Global estimation of CO emissions using three sets of satellite data for burned area

Using three sets of satellite data for burned areas together with the tree cover imagery and a biogeochemical component of the Integrated Science Assessment Model (ISAM) the global emissions of CO and associated uncertainties are estimated for the year 2000. The available fuel load (AFL) is calculated using the ISAM biogeochemical model, which accounts for the aboveground and surface fuel removed by land clearing for croplands and pasturelands, as well as the influence on fuel load of various ecosystem processes (such as stomatal conductance, evapotranspiration, plant photosynthesis and respiration, litter production, and soil organic carbon decomposition) and important feedback mechanisms (such as climate and fertilization feedback mechanism). The ISAM estimated global total AFL in the year 2000 was about 687 Pg AFL. All forest ecosystems account for about 90% of the global total AFL. The estimated global CO emissions based on three global burned area satellite data sets (GLOBSCAR, GBA, and Global Fire Emissions Database version 2 (GFEDv2)) for the year 2000 ranges between 320 and 390 Tg CO. Emissions from open fires are highest in tropical Africa, primarily due to forest cutting and burning. The estimated overall uncertainty in global CO emission is about ±65%, with the highest uncertainty occurring in North Africa and Middle East region (±99%). The results of this study suggest that the uncertainties in the calculated emissions stem primarily from the area burned data.     

Remote Sensing Data and a Potential Model of Vehicle Exhaust Emissions

In June 1991, General Motors Research and Development Center (GMR&D) participated in a remote sensing study conducted by the California Air Resources Board and the U. S. Environmental Protection Agency. During this study, the GMR&D remote sensor was used to measure the carbon monoxide (CO) and hydrocarbon (HC) emissions from approximately 15,000 vehicles. The vehicle type (passenger car, light-duty truck, or medium/heavy-duty truck), manufacturer, and model year were identified for each vehicle by acquiring registration data from the state of California. Analyses were performed separately for each vehicle type and for passenger cars by separate model years. The data indicate that the passenger cars with the highest 10% of CO emissions generated approximately 58% of the total CO from all cars. Similarly, the 10% highest HC-emitting cars generated 65% of the total HC from cars. It was found that for each model year of vehicle, the distribution of emission concentrations followed a logarithmic relationship. The logarithmic functions that describe these relationships can be used to estimate the fraction of vehicles that emitted at or above any given concentration of CO or HC. However, these logarithmic functions only describe measured distributions for vehicles emitting more than 1% CO and 0.015% HC.     

The Need for Representative Ambient Air Carbon Monoxide Sampling

Recent investigations have indicated that ambient air CO measurements may not reflect population exposure to CO. The lack of correlation may be due to improper siting of CO instruments, improper interpretation of air quality data, or both. Studies of population carboxy-hemoglobin levels are evaluated and compared with ambient air data.,

No significant correlation was found between median population COHb levels and reductions in CO concentrations required to meet ambient air standards when calculations used to estimate reductions were based on the second highest 8 hour average. However, calculated reductions based on annual average concentrations and a trend analysis technique correlated significantly with COHb levels in five cities from which both CAMP and COHb data were available.

Studies to determine the nature of the relationship between ambient air CO concentrations and population COHb levels are needed. The differences between the Occupational Safety and Health Act Regulations and the National Ambient Air Standards for carbon monoxide should be scrutinized to determine if a redefinition of the standards or their applicability is warranted. A reevaluation of the controls necessary to make reductions in population COHb burden may be necessary.     

A Preliminary Study of Modeling the Air Pollution Effects fromTraffic Engineering Alternatives

Three separate mathematical models were combined to calculate the changes in carbon monoxide (CO) concentrations that might result from traffic engineering changes. The three models used were: (1) The Dynamic Highway Transportation model (DHTM) which relates traffic flow patterns to physical parameters and traffic signal characteristics of a network; (2) an emission model that predicts CO emissions from traffic flow parameters such as number of stops, idling time, etc; and (3) the APRAC-1A urban diffusion model which calculates CO concentrations from source distributions and meteorological factors. The composite model was applied to traffic in downtown Chicago for a specific set of meteorological conditions. Results are compared for two traffic signal control schemes. In those blocks where concentrations were highest, the model indicates a 20% reduction is possible through improved traffic signal controls. The model should be useful for testing other traffic control measures.     

