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Fine particle health risks calculated for roughly city size areas in California

Dec 17th, 2011
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Dec. 9, 2011

http://nextbigfuture.com/2011/12/fine-particle-health-risks-calculated.html

Three new studies released today by the California Air Resources Board reveal that exposure to airborne fine-particulate matter significantly elevates the risk for premature deaths from heart disease in older adults and elevates incidence of strokes among post-menopausal women. Heart disease is the number one killer in California and is responsible for approximately 35% of annual deaths.

“We’ve long known particulate matter is a major component of California’s air pollution problem,” said ARB Chairman Mary D. Nichols. “These new studies underscore the need to eliminate the threat from California’s air.”

Particulate matter is a complex blend of substances ranging from dry solid fragments, solid-core fragments with liquid coatings, and small droplets of liquid. These particles vary in shape, size and chemical composition, and can contain metals, soot, nitrates, sulfates and very fine dust. One source of particulate matter, including PM2.5 or fine-particulate –matter, is exhaust from vehicles, especially from diesel engines. PM 2.5 is particulate matter smaller than 2.5 microns in diameter – a human hair is about 60 microns in diameter.
Michael Jerrett, Ph.D., of the University of California, Berkeley, found that exposure to fine particulate matter significantly elevated the risks for premature death from heart disease. The most frequent cause of death associated with PM2.5 in this study was ischemic heart disease, which can lead to heart attacks and heart failure. The findings of this study are based on the California participants in a large study sponsored by the American Cancer Society, which tracked 76,000 adults from 1982 to 2000.

In another study, Michael Lipsett, M.D., of the California Department of Public Health, led a team that examined the effects of chronic air pollution exposure on heart disease in women. The project tracked over 100,000 current and former female public school teachers and administrators in California. Like the University of California, Berkeley study, Dr. Lipsett found that exposure to PM2.5 elevated the risks for premature mortality from ischemic heart disease. In addition, this study found an increased risk of stroke among women who had never had one before, particularly among those who were post-menopausal.

These two studies demonstrate a relationship between long-term PM2.5 exposure and cardiovascular effects, such as heart attacks and strokes.

The third study, by Fern Tablin, V.M.D., Ph.D., and Dennis Wilson, D.V.M., Ph.D., of the University of California, Davis, investigated how inhaled PM2.5 could contribute to heart attacks and strokes. A common cause of heart attacks and strokes is development of clots in the blood stream. One suggested explanation is that PM2.5 exposure activates platelets, the key cells involved in blood clotting, so that they form clots and then trigger heart attacks and strokes. Drs. Tablin and Wilson examined the platelets of mice exposed to PM2.5 from the San Joaquin Valley Air Basin, and found that mice exposed to fine particulate matter showed platelet activation in both winter and summer, which could promote clotting and lead to stroke and heart attacks.

These new studies add to the existing scientific literature indicating that microscopic airborne particles pose a threat to public health. California Air Resources Board calculations of combined cardiovascular and respiratory (i.e., cardiopulmonary) deaths associated with PM2.5 exposure are based on the results of the national American Cancer Society study. Annually, 7,300 to 11,000 premature cardiopulmonary deaths in California are estimated to be associated with exposures to fine particulate matter.
Estimate of Premature Deaths Associated with Fine Particle Pollution (PM2.5) in California Using a U.S. Environmental Protection Agency Methodology (39 pages)

The U.S. EPA’s reports were peer reviewed in a public process by the Clean Air Scientific Advisory Committee (CASAC) Particulate Matter Review Panel, an
independent peer review body of national scientists.

There are a large number of published health studies that estimate the
additional risk of mortality due to long-term exposure to PM2.5. U.S. EPA’s new
quantitative health risk assessment for particulate matter uses a 2009 study
(Krewski et al., 2009) for the core analysis. This study is an extension of a 2002
study (Pope et al., 2002) used in the previous PM2.5 NAAQS risk assessment.
This report estimates premature death from PM2.5 in California based on the
2009 Krewski study.

Using U.S. EPA’s methodology, the estimated number of annual PM2.5-related
premature deaths in California is 9,200 with an uncertainty range of 7,300 –
11,000. This estimate of premature deaths is based on the latest exposure
period in the 2009 Krewski study with data from 116 U.S. cities and about
500,000 people.


