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    • 150 Shares159 Views

      in Data Management & Statistics

      Study: Global cancer risk from burning organic matter comes from unregulated chemicals

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      Whenever organic matter is burned, such as in a wildfire, a power plant, a car’s exhaust, or in daily cooking, the combustion releases polycyclic aromatic hydrocarbons (PAHs) — a class of pollutants that is known to cause lung cancer.

      There are more than 100 known types of PAH compounds emitted daily into the atmosphere. Regulators, however, have historically relied on measurements of a single compound, benzo(a)pyrene, to gauge a community’s risk of developing cancer from PAH exposure. Now MIT scientists have found that benzo(a)pyrene may be a poor indicator of this type of cancer risk.

      In a modeling study appearing today in the journal GeoHealth, the team reports that benzo(a)pyrene plays a small part — about 11 percent — in the global risk of developing PAH-associated cancer. Instead, 89 percent of that cancer risk comes from other PAH compounds, many of which are not directly regulated.

      Interestingly, about 17 percent of PAH-associated cancer risk comes from “degradation products” — chemicals that are formed when emitted PAHs react in the atmosphere. Many of these degradation products can in fact be more toxic than the emitted PAH from which they formed.

      The team hopes the results will encourage scientists and regulators to look beyond benzo(a)pyrene, to consider a broader class of PAHs when assessing a community’s cancer risk.

      “Most of the regulatory science and standards for PAHs are based on benzo(a)pyrene levels. But that is a big blind spot that could lead you down a very wrong path in terms of assessing whether cancer risk is improving or not, and whether it’s relatively worse in one place than another,” says study author Noelle Selin, a professor in MIT’s Institute for Data, Systems and Society, and the Department of Earth, Atmospheric and Planetary Sciences.

      Selin’s MIT co-authors include Jesse Kroll, Amy Hrdina, Ishwar Kohale, Forest White, and Bevin Engelward, and Jamie Kelly (who is now at University College London). Peter Ivatt and Mathew Evans at the University of York are also co-authors.

      Chemical pixels

      Benzo(a)pyrene has historically been the poster chemical for PAH exposure. The compound’s indicator status is largely based on early toxicology studies. But recent research suggests the chemical may not be the PAH representative that regulators have long relied upon.   

      “There has been a bit of evidence suggesting benzo(a)pyrene may not be very important, but this was from just a few field studies,” says Kelly, a former postdoc in Selin’s group and the study’s lead author.

      Kelly and his colleagues instead took a systematic approach to evaluate benzo(a)pyrene’s suitability as a PAH indicator. The team began by using GEOS-Chem, a global, three-dimensional chemical transport model that breaks the world into individual grid boxes and simulates within each box the reactions and concentrations of chemicals in the atmosphere.

      They extended this model to include chemical descriptions of how various PAH compounds, including benzo(a)pyrene, would react in the atmosphere. The team then plugged in recent data from emissions inventories and meteorological observations, and ran the model forward to simulate the concentrations of various PAH chemicals around the world over time.

      Risky reactions

      In their simulations, the researchers started with 16 relatively well-studied PAH chemicals, including benzo(a)pyrene, and traced the concentrations of these chemicals, plus the concentration of their degradation products over two generations, or chemical transformations. In total, the team evaluated 48 PAH species.

      They then compared these concentrations with actual concentrations of the same chemicals, recorded by monitoring stations around the world. This comparison was close enough to show that the model’s concentration predictions were realistic.

      Then within each model’s grid box, the researchers related the concentration of each PAH chemical to its associated cancer risk; to do this, they had to develop a new method based on previous studies in the literature to avoid double-counting risk from the different chemicals. Finally, they overlaid population density maps to predict the number of cancer cases globally, based on the concentration and toxicity of a specific PAH chemical in each location.

      Dividing the cancer cases by population produced the cancer risk associated with that chemical. In this way, the team calculated the cancer risk for each of the 48 compounds, then determined each chemical’s individual contribution to the total risk.

      This analysis revealed that benzo(a)pyrene had a surprisingly small contribution, of about 11 percent, to the overall risk of developing cancer from PAH exposure globally. Eighty-nine percent of cancer risk came from other chemicals. And 17 percent of this risk arose from degradation products.

      “We see places where you can find concentrations of benzo(a)pyrene are lower, but the risk is higher because of these degradation products,” Selin says. “These products can be orders of magnitude more toxic, so the fact that they’re at tiny concentrations doesn’t mean you can write them off.”

      When the researchers compared calculated PAH-associated cancer risks around the world, they found significant differences depending on whether that risk calculation was based solely on concentrations of benzo(a)pyrene or on a region’s broader mix of PAH compounds.