Temporal variations in atmospheric CO2 concentrations in Kuwait City,Kuwait with comparisons to Phoenix,Arizona, USA

Hourly atmospheric carbon dioxide (CO2) concentration measurements are available from 1996 to present for a suburban site within the growing metropolitan area of Kuwait City. Analyses of this record reveal (a) an annual cycle with highest values in February and lowest values in September reflecting the growth and decay of vegetation in the Northern Hemisphere as well as fluctuations in motor traffic, (b) a weekly cycle with highest values during the weekdays and lowest values during weekends, and (c) a diurnal cycle with highest values after sunset when the local atmosphere becomes more stable following vehicular emission of CO2 throughout the day and lowest values in late afternoon following several hours of relatively unstable conditions. During the daytime, CO2 concentrations are related to wind direction, with westerly winds (coming from the desert) promoting lowest CO2 concentrations. At night, lowest CO2 levels are associated with higher wind speeds and winds from the north. The findings from the Kuwait City area, particularly when contrasted with the situation in Phoenix, further our understanding of the dynamics of CO2 levels in urban environments.     

The effect of reformulated gasoline on ambient carbon monoxide concentrations in southeastern Wisconsin

Reformulated gasoline (RFG) contains oxygen additives such as methyl tertiary butyl ether or ethanol. The additives enable vehicles to burn fuel with a higher air/fuel ratio, thereby lowering the emission of carbon monoxide (CO) and volatile organic compounds (VOCs). Because VOCs react with sunlight to form ozone (O3), the Clean Air Act requires severe O3 nonattainment areas such as southeastern Wisconsin to use RFG. On July 17, 2001, the U.S. Environmental Protection Agency (EPA) granted Milwaukee, WI, and Chicago, IL, a waiver from the VOC reduction requirement of Phase II RFG. The VOC reduction requirement was lowered from 27.4% of the 1990 baseline fuel to 25.4%. The assumption was that ethanol-blended RFG would lower summertime CO concentrations sufficiently to offset the increased VOC emissions. The waiver is estimated to increase VOC emissions by approximately 0.8%, or 0.4 t of VOC on a hot summer weekday. This study evaluates whether RFG has been effective in lowering southeastern Wisconsin ambient CO concentrations. Three years of ambient CO data before RFG was introduced were compared with the first three years of ambient CO data after RFG was introduced. This paper also evaluates how the meteorology, vehicle inspection/maintenance program, vehicle miles traveled, and stationary source emissions influence CO concentrations. The winter decrease in ambient CO concentrations was found to be statistically significant, while the summer data showed no statistically significant change, indicating that RFG is most effective lowering ambient CO concentrations in cold weather.     

Epidemiological Bases for Possible Air Quality Criteria for Carbon Monoxide

Exposures to adequate environmental levels of CO will increase COHb concentrations in human subjects. The amount of this increase is reasonably predictable, and must be considered in relation to exposure to CO in inhaled cigarette smoke as well as to occupational and domestic exposures. The increase in body COHb will result in some degree of impairment of tissue oxygenation.

Methods for estimating COHb levels in large populations are relatively simple. The assumption that an exposure to 30 ppm CO for eight hours will produce on the average, an increase in COHb of 5%, has been substantiated by available data.

Exposure for five hours to between 10 and 12 ppm of CO has been shown to increase the COHb levels in nonsmokers by at least 0.5%. Such an increase adds appreciably to the body burden of COHb in those who do not already have such a body burden from cigarette smoking. Longer exposures could have produced a somewhat greater increase.

Apart from increases in COHb, three possible effects have been a source of major consideration in epidemiologic studies. The first is the production of some persistent toxic reaction. This possibility has been examined with respect to occupational exposure, and the evidence for the occurrence of such a condition is insufficient.