The results of the national scale assessment are shown above. In U.S. EPA’s table the bolded figures indicate the estimate that corresponds with the lowest measured level in the epidemiological study. The bolded estimates in the Krewski et al. (2009) column were calculated using the same risk coefficients as the urban case study. U.S. EPA indicates a greater emphasis is placed on the results calculated using the lowest measured level reported in the epidemiological studies. The estimated total PM2.5-related premature mortality ranges from 63,000 – 80,000 for the two time periods in the Krewski et al. (2009) study to the lowest measured level of 5.8 μg/m3. For the Laden et al. (2006) study the estimate is 88,000 with a lowest measured level of 10 μg/m3. The 90% percent confidence intervals are shown in each case. The U.S. EPA national assessment is based on 2005 PM2.5 levels. This report provides a California estimate based on air quality data from the years 2006-2008.

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Links to the studies:

Michael Jerrett: http://www.arb.ca.gov/research/single-project.php?row_id=64805
Michael Lipsett: http://www.arb.ca.gov/research/single-project.php?row_id=64806
Fern Tablin: http://www.arb.ca.gov/research/single-project.php?row_id=64824

Ban on idling engines begins

Dec 15th, 2011
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South China Morning Post – Dec. 15, 2011

A ban on idling engines came into force on Thursday in Hong Kong, although wardens will enforce it initially with warnings instead of fines.

The new law sets a fixed-penalty fine of HK$320 for drivers who fail to switch off idling engines, the Environmental Protection Department said on the first day of the ban.

But the department said it would be lenient to begin with, warning drivers instead of fining them for the first month. Those who ignore warnings, however, will be issued a fixed-penalty ticket.

Environmental Protection Department assistant director Mok Wai-chuen visited a busy street in Causeway Bay on Thursday morning with inspectors to publicise the ban. Some drivers said there was little need to switch on their engines for air conditioning on such a cool day.

The ban, which applies to all vehicles, grants drivers three minutes’ exemption in every hour.

Critics of the new law, first mooted 10 years ago, say it is too little too late, with many vehicles exempted.

Exemptions will be given to electric cars, and all vehicles on days when official weather warnings are issued for high temperatures or rainstorms.

Taxis waiting at stands may leave their engines idling, as may the first two minibuses parked at bus stops.

A red minibus at a bus stop with at least one passenger on board and the minibus immediately behind it are also exempt.

This exemption has raised concerns that minibus drivers may use decoy passengers to evade the rule.

“If they arrange [to have] somebody sitting on board so that they can keep the engine on, I would say this is unnecessary, wastes fuel and increases the pace at which their vehicles will wear out,” Mok said.

An EPD officer hands out a leaflet about new ban on idling engines to a driver at Causeway Bay on Thursday.

Law has become an idling curiosity

Dec 15th, 2011
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South China Morning Post – Dec. 15, 2011

For those who regularly have to put up with exhaust fumes emitted by stationary vehicles, there is finally some good news. After a wait of 14 years, the ban on idling engine comes into force today. But it is much too early to feel we can take a deep breath with confidence. It is unlikely that this law will make much of an impact on roadside pollution.

An array of exemptions and a delay in its enforcement to get around our city’s hottest season have already weakened public confidence in the law. Some critics have rightly questioned whether the ban will make any difference at all. To ensure the law means what it says, strict enforcement is therefore essential.

Up to 280 traffic wardens in uniform and 400 inspectors from the Environmental Protection Department will be looking out for vehicles parked with running engines. Hot spots like Causeway Bay and school areas will be the prime targets. But drivers have been assured that for the first month the fixed penalty of HK$320 will only be issued if verbal warnings are ignored. Understandably, the government wants to ease in the law without creating disputes. As drivers become more familiar with the scope of the ban, zero tolerance is needed to show the government’s determination in enforcement.

The real challenge, however, comes from the difficulties in policing a law that grants far too many exemptions. For instance, drivers have three minutes’ grace every hour. Taxis at ranks, buses and school vans that contain passengers are also exempt. The ban is even put aside during rainstorm and hot weather warnings. Confusion and disputes are therefore inevitable. There are already discussions about how drivers might get around the law.

