review the literature on dynamometer and on-road (in tunnels and along roadways) testing of in-use vehicles, and on urban-air CO/HC/NO_X concentration ratios, to see whether the Van Nuys Tunnel results are reasonable in terms of previous experience. The conclusions are that (1) on-road CO and HC emissions higher than expected have been reported before, (2) on-road CO and HC emissions consistent with the Van Nuys Tunnel results have been reported before, and (3) on-road CO/NO_X and HC/NO_X emission-rate ratios higher than expected have been reported before. The Van Nuys Tunnel NO_X results actually are lower than in other on-road experiments, and the CO/NO_X and HC/NO_X ratios consequently are higher. The higher-than-predicted CO/NO_X and HC/NO_X ratios at Van Nuys and other on-road sites suggest richer operation on-road than predicted or than observed in the inuse- vehicle dynamometer tests which serve as the model inputs. Support for these suggestions and conclusions is found in comparison of urban-air and emission-inventory HC/NO_X ratios.