In Vitro Biologic Activities of the Antimicrobials Triclocarban, Its Analogs, and Triclosan in Bioassay Screens: Receptor-Based Bioassay Screens

BackgroundConcerns have been raised about the biological and toxicologic effects of the antimicrobials triclocarban (TCC) and triclosan (TCS) in personal care products. Few studies have evaluated their biological activities in mammalian cells to assess their potential for adverse effects.ObjectivesIn this study, we assessed the activity of TCC, its analogs, and TCS in in vitro nuclear-receptor-responsive and calcium signaling bioassays.Materials and methodsWe determined the biological activities of the compounds in in vitro, cell-based, and nuclear-receptor-responsive bioassays for receptors for aryl hydrocarbon (AhR), estrogen (ER), androgen (AR), and ryanodine (RyR1).ResultsSome carbanilide compounds, including TCC (1-10 muM), enhanced estradiol (E(2))-dependent or testosterone-dependent activation of ER- and AR-responsive gene expression up to 2.5-fold but exhibited little or no agonistic activity alone. Some carbanilides and TCS exhibited weak agonistic and/or antagonistic activity in the AhR-responsive bioassay. TCS exhibited antagonistic activity in both ER- and AR-responsive bioassays. TCS (0.1-10 muM) significantly enhanced the binding of [(3)H]ryanodine to RyR1 and caused elevation of resting cytosolic [Ca(2+)] in primary skeletal myotubes, but carbanilides had no effect.ConclusionsCarbanilides, including TCC, enhanced hormone-dependent induction of ER- and AR-dependent gene expression but had little agonist activity, suggesting a new mechanism of action of endocrine-disrupting compounds. TCS, structurally similar to noncoplanar ortho-substituted poly-chlorinated biphenyls, exhibited weak AhR activity but interacted with RyR1 and stimulated Ca(2+) mobilization. These observations have potential implications for human and animal health. Further investigations are needed into the biological and toxicologic effects of TCC, its analogs, and TCS

Estimating changes in urban ozone concentrations due to life cycle emissions from hydrogen transportation systems

Hydrogen has been proposed as a low polluting alternative transportation fuel that could help improve urban air quality. This paper examines the potential impact of introducing a hydrogen-based transportation system on urban ambient ozone concentrations. This paper considers two scenarios, where significant numbers of new hydrogen vehicles are added to a constant number of gasoline vehicles. In our scenarios hydrogen fuel cell vehicles (HFCVs) are introduced in Sacramento, California at market penetrations of 9% and 20%. From a life cycle analysis (LCA) perspective, considering all the emissions involved in producing, transporting, and using hydrogen, this research compares three hypothetical natural gas to hydrogen pathways: (1) on-site hydrogen production; (2) central hydrogen production with pipeline delivery; and (3) central hydrogen production with liquid hydrogen truck delivery. Using a regression model, this research shows that the daily maximum temperature correlates well with atmospheric ozone formation. However, increases in initial VOC and NOx concentrations do not necessarily increase the peak ozone concentration, and may even cause it to decrease. It is found that ozone formation is generally limited by NOx in the summer and is mostly limited by VOC in the fall in Sacramento. Of the three hydrogen pathways, the truck delivery pathway contributes the most to ozone precursor emissions. Ozone precursor emissions from the truck pathway at 9% market penetration can cause additional 3-h average VOC (or NOx) concentrations up to approximately 0.05% (or 1%) of current pollution levels, and at 20% market penetration up to approximately 0.1% (or 2%) of current pollution levels. However, all of the hydrogen pathways would result in very small (either negative or positive) changes in ozone air quality. In some cases they will result in worse ozone air quality (mostly in July, August, and September), and in some cases they will result in better ozone air quality (mostly in October). The truck pathway tends to cause a much wider fluctuation in degradation or improvement of ozone air quality: percentage changes in peak ozone concentrations are approximately −0.01% to 0.04% for the assumed 9% market penetration, and approximately −0.03% to 0.1% for the 20% market penetration. Moreover, the 20% on-site pathway occasionally results in a decrease of about −0.1% of baseline ozone pollution. Compared to the current ambient pollution level, all three hydrogen pathways are unlikely to cause a serious ozone problem for market penetration levels of HFCVs in the 9–20% range