The ban on idling engines is long overdue. Now that it is finally put into force, it is important to get it right. The law will become meaningless if enforcement is only half-hearted. The government should assess the impact of the ban and review the penalty and the scope of exemptions in light of experience.

LCQ9: Emission reduction measures of franchised buses

Dec 14th, 2011
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http://www.info.gov.hk/gia/general/201112/14/P201112140163.htm

Following is a question by the Hon Jeffrey Lam Kin-fung and a written reply by the Secretary for the Environment, Mr Edward Yau, in the Legislative Council today (December 14):

Question:

In his 2010-2011 Policy Address, the Chief Executive proposed to retrofit the Euro II and Euro III buses of franchised bus companies with catalytic reduction devices to meet Euro IV nitrogen oxide emission standards, and recommended the Government to fund the full cost of procuring six hybrid buses for use by franchised bus companies along the busy corridors in Hong Kong to test their operational efficiency. In this connection, will the Government inform this Council:

(a) whether it knows the respective numbers of Euro II and Euro III buses in the existing vehicle fleets of franchised bus companies in Hong Kong, and the number of buses already retrofitted with catalytic reduction devices;

(b) whether it has assessed the costs of retrofitting all the Euro II and Euro III buses currently in use with catalytic reduction devices; if it has, of the details, and the time required to complete retrofitting all such buses; if not, the reasons for that; and

(c) whether it knows the latest progress of the tests on hybrid buses; whether it has assessed when the tests will be completed; if it has, of the details; if not, the reasons for that?

Reply:

President,

Nitrogen oxides (NOx) emitted by franchised buses are one of the main reasons causing the exceedance of the Air Pollution Index at roadside. At present, over 60% of franchised buses are Euro II and Euro III vehicles which will only be completely replaced by 2019 and 2026 respectively. Since they are still in operation on the roads, if their emissions could be reduced as soon as possible, it would help improve the roadside air quality.

In some places in Europe, such as London and Belgium, they have retrofitted some of their buses with selective catalytic reduction (SCR) devices which reduce NOxemissions by about 60%. However, most public buses in these European cities are single-deckers whilst the majority of the franchised buses in Hong Kong are double-deckers. Besides, the high operation frequency and hilly terrains in Hong Kong all cause a relative increase in the engine load of local buses. Air conditioning is also required during hot summer time. Therefore, we have to conduct a trial to retrofit Euro II and Euro III buses with SCR devices to assess the technical feasibility and its effectiveness in emission reduction. If the Euro II and Euro III buses which were already equipped with diesel particulate filters (DPF) are retrofitted with SCR devices, their emission performance could be upgraded to Euro IV or Euro V level.

Our response to the Hon Jeffrey Lam Kin-fung’s questions is as follows:

(a) and (b) As at late September 2011, the franchised bus companies owned a total of 3 906 Euro II or Euro III buses. The respective number of these buses owned by the franchised bus companies is tabulated at the Annex.

We have retrofitted three buses (comprising two Euro II and one Euro III buses) with SCR devices for trial in September 2011. We are now retrofitting the other three buses (also comprising two Euro II and one Euro III buses) for trial, and we expect the retrofit to be completed in February 2012. We shall review the initial results after the first six months of the trial to ascertain as soon as possible the feasibility of retrofitting Euro II and Euro III buses with SCR devices on a large-scale and their effectiveness in reducing air pollutants. Subject to satisfactory trial results, the Government will fully subsidise the bus companies to retrofit Euro II and Euro III buses with SCR devices.

These six buses for trial involve three major bus models, representing about 1 800 Euro II and 450 Euro III buses. We have also started to look into the feasibility of retrofitting the other bus models with SCR devices with a view to launching a trial for these buses as soon as possible.

Given that some Euro II buses will retire in the next few years, we estimate that at the most about 3 700 Euro II and Euro III franchised buses would be retrofitted with SCR devices. Based on preliminary information provided by suppliers, the cost of large-scale retrofit of Euro II and Euro III franchised buses with SCR devices is estimated to be about $150,000 per bus. If all 3 700 buses were to be retrofitted with SCR devices, the total retrofit cost would be about $555 million.

