Effects of instrument precision and spatial variability on the assessment of the temporal variation of ambient air pollution in Atlanta, Georgia

Data from the U.S. Environmental Protection Agency Air Quality System, the Southeastern Aerosol Research and Characterization database, and the Assessment of Spatial Aerosol Composition in Atlanta database for 1999 through 2002 have been used to characterize error associated with instrument precision and spatial variability on the assessment of the temporal variation of ambient air pollution in Atlanta, GA. These data are being used in time series epidemiologic studies in which associations of acute respiratory and cardiovascular health outcomes and daily ambient air pollutant levels are assessed. Modified semivariograms are used to quantify the effects of instrument precision and spatial variability on the assessment of daily metrics of ambient gaseous pollutants (SO2, CO, NOx, and O3) and fine particulate matter ([PM2.5] PM2.5 mass, sulfate, nitrate, ammonium, elemental carbon [EC], and organic carbon [OC]). Variation because of instrument imprecision represented 7-40% of the temporal variation in the daily pollutant measures and was largest for the PM2.5 EC and OC. Spatial variability was greatest for primary pollutants (SO2, CO, NOx, and EC). Population-weighted variation in daily ambient air pollutant levels because of both instrument imprecision and spatial variability ranged from 20% of the temporal variation for O3 to 70% of the temporal variation for SO2 and EC. Wind     

Assessing potential future urban heat island patterns following climate scenarios,socio-economic developments and spatial planning strategies

Climate change and urban development will exacerbate current urban heat island effects. While most studies acknowledge the importance of projected temperature increases for raising urban temperatures, little attention is paid to the impacts of future changes in urbanisation patterns. Yet, steering urban development may be an effective strategy to further limit increases in the intensity and spreading of the urban heat island effect. We describe a method that allows exploring the impact of urban development scenarios on the urban heat island effect. This paper starts with a basic analysis of the strength of this effect in a temperate climate under relatively favourable conditions based on data from amateur weather stations and own observations. It explains local variation in observed temperatures and quantifies how the urban heat island effect may develop in the coming 30 years. Using the obtained relations, we assess potential future changes building on existing scenarios of climatic and socio-economic changes and a land use simulation model. Our measurements for the Amsterdam region in the Netherlands indicate that the urban heat island effect induces maximum temperature differences with the surrounding countryside of over 3 °C on moderately warm summer days. The simulations of potential future changes indicate that strong local temperature increases are likely due to urban development. Climate change will, on average, have a limited impact on these changes. Large impacts can, however, be expected from the combination of urban development and potentially more frequent occurrences of extreme climatic events such as heat waves. Spatial planning strategies that reduce the lateral spread of urban development will thus greatly help to limit a further increase in urban heat island values.     

Organohalogen contaminants and metabolites in cerebrospinal fluid and cerebellum gray matter in short-beaked common dolphins and Atlantic white-sided dolphins from the western North Atlantic

Concentrations of several congeners and classes of organohalogen contaminants (OHCs) and/or their metabolites, namely organochlorine pesticides (OCs), polychlorinated biphenyls (PCBs), hydroxylated-PCBs (OH-PCBs), methylsulfonyl-PCBs (MeSO₂-PCBs), polybrominated diphenyl ether (PBDE) flame retardants, and OH-PBDEs, were measured in cerebrospinal fluid (CSF) of short-beaked common dolphins (n = 2), Atlantic white-sided dolphins (n = 8), and gray seal (n = 1) from the western North Atlantic. In three Atlantic white-sided dolphins, cerebellum gray matter (GM) was also analyzed. The levels of OCs, PCBs, MeSO₂-PCBs, PBDEs, and OH-PBDEs in cerebellum GM were higher than the concentrations in CSF. 4-OH-2,3,3′,4′,5-pentachlorobiphenyl (4-OH-CB107) was the only detectable OH-PCB congener present in CSF. The sum (Σ) OH-PCBs/Σ PCB concentration ratio in CSF was approximately two to three orders of magnitude greater than the ratio in cerebellum GM for dolphins.     