      “If you use the old method, you would find the lifetime cancer risk is 3.5 times higher in Hong Kong versus southern India, but taking into account the differences in PAH mixtures, you get a difference of 12 times,” Kelly says. “So, there’s a big difference in the relative cancer risk between the two places. And we think it’s important to expand the group of compounds that regulators are thinking about, beyond just a single chemical.”

      The team’s study “provides an excellent contribution to better understanding these ubiquitous pollutants,” says Elisabeth Galarneau, an air quality expert and PhD research scientist in Canada’s Department of the Environment. “It will be interesting to see how these results compare to work being done elsewhere … to pin down which (compounds) need to be tracked and considered for the protection of human and environmental health.”

      This research was conducted in MIT’s Superfund Research Center and is supported in part by the National Institute of Environmental Health Sciences Superfund Basic Research Program, and the National Institutes of Health. More

    • 163 Shares139 Views

      in Data Management & Statistics

      Smarter regulation of global shipping emissions could improve air quality and health outcomes

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      Emissions from shipping activities around the world account for nearly 3 percent of total human-caused greenhouse gas emissions, and could increase by up to 50 percent by 2050, making them an important and often overlooked target for global climate mitigation. At the same time, shipping-related emissions of additional pollutants, particularly nitrogen and sulfur oxides, pose a significant threat to global health, as they degrade air quality enough to cause premature deaths.

      The main source of shipping emissions is the combustion of heavy fuel oil in large diesel engines, which disperses pollutants into the air over coastal areas. The nitrogen and sulfur oxides emitted from these engines contribute to the formation of PM2.5, airborne particulates with diameters of up to 2.5 micrometers that are linked to respiratory and cardiovascular diseases. Previous studies have estimated that PM2.5  from shipping emissions contribute to about 60,000 cardiopulmonary and lung cancer deaths each year, and that IMO 2020, an international policy that caps engine fuel sulfur content at 0.5 percent, could reduce PM2.5 concentrations enough to lower annual premature mortality by 34 percent.

      Global shipping emissions arise from both domestic (between ports in the same country) and international (between ports of different countries) shipping activities, and are governed by national and international policies, respectively. Consequently, effective mitigation of the air quality and health impacts of global shipping emissions will require that policymakers quantify the relative contributions of domestic and international shipping activities to these adverse impacts in an integrated global analysis.

      A new study in the journal Environmental Research Letters provides that kind of analysis for the first time. To that end, the study’s co-authors — researchers from MIT and the Hong Kong University of Science and Technology — implement a three-step process. First, they create global shipping emission inventories for domestic and international vessels based on ship activity records of the year 2015 from the Automatic Identification System (AIS). Second, they apply an atmospheric chemistry and transport model to this data to calculate PM2.5 concentrations generated by that year’s domestic and international shipping activities. Finally, they apply a model that estimates mortalities attributable to these pollutant concentrations.

      The researchers find that approximately 94,000 premature deaths were associated with PM2.5 exposure due to maritime shipping in 2015 — 83 percent international and 17 percent domestic. While international shipping accounted for the vast majority of the global health impact, some regions experienced significant health burdens from domestic shipping operations. This is especially true in East Asia: In China, 44 percent of shipping-related premature deaths were attributable to domestic shipping activities.

      “By comparing the health impacts from international and domestic shipping at the global level, our study could help inform decision-makers’ efforts to coordinate shipping emissions policies across multiple scales, and thereby reduce the air quality and health impacts of these emissions more effectively,” says Yiqi Zhang, a researcher at the Hong Kong University of Science and Technology who led the study as a visiting student supported by the MIT Joint Program on the Science and Policy of Global Change.

      In addition to estimating the air-quality and health impacts of domestic and international shipping, the researchers evaluate potential health outcomes under different shipping emissions-control policies that are either currently in effect or likely to be implemented in different regions in the near future.

      They estimate about 30,000 avoided deaths per year under a scenario consistent with IMO 2020, an international regulation limiting the sulfur content in shipping fuel oil to 0.5 percent — a finding that tracks with previous studies. Further strengthening regulations on sulfur content would yield only slight improvement; limiting sulfur content to 0.1 percent reduces annual shipping-attributable PM2.5-related premature deaths by an additional 5,000. In contrast, regulating nitrogen oxides instead, involving a Tier III NOx Standard would produce far greater benefits than a 0.1-percent sulfur cap, with 33,000 further avoided deaths.

      “Areas with high proportions of mortalities contributed by domestic shipping could effectively use domestic regulations to implement controls,” says study co-author Noelle Selin, a professor at MIT’s Institute for Data, Systems and Society and Department of Earth, Atmospheric and Planetary Sciences, and a faculty affiliate of the MIT Joint Program. “For other regions where much damage comes from international vessels, further international cooperation is required to mitigate impacts.” More