The time required for retrofitting all suitable buses with SCR devices depends on the number of such buses and the actual timetable for retrofit to be drawn up by the bus companies. Nevertheless, we aim to roll out the large-scale retrofit as soon as possible once the success of the trial is confirmed.

(c) As for the hybrid bus trial, the franchised bus companies are procuring the buses. Allowing the time required for production and delivery, we expect that the hybrid bus trial in Hong Kong could commence in 2013 for a period of two years.

Ends/Wednesday, December 14, 2011
Issued at HKT 12:17

New system to make ban on idle engines a breeze

Dec 13th, 2011
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Hong Kong Standard

With the ban on idling engines just a day away, the territory has unveiled its first automatic system to keep cool drivers who have stopped.

Tuesday, December 13, 2011

With the ban on idling engines just a day away, the territory has unveiled its first automatic system to keep cool drivers who have stopped.

Developed by the Hong Kong Productivity Council, the system aims to ease the problem of high in-vehicle temperatures during idle stops while improving roadside air quality by cutting emissions.

“With this system, when a vehicle comes to a complete stop, the engine will stop automatically, cutting emissions caused by idling,” council chairman Clement Chen Cheng-jen said.

“Also, once the engine stops, the auxiliary air-conditioning system will kick in immediately and can keep running for up to an hour.”

The system, funded by the government Environment and Conservation Fund and the Woo Wheelock Green Fund, is currently undergoing patent registration and can cut fuel consumption, Chen said.

“We plan to commercialize the technology through licensing to auto parts manufacturers for sales and production, creating business opportunities for the industry.”

The council is also upgrading the system to extend air-conditioning supply to up to two hours, a feat that will be tested early next year.

Under the ban taking effect on Thursday, drivers cannot leave their engines idling for more than three minutes in any 60-minute period, subject to a fixed penalty of HK$320.

Taxis at stands are exempt, as are the first two minibuses at stands. All drivers are exempt during very hot weather or rainstorm warnings. STAFF REPORTER

Air Pollution Increases Risk of Cervical, Brain, and Lung Cancers

Dec 12th, 2011
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http://www.empowher.com/print/10457656

By Linda Fugate PhD

Created 12/12/2011 – 07:07

Urban air pollution from automobile traffic contains low levels of carcinogens in the form of ultrafine particles. Since large population numbers are exposed to this type of pollution, even a small increase in cancer risk can produce a significant number of cancer cases.

Ole Raaschou-Nielsen and colleagues in Denmark performed a study of 54,304 people exposed to different levels of air pollution over the time period 1971 to 2006.

“The airways are the primary target organs, but accumulating evidence from experiments in animals shows that ultrafine particles can translocate to other organs,” Raaschou-Nielsen explained. The research team collected records of 21 types of cancer over a period of 10 years. People who lived in areas with the highest air pollution numbers had elevated rates of cervical, brain, and lung cancers.

The participants were enrolled in the Danish Diet, Cancer, and Health cohort study. Air pollution was quantified by the concentrations of NO(x) molecules calculated from the Danish AirGIS modeling system. The researchers performed separate studies for lung cancer and for cancers of all other sites.

Lung cancer rates were 30 percent higher in participants who lived in the highest air pollution areas, compared with the lowest pollution areas. “The results indicated stronger associations among nonsmokers, among participant[s] with longer school attendance, and among those with relatively low dietary intake of fruit”, Raaschou-Nielsen reported.

Inhaled carcinogens can reach any part of the body through the bloodstream. In addition, Raaschou-Nielsen reported that ultrafine particles can reach the brain through the olfactory nerves that serve the nose. An inflammatory response may be one step in the development of brain cancer, which showed significantly increased rates in people exposed to the highest levels of air pollution.

The association between high automobile traffic and increased rates of cervical cancer was not explained by any known mechanism. Raaschou-Nielsen pointed out that the researchers had no information on rates of humanpapillomavirus (HPV) infection, which is recognized as a cause of cervical cancer.

“It is possible that HPV infection is more prevalent among women living in areas with heavy traffic and air pollution,” he noted. Further research is needed to determine whether it was the air pollution itself or some related factor that caused higher rates of cervical cancer.