The possible contribution of ambient community CO exposure to the mortality of persons hospitalized with myocardial infarction has been investigated. The evidence suggests that daily average CO values in excess of about 10 ppm may be associated with an increase in mortality in hospitalized patients with myocardial infarction. Substantiation of this impression will require a study of the prognosis of myocardial infarction patients in relationship to COHb levels measured at admission to the hospital.

Finally, in two studies, persons driving motor vehicles which were involved in accidents had higher COHb levels than "control" populations. Controls were not ideal, however. Possible mechanisms by which CO might affect the ability to drive a motor vehicle is suggested in the available data on CO effects upon visual sensitivity, psychological test performance and accurate estimation of time intervals. As little as 2 percent COHb can produce these effects in laboratory studies, and the available epidemiologic information confirms that such an increase in COHb levels among drivers might influence the frequency of accidents.

Specific areas where research is indicated to clarify uncertainties relating to health effects of CO are: 1. The increment in COHb which can be produced by exposures to an average of 20 ppm CO for an eight hour period and the increment which can be produced by 15 ppm for such a period and by 10 ppm for up to twenty-four hours.

2. The relationship of ambient CO levels and of COHb levels to the survival of hospitalized patients with myocardial infarction.

3. The prognostic significance with respect to cardiovascular conditions of elevated levels of COHb.

4. The relationship, if any, between ambient CO and COHb levels and the occurrence of motor vehicle accidents when weather and driving conditions, cigarette smoking, alcohol and drug use, and other factors are adjusted and controlled.

     

The Effect of Reformulated Gasoline on Ambient Carbon Monoxide Concentrations in Southeastern Wisconsin

Abstract

Reformulated gasoline (RFG) contains oxygen additives such as methyl tertiary butyl ether or ethanol. The additives enable vehicles to burn fuel with a higher air/fuel ratio, thereby lowering the emission of carbon monoxide (CO) and volatile organic compounds (VOCs). Because VOCs react with sunlight to form ozone (O₃), the Clean Air Act requires severe O₃ nonattainment areas such as southeastern Wisconsin to use RFG. On July 17, 2001, the U.S. Environmental Protection Agency (EPA) granted Milwaukee, WI, and Chicago, IL, a waiver from the VOC reduction requirement of Phase II RFG. The VOC reduction requirement was lowered from 27.4% of the 1990 baseline fuel to 25.4%. The assumption was that ethanol-blended RFG would lower summertime CO concentrations sufficiently to offset the increased VOC emissions. The waiver is estimated to increase VOC emissions by ～0.8%, or 0.4 t of VOC on a hot summer weekday. This study evaluates whether RFG has been effective in lowering southeastern Wisconsin ambient CO concentrations. Three years of ambient CO data before RFG was introduced were compared with the first three years of ambient CO data after RFG was introduced. This paper also evaluates how the meteorology, vehicle inspection/maintenance program, vehicle miles traveled, and stationary source emissions influence CO concentrations. The winter decrease in ambient CO concentrations was found to be statistically significant, while the summer data showed no statistically significant change, indicating that RFG is most effective lowering ambient CO concentrations in cold weather.     

An Analysis of Michigan and California CO Remote Sensing Measurements

Abstract

Remote sensing measurements of CO emissions from on-road vehicles were made in California in 1991 and in Michigan in 1992. It was determined that both fleets had a small linear increase in the high emitter frequency (vehicles emitting more than 4% CO) as a function of vehicle age for 1986 and newer model vehicles. Although high emitting vehicles were only a small minority of the fleet, they had a dominant impact on the mean CO and total CO emitted by the fleet. In Michigan, the highest emitting 5% of passenger cars generated 45% of the CO from cars. In California, the highest emitting 5% of passenger cars generated 38% of the CO from cars. There was a high correlation between the mean CO emitted by each model year of vehicle and the frequency of high emitting vehicles within the model year for both the Michigan and California fleets. The frequency of high emitters within any model year had no obvious relation to that model year’s certification standards. The high emitter frequencies for vehicles less than nine years old were very similar for the California and Michigan fleets. An increase in the high emitter frequency in the ten-year-old and older Michigan passenger car fleet (relative to the California passenger car fleet), suggests, but does not conclusively demonstrate, that the rate of high emitters in Michigan and California is reduced by the inspection and maintenance (I/M) programs.     

