Apheis: Health Impact Assessment of Long-term Exposure to PM2.5 in 23 European Cities

Boldo, Elena; Médina, Sylvia; Tertre, Alain Le; Hurley, Fintan; Mücke, Hans‐Guido; Ballester, Ferrán; Aguilera, Inmaculada

doi:10.1007/s10654-006-9014-0

Cited by 257 publications

(138 citation statements)

References 32 publications

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“…Land transport and in particular road transport has a considerable negative influence on air quality. Evidence on health impacts of air pollution has been gathered through numerous studies conducted by scientists of various disciplines and published since the late 1980s (Pope, 1989(Pope, , 2000Pope et al, 1995Pope et al, , 2002Brunekreef et al, 1995;Brunekreef and Holgate, 2002;Brunekreef and Forsberg, 2005;Zmirou et al, 1998;Ję drychowski, 2000;Nyberg et al, 2000;Schwartz, 2000;Peters et al, 2000Peters et al, , 2001Katsouyanni et al, 2001;Hoek et al, 2002;Leikauf, 2002;Brook et al, 2004;Boldo et al, 2006;Naess et al, 2007). The results of such studies have been condensed and comprehensively evaluated in several WHO publications (WHO, 2000(WHO, , 2002(WHO, , 2005a and in relation to land transport impacts in WHO (2003); Krzyzanowski et al (2005) and WHO (2006).…”

Section: Impacts On Air Quality and Healthmentioning

confidence: 99%

Transport impacts on atmosphere and climate: Land transport

Uherek¹,

Halenka²,

Borken‐Kleefeld³

et al. 2010

Atmospheric Environment

311

151

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a b s t r a c tEmissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.

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Section: Impacts On Air Quality and Healthmentioning

confidence: 99%

Transport impacts on atmosphere and climate: Land transport

Uherek¹,

Halenka²,

Borken‐Kleefeld³

et al. 2010

Atmospheric Environment

311

151

View full text Add to dashboard Cite

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“…In turn, the visible degradation of air quality in the country has made environmental and health issues a major focus of policy (Yang et al, 2013;Boldo et al, 2006;Bell et al, 2007). Ambient partic-…”

Section: Introductionmentioning

confidence: 99%

Assessment of China's virtual air pollution transport embodied in trade by using a consumption-based emission inventory

et al. 2015

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Abstract. Substantial anthropogenic emissions from China have resulted in serious air pollution, and this has generated considerable academic and public concern. The physical transport of air pollutants in the atmosphere has been extensively investigated; however, understanding the mechanisms how the pollutant was transferred through economic and trade activities remains a challenge. For the first time, we quantified and tracked China's air pollutant emission flows embodied in interprovincial trade, using a multiregional input-output model framework. Trade relative emissions for four key air pollutants (primary fine particle matter, sulfur dioxide, nitrogen oxides and non-methane volatile organic compounds) were assessed for 2007 in each Chinese province. We found that emissions were significantly redistributed among provinces owing to interprovincial trade. Large amounts of emissions were embodied in the imports of eastern regions from northern and central regions, and these were determined by differences in regional economic status and environmental policy. It is suggested that measures should be introduced to reduce air pollution by integrating cross-regional consumers and producers within national agreements to encourage efficiency improvement in the supply chain and optimize consumption structure internationally. The consumption-based air pollutant emission inventory developed in this work can be further used to attribute pollution to various economic activities and final demand types with the aid of air quality models.

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“…In particular, small particles, PM 10 and PM 2.5 (particulate matter with an aerodynamic diameter lower than 10 and 2.5 µm, respectively), enhance cardiopulmonary mortality and morbidity (Katsouyanni et al, 1997;Boldo et al, 2006;Pope and Dockery, 2006) due to their deeper penetration into the respiratory system.…”

Section: Introductionmentioning

confidence: 99%

Source contributions to 2012 summertime aerosols in the Euro-Mediterranean region

et al. 2015

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Abstract. In the Mediterranean area, aerosols may originate from anthropogenic or natural emissions (biogenic, mineral dust, fire and sea salt) before undergoing complex chemistry. In case of a huge pollution event, it is important to know whether European pollution limits are exceeded and, if so, whether the pollution is due to anthropogenic or natural sources. In this study, the relative contribution of emissions to surface PM 10 , surface PM 2.5 and total aerosol optical depth (AOD) is quantified. For Europe and the Mediterranean regions and during the summer of 2012, the WRF and CHIMERE models are used to perform a sensitivity analysis on a 50 km resolution domain (from −10 • W to 40 • E and from 30 • N to 55 • N): one simulation with all sources (reference) and all others with one source removed. The reference simulation is compared to data from the AirBase network and two ChArMEx stations, and from the AERONET network and the MODIS satellite instrument, to quantify the ability of the model to reproduce the observations. It is shown that the correlation ranges from 0.19 to 0.57 for surface particulate matter and from 0.35 to 0.75 for AOD. For the summer of 2012, the model shows that the region is mainly influenced by aerosols due to mineral dust and anthropogenic emissions (62 and 19 %, respectively, of total surface PM 10 and 17 and 52 % of total surface PM 2.5 ). The western part of the Mediterranean is strongly influenced by mineral dust emissions (86 % for surface PM 10 and 44 % for PM 2.5 ), while anthropogenic emissions dominate in the northern Mediterranean basin (up to 75 % for PM 2.5 ). Fire emissions are more sporadic but may represent 20 % of surface PM 2.5 , on average, during the period near local sources. Sea salt mainly contributes for coastal sites (up to 29 %) and biogenic emissions mainly in central Europe (up to 20 %).The same analysis was undertaken for the number of daily exceedances of the European Union limit of 50 µg m −3 for PM 10 (over the stations), and for the number of daily exceedances of the WHO recommendation for PM 2.5 (25 µg m −3 ), over the western part of Europe and the central north. This number is generally overestimated by the model, particularly in the northern part of the domain, but exceedances are captured at the right time. Optimized contributions are computed with the observations, by subtracting the background bias at each station and the specific peak biases from the considered sources. These optimized contributions show that if natural sources such as mineral dust and fire events are particularly difficult to estimate, they were responsible exclusively for 35.9 and 0.7 %, respectively, of the exceedances for PM 10 during the summer of 2012. The PM 25 recommendation of 25 µg m −3 is exceeded in 21.1 % of the cases because of anthropogenic sources exclusively and in 0.02 % because of fires. The other exceedances are induced by a mixed contribution between mainly mineral dust (49.5-67 % for PM 10 exceedance contributions, 4.4-13.8 % for PM 2.5 ), anthropogenic so...

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Apheis: Health Impact Assessment of Long-term Exposure to PM2.5 in 23 European Cities

Abstract: In addition to the number of attributable cases, our HIA has estimated the potential gain in life expectancy for long-term exposure to fine particles, contributing to a better quantification of the impact of AP on PH in Europe.

Cited by 257 publications

References 32 publications

Transport impacts on atmosphere and climate: Land transport

Transport impacts on atmosphere and climate: Land transport

Assessment of China's virtual air pollution transport embodied in trade by using a consumption-based emission inventory

Source contributions to 2012 summertime aerosols in the Euro-Mediterranean region

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