R. Torfs

Exposure assessment of a cyclist to PM10 and ultrafine particles

Estimating personal exposure to air pollution is a crucial component in identifying high-risk populations and situations. It will enable policy makers to determine efficient control strategies. Cycling is again becoming a favorite mode of transport both in developing and in developed countries due to increasing traffic congestion and environmental concerns. In Europe, it is also seen as a healthy sports activity. However, due to high levels of hazardous pollutants in the present day road microenvironment the cyclist might be at a higher health risk due to higher breathing rate and proximity to the vehicular exhaust. In this paper we present estimates of the exposure of a cyclist to particles of various size fractions including ultrafine particles (UFP) in the town of Mol (Flanders, Belgium). The results indicate relatively higher UFP concentration exposure during morning office hours and moderate UFP levels during afternoon. The major sources of UFP and PM(10) were identified, which are vehicular emission and construction activities, respectively. We also present a dust mapping technique which can be a useful tool for town planners and local policy makers.

No exercise-induced increase in serum BDNF after cycling near a major traffic road.

Commuting by bike has a clear health enhancing effect. Moreover, regular exercise is known to improve brain plasticity, which results in enhanced cognition and memory performance. Animal research has clearly shown that exercise upregulates brain-derived neurotrophic factor (BDNF - a neurotrophine) enhancing brain plasticity. Studies in humans found an increase in serum BDNF concentration in response to an acute exercise bout. Recently, more evidence is emerging suggesting that exposure to air pollution (such as particulate matter (PM)) is higher in commuter cyclists compared to car drivers. Furthermore, exposure to PM is linked to negative neurological effects, such as neuroinflammation and cognitive decline. We carried-out a cross-over experiment to examine the acute effect of exercise on serum BDNF, and the potential effect-modification by exposure to traffic-related air pollution. Thirty eight physically fit, non-asthmatic volunteers (mean age: 43, 26% women) performed two cycling trials, one near a major traffic road (Antwerp Ring, R1, up to 260,000 vehicles per day) and one in an air-filtered room. The air-filtered room was created by reducing fine particles as well as ultrafine particles (UFP). PM10, PM2.5 and UFP were measured. The duration (∼20min) and intensity of cycling were kept the same for each volunteer for both cycling trials. Serum BDNF concentrations were measured before and 30min after each cycling trial. Average concentrations of PM10 and PM2.5 were 64.9μg/m(3) and 24.6μg/m(3) in cycling near a major ring way, in contrast to 7.7μg/m(3) and 2.0μg/m(3) in the air-filtered room. Average concentrations of UFP were 28,180 particles/cm(3) along the road in contrast to 496 particles/cm(3) in the air-filtered room. As expected, exercise significantly increased serum BDNF concentration after cycling in the air-filtered room (+14.4%; p=0.02). In contrast, serum BDNF concentrations did not increase after cycling near the major traffic route (+0.5%; p=0.42). Although active commuting is considered to be beneficial for health, this health enhancing effect could be negatively influenced by exercising in an environment with high concentrations of PM. Whether this effect is also present with chronic exercise and chronic exposure must be further elucidated.

Health impact assessment and monetary valuation of IQ loss in pre-school children due to lead exposure through locally produced food.

A case study has been performed which involved the full chain assessment from policy drivers to health effect quantification of lead exposure through locally produced food on loss of IQ in pre-school children at the population level across the EU-27, including monetary valuation of the estimated health impact. Main policy scenarios cover the period from 2000 to 2020 and include the most important Community policy developments expected to affect the environmental release of lead (Pb) and corresponding human exposure patterns. Three distinct scenarios were explored: the emission situation based on 2000 data, a business-as-usual scenario (BAU) up to 2010 and 2020 and a scenario incorporating the most likely technological change expected (Most Feasible Technical Reductions, MFTR) in response to current and future legislation. Consecutive model calculations (MSCE-HM, WATSON, XtraFOOD, IEUBK) were performed by different partners on the project as part of the full chain approach to derive estimates of blood lead (B-Pb) levels in children as a consequence of the consumption of local produce. The estimated B-Pb levels were translated into an average loss of IQ points/child using an empirical relationship based on a meta-analysis performed by Schwartz (1994). The calculated losses in IQ points were subsequently further translated into the average cost/child using a cost estimate of €10.000 per loss of IQ point based on data from a literature review. The estimated average reduction of cost/child (%) for all countries considered in 2010 under BAU and MFTR are 12.16 and 18.08% as compared to base line conditions, respectively. In 2020 the percentages amount to 20.19 and 23.39%. The case study provides an example of the full-chain impact pathway approach taking into account all foreseeable pathways both for assessing the environmental fate and the associated human exposure and the mode of toxic action to arrive at quantitative estimates of health impacts at the individual and the population risk levels alike at EU scale. As the estimated B-Pb levels fall below the range of observed biomonitoring data collected for pre-school children in 6 different EU countries, results presented in this paper are only a first approximation of the costs entailed in the health effects of exposure to lead and the potential benefits that may arise from MFTR measures inscribed in Commission policies.

Gender-linked disparity in vehicle exhaust emissions? Results from an activity-based survey

C. Beckx, Flemish Inst Technol Res VITO, Boeretang 200, B-2400 Mol, Belgium. C. Beckx, L. Int Panis ,M Vanhulsel, G Wets, Transportation Research Institute, Hasselt University, Wetenschapspark 5, 3590, Diepenbeek, Belgium

THE EXTERNAL COSTS OF AIR POLLUTION BY MOTORCYCLES

The paper evaluates the consequences for air quality of modal shifts between passenger cars, motorcycles and transit buses. First, estimates of external costs of different types of motorcycles (considered are only vehicles with 4-stroke engines larger than 50cc) are presented. Second and the most important objective is to compare the environmental performance of motorcycles with cars and buses. Provided is an assessment of which emissions are dominant in the external costs and which measures could be taken for the abatement of air pollution by motorcycles. Also addressed is the question of whether motorcycles are an alternative to cars and buses from an environmental perspective.

AIR POLLUTION IMPACTS OF INLAND SHIPPING: TWO CASE STUDIES

Over the last years, a myriad of road transportation problems have been subjected to an analysis of emissions and environmental external costs. Other modes of transportation have been studied with much less diligence despite overt interest of policy makers. In this paper we present the results of two case-studies from Belgium where inland shipping and road transport were compared. The first case looked at the short distance transport of municipal solid waste from an intermodal transshipment area south of the city of Antwexp to plants north of the city. Two transportation scenarios were evaluated: by inland shipping over the river Scheldt and through the basins of the port, or by truck on the cities major roads and highways. The second case looked at long distance transport of large single items (>60 tonnes) from the cities of Tournai and Likge to Antwerp. Inland shipping trajectories were compared to road transportation. It was found that emissions and impacts from the inland shipping scenarios are not always lower when compared to all-road haulage with modem trucks. This is explained by the fact that European legislation has succeeded in lowering emission standards of trucks systematically over the last decade. The poor performance of inland ships is mainly due to high emissions of PM but is also deteriorated by the need for extra transhipment and terminal road haulage. Emissions from inland ships are rather poorly known and there is an urgent need for real-life measurements and the further drafting of emission standards for inland ships and fuels. Nevertheless, inland ships clearly have lower fuel consumption and carbon dioxide (CO2) emissions per tonne kilometre than trucks.