References:

1. Raaschou-Nielson O et al, “Air pollution from traffic and cancer incidence: a Danish cohort study”, Environmental Health 2011; 10: 67. http://www.ncbi.nlm.nih.gov/pubmed/21771295

2. Raaschou-Nielson O et al, “Lung cancer incidence and long-term exposure to air pollution from traffic”, Environ Health Prespect 2011; 199: 860-865.
http://www.ncbi.nlm.nih.gov/pubmed/21227886

3. National Environmental Research Institute. AirGIS. Web. Dec. 6, 2011.
http://www.dmu.dk/en/air/models/airgis

Reviewed December 12, 2011
by Michele Blacksberg RN
Edited by Jody Smith

Copyright © 2011 HW, LLC d/b/a EmpowHER Media unless otherwise noted. EmpowHER does not provide medical advice, diagnosis, or treatment.

Source URL (retrieved on 12/13/2011 – 07:57): http://www.empowher.com/cancer/content/air-pollution-increases-risk-cervical-brain-and-lung-cancers

Bad air truly a matter of life and death

Dec 10th, 2011
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SCMP Letters 10 Dec 2011

In the two years since the government finished the review of its air quality objectives, nothing has been done about it.

The government doesn’t seem to realise the health threats of Hong Kong’s poor air quality.

While doctors cannot say on a death certificate that a person was “killed by air pollutants”, it is well known among health professionals that air pollution is highly associated with fatal diseases.

Studies have shown that people in polluted areas develop respiratory symptoms more readily and people who are exposed to air pollutants for a long time die sooner than those who are not.

So how bad is the air in Hong Kong? It is not unusual for members of the public to think that air quality is of minimal significance and to consider that our present levels are normal and acceptable.

This is not true.

The air quality objectives have not been updated since 1987, and yet it is this standard that the government uses to assess the extent of air pollution, monitor projects and approve new ones.

The outdated standards are extremely lax compared with the World Health Organisation’s air quality guidelines.

Do we not deserve better air to breathe? It is time for the government to face the challenge. No more vague emission control proposals, no more uncertain time frames, no more excuses for negligence.

We can all make a difference by expressing our concerns and urging the government to take action promptly. We all deserve a breath of fresh air.

Wincy Ng Wing-sze, Pok Fu Lam

Idling ban up, running but going nowhere fast

Dec 10th, 2011
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South China Morning Post – Dec. 10, 2011

For first month of new law, wardens and environment officers will take softly-softly approach and issue warnings rather than hand out tickets

Law enforcement officers will adopt a lenient approach in the first month of the ban on idling engines, with verbal warnings given first before offenders are handed any HK$320 fixed-penalty tickets, environment officials said yesterday.

Up to 280 traffic wardens in uniform and 400 inspectors from the Environmental Protection Department will have the additional duty of enforcing the ban when it comes into force next Thursday.

Idling hot spots, including Causeway Bay and school areas, may be specifically targeted, while private car parks are a lower priority because enforcement will require prior consent from the property owners.

The public can file complaints to the department on suspected breaches.

The government drew up a draft ban in 2007, some six years after it was first proposed. But after negotiations with the transport industry, the resulting legislation passed in March represented a much toned-down version, with a series of exemptions.

The original ban covered all vehicles and roads all-year. It offered no grace period, no exemptions in extreme weather and excluded only the first two taxis waiting at a rank.

Now, all taxis at a taxi stand are exempt, as are the first two minibuses at stands. Drivers will also be allowed to idle their engines on days when the Observatory issues hot weather and rainstorm warnings.

Breaching the ban will attract a fixed penalty of HK$320. However, in the first month of the ban, an offender will initially be verbally warned. A ticket will be issued only if the offender ignores the warning.

From the second month, officers will be less tolerant. Drivers who dispute the enforcement can seek a court review.

Officials hope the ban will make drivers change their behaviour as they realise the benefits to be made from saving fuel.

Mok Wai-chuen, assistant director of environmental protection, said officers would first identify if a vehicle is idling by listening to the sounds, checking the engine vibration and looking at the parking meters. They will also make sure the vehicles is not subject to exemptions before they start counting the three minutes.

“Officers will not hide themselves from the drivers and vehicles and count the time as they have to complete the pre-counting checks,” he said, adding the officers will carefully record the location and time, as well as the information of the vehicles and drivers.