Diurnal and seasonal variations of carbon monoxide and nitrogen dioxide in Delhi city

Motor vehicle exhaust emissions are one of the major causes of air quality deterioration in most of the cities of the developing world. Carbon monoxide (CO) and nitrogen dioxide (NO₂) are significant contributors to this adverse effect on the environment. This study analyses air quality data for three years from 1997 to 1999, at two air quality control regions in Delhi city. The regions are a major traffic intersection and the moderately busy straight Khelgaon Marg road. The data were obtained from the Central Pollution Control Board (CPCB), Delhi. The results show that the highest ground-level concentrations of CO and NO₂ occurred during winter (November to March) and the lowest during the tropical monsoon period (July to September) at both regions. Typical average monthly, weekly and diurnal cycles of CO at both regions have also been analysed, and show that CO concentrations are higher at the intersection than along the road. Further, the monthly average NO₂ concentrations were also found to be higher at the intersection.     

Persistence Factors for Mobile Source (Roadway) Carbon Monoxide Modeling

A critical step in the modeling of the carbon monoxide (CO) impacts of mobile sources is predicting an 8-hour CO concentration given a modeled "worst-case" 1-hour concentration. Often, this is done by a multiplicative persistence factor. A meteorological persistence factor (MPF) accounts for the variability over 8 hours of wind speed, wind direction, stability class, and temperature. A vehicular persistence factor (VPF) reflects the lower traffic volumes during the off-peak hours.

Hourly meteorological data for ten years for four cities in Florida were obtained from the National Climatic Data Center. The CALINE3 model was used to obtain hourly CO concentrations, which were combined to derive MPFs for each city. Similarly, VPFs were derived from hourly vehicle counts from one busy roadway in each city. The mean VPF multiplied by the second highest MPF was defined as the worst-case total persistence factor (TPF). These worst-case TPFs increased significantly as more hours of nighttime were included in the 8- hour averaging time, but were fairly consistent from city to city. In general, the results suggest worst-case TPFs in the range of 0.4 to 0.5, lower than has been recommended by EPA in the past.     

Methodological trends in the design of recent microenvironmental studies of personal CO exposure

This paper describes the designs of three recent microenvironmental studies of personal exposure to carbon monoxide (CO) from motor vehicle exhaust. These studies were conducted sequentially, first in four California cities (Los Angeles, Mountain View, Palo Alto, and San Francisco), then in Honolulu, and, most recently, in metropolitan Washington, D.C. Though study purposes differed, each study faced common methodological issues related to personal exposure monitors (PEMs), quality assurance and data collection procedures, and the selection of microenvironments for study.Two major objectives of the California cities study were to determine the CO concentrations typically found in commercial settings and to define and classify microenvironments applicable to such settings: The Honolulu study measured merchant exposure to CO in shopping centers attached to semienclosed parking garages during business hours and commuter exposure to CO in vehicles (passenger cars and buses) on congested roadways during peak periods. The intent of the Washington study was to develop a model of commuter exposure to motor vehicle exhaust using CO as an indicator pollutant.Certain trends are discernible from reviewing the three studies. There are clearly trends in PEM development that have expanded instrument capabilities and automated data collection and storage. There are also trends towards more rigorous quality assurance procedures and more standardized protocols for collecting exposure data. Further, one can see a trend towards more elaborate indicators for identifying microenvironments for study. Finally, there is a trend towards using personal monitors in public policy review and evaluation.     