Transient response of flow-direction-switching vapor-phase biofilters

Transient loading of vapor-phase biofilters may result in exceedence of the local reaction or mass transfer capacity of the inlet region. In such cases, higher concentrations of contaminants are carried deeper into the bed where there is less active biomass and, in some cases, breakthrough of contaminants may occur. Previous studies have demonstrated that periodic reversal of the flow direction results in improved transient-loading response. However, quantitative information on the extent of the benefit is lacking. Step function increases in toluene concentration were applied to unidirectional-flow and flow-direction-switching laboratory reactors operated in parallel. Contaminant concentration was monitored at several points along the packed beds. Relative to unidirectional mode of operation, periodic flow reversal produced a more uniform distribution of microbial reaction capacity along the length of the packed bed. Directional switching at a 12-h interval did not result in a loss of activity or removal capacity. Mass-removal rates under transient-loading conditions were similar in the first-half of both biofilters but, in the second-half of the units, significant removals were observed only in the flow-direction-switching biofilter. As a result, maximum mass-removal rates under transient-loading conditions were approximately twice as great for the flow-direction-switching biofilter relative to the conventional unidirectional-flow biofilter receiving similar mass loading

Transient response of flow-direction-switching vapor-phase biofilters

Transient loading of vapor-phase biofilters may result in exceedence of the local reaction or mass transfer capacity of the inlet region. In such cases, higher concentrations of contaminants are carried deeper into the bed where there is less active biomass and, in some cases, breakthrough of contaminants may occur. Previous studies have demonstrated that periodic reversal of the flow direction results in improved transient-loading response. However, quantitative information on the extent of the benefit is lacking. Step function increases in toluene concentration were applied to unidirectional-flow and flow-direction-switching laboratory reactors operated in parallel. Contaminant concentration was monitored at several points along the packed beds. Relative to unidirectional mode of operation, periodic flow reversal produced a more uniform distribution of microbial reaction capacity along the length of the packed bed. Directional switching at a 12-h interval did not result in a loss of activity or removal capacity. Mass-removal rates under transient-loading conditions were similar in the first-half of both biofilters but, in the second-half of the units, significant removals were observed only in the flow-direction-switching biofilter. As a result, maximum mass-removal rates under transient-loading conditions were approximately twice as great for the flow-direction-switching biofilter relative to the conventional unidirectional-flow biofilter receiving similar mass loading

Regular Transient Loading Response in a Vapor-Phase

The principal objective of this study was determination of the response of a laboratory-scale vapor-phase flow-directionswitching biofilter to loading changes associated with normal operations such as lunch breaks, overnight shutdowns, and single-shift operation of commercial and industrial facilities. Three regular transient loading cases were considered: a variable flow-reversal interval lenghts, b variable feed-on/off interval lengths, and c variable inlet concentration during a repeating feed-on/off cycle. Toluene was used as the model contaminant compound. The most significant findings of the study were: 1 Relative to unidirectional mode of operation, periodic flow reversal produced a more uniform distribution of reaction capacity along the length of the packed bed; 2 a 12 h flow reversal interval was sufficiently short to maintain the toluene-degrading microbial community in a near-fully active state throughout the unit whereas a 2 day flow reversal interval resulted in diminished removal rates in the first half of the bed and 3 Increasing off-period length resulted in greater penetration of contaminant into the bed and more uniform removal rates along the length of the bed. Information developed in this study should provide a more complete basis for establishing operating protocols and monitoring regulations for vapor-phase biofiltration systems

Estimating changes in urban ozone concentrations due to life cycle emissions from hydrogen transportation systems