Impacts from control operations on a recreationally hunted feral swine population at a large military installation in Florida

Feral swine were targeted for control at Avon Park Air Force Range in south-central Florida to avert damage to sensitive wetland habitats on the 40,000-ha base. We conducted a 5-year study to assess impacts from control to this population that had been recreationally hunted for many years. Control was initiated in early 2009. The feral swine population was monitored from 2008 to 2012 using a passive tracking index (PTI) during the dry and wet seasons and using recreational hunter take rates from the dry season. All three indices showed substantial feral swine declines after implementing control, with indices leveling for the final two study years. Military missions and recreational hunting seasons impacted temporal and spatial consistency of control application, thereby limiting further impacts of control efforts on the feral swine population. The PTI was also able to monitor coyotes, another invasive species on the base, and detect Florida black bear and Florida panther, species of particular concern.     

Prenatal diagnosis and management of twin pregnancies complicated by a co-existing molar pregnancy

Recent advances in ultrasound and molecular genetics have increased our understanding and hence enhanced the perinatal management of complete and partial hydatidiform mole. By contrast, the management of a twin pregnancy combining a normal pregnancy with a normal fetus and a complete hydatidiform mole (CHM) remains complex and controversial due to conflicting data from different parts of the world. The aim of this review is to analyse the international literature on twin pregnancies that include a mole, present the complications and outcome of pregnancy and to discuss the perinatal management. Management is complicated and women should be counselled about the maternal and fetal complications, and the pregnancy monitored carefully by a perinatal team with experience in high-risk obstetrics and access to neonatal care. The data reviewed here suggest that a woman who decides to continue with the pregnancy including a CHM must be aware that, overall, she only has a one in four chance of live birth and in around 35% of cases she will develop persistent trophoblastic disease (PTD) after delivery. In ongoing pregnancies, there will be, in at least 20% of the cases, an early onset of pre-eclampsia (PET) and a 29% risk of fetal loss due to late miscarriage, intrauterine death and neonatal death. Maternal serum human chorionic gonadotrophin (MShCG) could be useful in predicting outcome in twin pregnancy combining normal pregnancy and CHM, but this needs to be investigated prospectively. Copyright © 2005 John Wiley & Sons, Ltd.     

Characteristics of drivers not using seat belts in a high belt use state

A study was undertaken in North Carolina to determine the characteristics of the minority of drivers who were not using seat belts following an extensive publicity/enforcement campaign, which had increased statewide use to 80%. Vehicles and drivers whose seat belt use was observed at sites across North Carolina were matched against Division of Motor Vehicles registration and driver history files for vehicle owners. The study file consisted of those observed drivers who matched the owners with respect to sex, race, and approximate age. The results of this investigation indicate that nonuse of seat belts was associated with males; younger age (<35); older vehicles (pre-1985); vehicles other than cars, especially pickups; and poor driving records. Telephone survey information indicated that nonusers were less likely to have health care coverage, more likely to acknowledge having consumed large amounts of alcohol in the past year, and more likely to have an arrest record. When asked about enforcement of the belt use law, many nonusers said that they would not respond to higher fines but they would respond to driver license points. To change the belt use behavior of this hard-core nonuser population, it well may be necessary as was done in Canada to combine publicity/enforcement campaigns with driver license points as a penalty for nonuse.     

Clean fuels from municipal solid waste for fuel cell buses in metropolitan areas

Increasing volumes of municipal solid waste (MSW) pose disposal problems for many cities. Costs are rising as landfilling becomes more difficult. The production of clean transportation fuels (methanol or hydrogen) from MSW is one economically and environmentally promising option for dealing with these problems. An attractive feature is that elimination of essentially all air pollutant emissions is inherent in the process. Current and future air emissions standards should be easily met. Methanol or hydrogen used in fuel cell vehicles (FCV) can help address problems of deteriorating urban air quality due to vehicle pollution and heavy dependence of the transport sector on imported petroleum. Buses are initial targets for commercial application of fuel cells. Coupled with FCVs, MSW could become a major transportation energy resource. For example, less than 25% of New York City's MSW supply would be sufficient to produce the methanol or hydrogen needed to fuel the entire city's bus fleet, if the buses were fuel cell powered. Estimated breakeven tipping fees required for hydrogen or methanol from MSW to compete with the cost of these fuels made from natural gas today are $52 to $89/raw tonne MSW for hydrogen and $64 to $104/raw tonne MSW for methanol (in 1991$), depending on the gasification technology considered. For comparison, the average tipping fee today in New York City is $74/tonne (1991$). Because of the high fuel economies expected for fuel cell buses, total lifecycle costs per bus-km could be lower than for conventional diesel-engine buses.