Carbon monoxide levels in popular passenger commuting modes traversing major commuting routes in Hong Kong

Vehicle exhaust is a major source of air pollution in metropolitan cities. Commuters are exposed to high traffic-related pollutant concentrations. Public transportation is the most popular commuting mode in Hong Kong and there are about 10.8 million passenger trips every day. Two-thirds of them are road commuters. An extensive survey was conducted to measure carbon monoxide in three popular passenger commuting modes, bus, minibus, and taxi, which served, respectively, 3.91 million, 1.76 million and 1.31 million passenger trips per day in 1998. Three types of commuting microenvironments were selected: urban–urban, urban–suburban and urban–rural. Results indicated that in-vehicle CO level increased in the following order: bus, minibus and taxi. The overall average in-vehicle CO level in air-conditioned bus, minibus and taxi were 1.8, 2.9 and 3.3 ppm, respectively. The average concentration level difference between air-conditioned buses (1.8 ppm) and non-air-conditioned buses (1.9 ppm) was insignificant. The fluctuation of in-vehicle CO level of non-air-conditioned vehicle followed the variation of out-vehicle CO concentration. Our result also showed that even in air-conditioned vehicles, the in-vehicle CO concentration was affected by the out-vehicle CO concentration although there exists a smoothing out effect. The in-vehicle CO level was the highest in urban–suburban commuting routes and was followed by urban–urban routes. The in-vehicle CO level in urban–rural routes was the lowest. The highest CO level was recorded after the vehicle traversed through tunnel. The average CO exposure of a commuter in tunnel can be 2–3 times higher than that at the other roads. The CO exposure level of public road transportation commuters in Hong Kong was lower than most other cities. Factors governing the CO levels were also discussed.     

Understanding the contributions of anthropogenic and biogenic sources to CO enhancements and outflow observed over North America and the western Atlantic Ocean by TES and MOPITT

We investigate the effects of anthropogenic and biogenic sources on tropospheric CO enhancements and outflow over North America and the Atlantic during July–August 2006, the 3rd warmest summer on record. The analysis is performed using the 3D Regional chEmical trAnsport Model (REAM), satellite data from TES on the Aura satellite, MOPITT on the Terra satellite and surface monitor data from the SEARCH network. The satellite measurements of CO provide insight into the location of regional CO enhancements along with the ability to resolve vertical features. Satellite and surface monitor data are used to compare with REAM, illustrating model's ability to reproduce observed CO concentrations. The REAM model used in this study features CO emissions reduced by 50% from the 1999 EPA NEI and biogenic VOC emissions scaled by EPA-observed isoprene concentrations (20% reduction). The REAM simulations show large variations in surface CO, lower tropospheric CO and column CO, which are also observed by the surface observations and satellite data. Over the US, during July–August 2006, the model estimates monthly CO production from anthropogenic sources (5.3 and 5.1 Tg CO) is generally larger than biogenic sources (4.3 and 3.5 Tg CO). However, the model shows that for very warm days, biogenic sources produce as much CO as anthropogenic sources, a result of increased biogenic production due to warmer temperatures. The satellite data show CO outflow occurs along the East Coast of the US and Canada in July and is more broadly distributed over the Atlantic in August. REAM results show the longitudinally exported CO enhancements from anthropogenic sources (3.3 and 3.9 Tg CO) are larger than biogenic sources (2.8 and 2.7 Tg CO) along the eastern boundary of REAM for July–August 2006. We show that when compared with the impacts of both sources on increasing tropospheric CO exports, the relative impacts in August are greater than in July because of preferable outflow transport.     

Degradation of pentachlorophenol by pure and mixed cultures in two different soils