Hydrogen has been proposed as a low polluting alternative transportation fuel that could help improve urban air quality. This paper examines the potential impact of introducing a hydrogen-based transportation system on urban ambient ozone concentrations. This paper considers two scenarios, where significant numbers of new hydrogen vehicles are added to a constant number of gasoline vehicles. In our scenarios hydrogen fuel cell vehicles (HFCVs) are introduced in Sacramento, California at market penetrations of 9% and 20%. From a life cycle analysis (LCA) perspective, considering all the emissions involved in producing, transporting, and using hydrogen, this research compares three hypothetical natural gas to hydrogen pathways: (1) on-site hydrogen production; (2) central hydrogen production with pipeline delivery; and (3) central hydrogen production with liquid hydrogen truck delivery. Using a regression model, this research shows that the daily maximum temperature correlates well with atmospheric ozone formation. However, increases in initial VOC and NOx concentrations do not necessarily increase the peak ozone concentration, and may even cause it to decrease. It is found that ozone formation is generally limited by NOx in the summer and is mostly limited by VOC in the fall in Sacramento. Of the three hydrogen pathways, the truck delivery pathway contributes the most to ozone precursor emissions. Ozone precursor emissions from the truck pathway at 9% market penetration can cause additional 3-h average VOC (or NOx) concentrations up to approximately 0.05% (or 1%) of current pollution levels, and at 20% market penetration up to approximately 0.1% (or 2%) of current pollution levels. However, all of the hydrogen pathways would result in very small (either negative or positive) changes in ozone air quality. In some cases they will result in worse ozone air quality (mostly in July, August, and September), and in some cases they will result in better ozone air quality (mostly in October). The truck pathway tends to cause a much wider fluctuation in degradation or improvement of ozone air quality: percentage changes in peak ozone concentrations are approximately −0.01% to 0.04% for the assumed 9% market penetration, and approximately −0.03% to 0.1% for the 20% market penetration. Moreover, the 20% on-site pathway occasionally results in a decrease of about −0.1% of baseline ozone pollution. Compared to the current ambient pollution level, all three hydrogen pathways are unlikely to cause a serious ozone problem for market penetration levels of HFCVs in the 9–20% range.UCD-ITS-RP-07-30, Civil Engineering

Estimating changes in urban ozone concentrations due to life cycle emissions from hydrogen transportation systems

Hydrogen has been proposed as a low polluting alternative transportation fuel that could help improve urban air quality. This paper examines the potential impact of introducing a hydrogen-based transportation system on urban ambient ozone concentrations. This paper considers two scenarios, where significant numbers of new hydrogen vehicles are added to a constant number of gasoline vehicles. In our scenarios hydrogen fuel cell vehicles (HFCVs) are introduced in Sacramento, California at market penetrations of 9% and 20%. From a life cycle analysis (LCA) perspective, considering all the emissions involved in producing, transporting, and using hydrogen, this research compares three hypothetical natural gas to hydrogen pathways: (1) on-site hydrogen production; (2) central hydrogen production with pipeline delivery; and (3) central hydrogen production with liquid hydrogen truck delivery. Using a regression model, this research shows that the daily maximum temperature correlates well with atmospheric ozone formation. However, increases in initial VOC and NOx concentrations do not necessarily increase the peak ozone concentration, and may even cause it to decrease. It is found that ozone formation is generally limited by NOx in the summer and is mostly limited by VOC in the fall in Sacramento. Of the three hydrogen pathways, the truck delivery pathway contributes the most to ozone precursor emissions. Ozone precursor emissions from the truck pathway at 9% market penetration can cause additional 3-h average VOC (or NOx) concentrations up to approximately 0.05% (or 1%) of current pollution levels, and at 20% market penetration up to approximately 0.1% (or 2%) of current pollution levels. However, all of the hydrogen pathways would result in very small (either negative or positive) changes in ozone air quality. In some cases they will result in worse ozone air quality (mostly in July, August, and September), and in some cases they will result in better ozone air quality (mostly in October). The truck pathway tends to cause a much wider fluctuation in degradation or improvement of ozone air quality: percentage changes in peak ozone concentrations are approximately −0.01% to 0.04% for the assumed 9% market penetration, and approximately −0.03% to 0.1% for the 20% market penetration. Moreover, the 20% on-site pathway occasionally results in a decrease of about −0.1% of baseline ozone pollution. Compared to the current ambient pollution level, all three hydrogen pathways are unlikely to cause a serious ozone problem for market penetration levels of HFCVs in the 9–20% range.UCD-ITS-RP-07-30, Civil Engineering