It is expected that most drivers will turn off their engines when they see the officers.

Drivers are also reminded that they are only given an aggregate of three minutes exemption in any one-hour period, even if they drive their vehicles to a different location within this period. Beyond the three minutes, drivers will be prosecuted.

If a driver continues to idle their vehicle, officers have the power to issue more penalty tickets.

Mok said a driver could not evade the engine-idling ban by switching cars or seats with someone as officers should have little problem recognising the driver and vehicle in question.

“If we find a car idling without a driver, we will wait until the driver comes back. If he or she doesn’t, police assistance will be sought,” he said.

Hung Cheung-yau, chairman of Hong Kong Traffic Wardens’ Union, said it was hard to tell if the ban would lead to more disputes with drivers.

“It is like issuing illegal parking tickets. Some disputes are inevitable. But we are used to it,” he said.

Hung said traffic wardens only assumed a complementary role in enforcing the ban. “We will deliver our primary duties like traffic control before we have time for the ban.”

DOS AND DON’Ts FOR IDLERS

Scope of the idling engine ban

It covers all vehicles, except electric or hybrid vehicles in electric mode; all year round on all roads, including private roads and car parks

Drivers will be exempted under the following conditions

1. Any idling for no more than three minutes in a continuous 60-minute period

2. All day when the very hot weather warning, or amber, red or black rainstorm warnings are issued

3. Idling due to traffic congestion, like queuing at a petrol station or car park, or an accident

4. Idling due to mechanical problems

5. Boarding or alighting of a passenger

Other exemptions

1. Taxis at taxi stand

2. First two red or green minibuses at bus stand

3. Any red minibus with any passenger on board, and the minibus immediately behind it

4. Private school light bus or coach with any passenger on board

5. Franchise bus with any passenger on board or ready for boarding

6. Vehicles of 12 medical, emergency or law enforcement bodies

7. Vehicles carrying live animals for public health protection or other operational activities

8. Security vehicles operated by licensed parties

9. PLA Garrison vehicles on operations or training

10. Any vehicle requiring idling to perform a purpose it is designed for (eg operating the tail board of a truck, or refuse collection vehicles)

Who will enforce the ban

Traffic wardens and inspectors from the Environmental Protection Department

Penalty

Fixed fine of HK$320 (more than one ticket can be issued if driver refuses to switch off engine for subsequent three-minute periods)

chifai.cheung@scmp.com

Idling-engine ban to start next week

Dec 9th, 2011
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South China Morning Post – Dec. 09, 2011

Up to 280 traffic wardens and 400 inspectors from the Environmental Protection Department will enforce an idling-engine ban to be introduced by the government next week.

For the first month after the ban takes effect next Thursday enforcement officers will issue a warning instead of a penalty ticket, Environmental Protection Department assistant director Mok Wai-chuen said on Wednesday. If the warning is ignored, drivers will be prosecuted.

The amount of the fine will be HK$320.

The ban will cover all vehicles and roads except where the exemptions apply.

These include a three-minute concession for all drivers once every hour and when a very hot weather or rainstorm warning is in force.

Taxis on a stand and the first two minibuses on a stand will be exempt as will electric and hybrid vehicles.

“Law enforcement officers will first identify if a vehicle is in idling mode by hearing the engine sound, vibration or the checking the meters in the vehicles,” Mok explained. “If affirmative, the officer will start counting the three minutes.”

Mok said changing drivers or switching cars could not evade the idling engine ban, which is aimed at cutting air pollution.

He said officers should have little problem recognising the drivers and vehicles in question.

“If we find a car idling without a driver, we will wait until the driver comes back. If he or she doesn’t, police assistance will be sought,” he said.

Hong Kong Traffic Wardens’ Union Chairman Hung Cheung-yau said it was hard to predict whether there would be more disputes with drivers.

“It is like issuing parking tickets. Some disputes are inevitable. But we are used to it,” he said.

Hung said the traffic wardens’ role in enforcing the ban would be complementary.

“We will deliver our primary duties like traffic control before we have time for the ban,” he said.

Motor Vehicle Idling (Fixed Penalty) Ordinance

Dec 8th, 2011
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Ord. No. 3 of 2011

DOWNLOAD PDF : es12011151031

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