GOAL, SCOPE AND BACKGROUND: Pentachlorophenol (PCP) is the second highest volume pesticide used in the United States. It is a mutagenic compound whose exposure poses significant health effects, One of the most desirable, environmentally friendly treatment methods is bioremediation. For soil-based contamination, the effectiveness of bioremediation will also be affected by the presence of an active indigenous population, sorption of the contaminant onto the soil, and environmental parameters. METHODS: Two pure strains and their mixed culture were used to evaluate PCP biodegradation in two different field soils, Columbia (CO) and New Mexico (NM). Biostimulation of the indigenous microbes was evaluated by adding nutrients. The efficiency of adding bacteria strains (bioaugmentation) for degrading PCP was determined with Arthrobacter sp., Flavobacterium sp. and a 50:50 mixture of the two bacteria strains. RESULTS: In CO soil, only 24%, 12% and 25% of the initial PCP concentration were degraded by Flavobacterium sp., Arthrobacter sp. and mixed culture, respectively. Arthrobacter sp. was used in NM soil with two initial concentrations and achieved degradation efficiencies of 57% and 61% for 361 and 95 mg kg- concentrations, respectively. Discussion. Analysis via statistical methods showed that the bacteria had different efficiencies on PCP degradation in each soil. 2 CONCLUSIONS: All bacteria catalyzed a higher PCP degradation when present in NM soil. Second, Flavobacterium sp. degraded more PCP than Arthrobacter sp. in CO soil. The mixed culture achieved the highest degradation efficiency regardless of the initial concentration or soil origin. RECOMMENDATIONS AND PERSPECTIVES: The effect of the soil properties, such as the soil organic matter (SOM) on PCP biodegradation should be investigated. Future work can also investigate the effect of aging time on biodegradation.     

Model for estimation of traffic pollutant levels in northern communities

Using models to estimate the contribution of traffic to air pollution levels from known traffic data typically requires the knowledge of model parameters such as emission factors and meteorological conditions. This paper presents a state-space model analysis method that does not require the knowledge of model parameters; these parameters are identified from measured traffic and ambient air quality data. This method was used to analyze carbon monoxide (CO) in downtown Fairbanks, AK, which is the community of focus for this paper. It was found that traffic contributed, on average, 53% to the total CO levels over the last six winters. The correlation coefficient between the measured and model-predicted daily profiles of the CO concentration was 0.98, and the results were in good agreement with earlier findings obtained via a thorough CO emission inventory. This justified the usability of the method and it was further used to analyze fine particulate matter (PM2.5) in downtown Fairbanks. It was found that traffic contributed, on average, approximately 30% to the total PM2.5 levels over the last six winters. The correlation coefficient between the measured and model-predicted daily profiles of the PM2.5 concentration was 0.98.     

Develop dynamic model for predicting traffic CO emissions in urban areas

The greater the use of energy in the transportation sectors, the higher the emission of carbon monoxide (CO), and hence inevitable harm to environment and human health. In this concern, measuring and predicting of CO emission from transportation sector—especially large cities—is important as it constitute 90 % of all CO emission. Many urban cities in developing world have not properly experienced such measurements or predictions. In this paper, for the first time, field measurements of traffic characteristics data and corresponding CO concentration have been performed for developing a model for predicting CO emissions from transportation sector for New Borg El Arab (NBC), Egypt. The performance of Swiss-German Handbook Emission Factors for Road Transport (HBEFA v3.1) model has been assessed for predicting the CO concentration at roadside in the study area. Results indicated that HBEFA v3.1 underestimate emission figures. The developed CO dynamic emission model involves the traffic flow characteristics with roadside CO concentrations. Acceptable representation of measured CO concentration has been shown by the developed dynamic CO emission model which introduces R ²?=?0.77, mean biases and frictional biases of ?0.27 mg m^?3 and 0.09, respectively. A comparison between predicted CO concentrations using HBEFA v3.1 and the promoted dynamic model indicate that HBEFA v3.1 estimates CO emission concentrations in the study area with a mean error and frictional biases 159.26 and 233.33 %, respectively, higher than those of the developed model.     

A field study of factors influencing the concentrations of a traffic-related pollutant in the vicinity of a complex urban junction

The paper describes a field study focused on the dispersion of a traffic-related pollutant within an area close to a busy intersection between two street canyons in Central London. Simultaneous measurements of airflow, traffic flow and carbon monoxide concentrations ([CO]) are used to explore the causes of spatial variability in [CO] over a full range of background wind directions. Depending on the roof-top wind direction, evidence of both flow channelling and recirculation regimes were identified from data collected within the main canyon and the intersection. However, at the intersection, the merging of channelled flows from the canyons increased the flow complexity and turbulence intensity. These features, coupled with the close proximity of nearby queuing traffic in several directions, led to the highest overall time-average measured [CO] occurring at the intersection. Within the main street canyon, the data supported the presence of a helical flow regime for oblique roof-top flows, leading to increased [CO] on the canyon leeward side. Predominant wind directions led to some locations having significantly higher diurnal average [CO] due to being mostly on the canyon leeward side during the study period. For all locations, small changes in the background wind direction could cause large changes in the in-street mean wind angle and local turbulence intensity, implying that dispersion mechanisms would be highly sensitive to small changes in above roof flows. During peak traffic flow periods, concentrations within parallel side streets were approximately four times lower than within the main canyon and intersection which has implications for controlling personal exposure. Overall, the results illustrate that pollutant concentrations can be highly spatially variable over even short distances within complex urban geometries, and that synoptic wind patterns, traffic queue location and building topologies all play a role in determining where pollutant hot spots occur.     

The effect of different ventilation modes on in-vehicle carbon monoxide exposure

In-vehicle carbon monoxide (CO) concentration profiles were monitored in a passenger vehicle driven along a heavily traveled route of a commercial/residential area of Beirut, Lebanon, under several ventilation modes. Trips were conducted during morning rush hours in spring and summer time. Concomitant monitoring of car-exterior CO level, ambient CO level and wind speed was also undertaken. The highest mean CO exposure was experienced for the “windows closed, vents closed” and “windows closed, AC on recirculation” ventilation settings, with mean CO levels of 37.4 and 30.8 ppm, respectively, exceeding the 1-h air quality guidelines. The exposure was less significant for other ventilation modes with respective mean values of $10.8–19\mathrm{ppm}$. Mean car-exterior CO levels were lower than the 1-h air quality guidelines, but exceeded the 8-h CO exposure guidelines. Ambient CO levels were low and non-representative of the personal exposure of individuals neither inside nor in the vicinity of road vehicles. In-vehicle CO levels revealed moderate to good correlations to out-vehicle CO levels for ventilation modes allowing for outdoor air intake, and no correlation to ambient CO levels and wind speed. Infiltration as a result of indoor–outdoor air exchange and intrusion from engine combustion/exhaust infiltration constituted the main sources of observed in-vehicle CO levels.     

Fluxes of methane,carbon dioxide and nitrous oxide in boreal lakes and potential anthropogenic effects on the aquatic greenhouse gas emissions

We have examined how some major catchment disturbances may affect the aquatic greenhouse gas fluxes in the boreal zone, using gas flux data from studies made in 1994-1999 in the pelagic regions of seven lakes and two reservoirs in Finland. The highest pelagic seasonal average methane (CH(4)) emissions were up to 12 mmol x m(-2) x d(-1) from eutrophied lakes with agricultural catchments. Nutrient loading increases autochthonous primary production in lakes, promoting oxygen consumption and anaerobic decomposition in the sediments and this can lead to increased CH(4) release from lakes to the atmosphere. The carbon dioxide (CO(2)) fluxes were higher from reservoirs and lakes whose catchment areas were rich in peatlands or managed forests, and from eutrophied lakes in comparison to oligotrophic and mesotrophic sites. However, all these sites were net sources of CO(2) to the atmosphere. The pelagic CH(4) emissions were generally lower than those from the littoral zone. The fluxes of nitrous oxide (N(2)O) were negligible in the pelagic regions, apparently due to low nitrate inputs and/or low nitrification activity. However, the littoral zone, acting as a buffer for leached nitrogen, did release N(2)O. Anthropogenic disturbances of boreal lakes, such as increasing eutrophication, can change the aquatic greenhouse gas balance, but also the gas exchange in the littoral zone should be included in any assessment of the overall effect. It seems that autochthonous and allochthonous carbon sources, which contribute to the CH(4) and CO(2) production in lakes, also have importance in the greenhouse gas emissions from reservoirs.