Transport impacts on atmosphere and climate: Metrics

The transport sector emits a wide variety of gases and aerosols, with distinctly different characteristics which influence climate directly and indirectly via chemical and physical processes. Tools that allow these emissions to be placed on some kind of common scale in terms of their impact on climate have a number of possible uses such as: in agreements and emission trading schemes; when considering potential trade-offs between changes in emissions resulting from technological or operational developments; and/or for comparing the impact of different environmental impacts of transport activities.Many of the non-CO₂ emissions from the transport sector are short-lived substances, not currently covered by the Kyoto Protocol. There are formidable difficulties in developing metrics and these are particularly acute for such short-lived species. One difficulty concerns the choice of an appropriate structure for the metric (which may depend on, for example, the design of any climate policy it is intended to serve) and the associated value judgements on the appropriate time periods to consider; these choices affect the perception of the relative importance of short- and long-lived species. A second difficulty is the quantification of input parameters (due to underlying uncertainty in atmospheric processes). In addition, for some transport-related emissions, the values of metrics (unlike the gases included in the Kyoto Protocol) depend on where and when the emissions are introduced into the atmosphere – both the regional distribution and, for aircraft, the distribution as a function of altitude, are important.In this assessment of such metrics, we present Global Warming Potentials (GWPs) as these have traditionally been used in the implementation of climate policy. We also present Global Temperature Change Potentials (GTPs) as an alternative metric, as this, or a similar metric may be more appropriate for use in some circumstances. We use radiative forcings and lifetimes from the literature to derive GWPs and GTPs for the main transport-related emissions, and discuss the uncertainties in these estimates. We find large variations in metric (GWP and GTP) values for NO_x, mainly due to the dependence on location of emissions but also because of inter-model differences and differences in experimental design. For aerosols we give only global-mean values due to an inconsistent picture amongst available studies regarding regional dependence. The uncertainty in the presented metric values reflects the current state of understanding; the ranking of the various components with respect to our confidence in the given metric values is also given. While the focus is mostly on metrics for comparing the climate impact of emissions, many of the issues are equally relevant for stratospheric ozone depletion metrics, which are also discussed.     

Transport impacts on atmosphere and climate: Shipping

Emissions of exhaust gases and particles from oceangoing ships are a significant and growing contributor to the total emissions from the transportation sector. We present an assessment of the contribution of gaseous and particulate emissions from oceangoing shipping to anthropogenic emissions and air quality. We also assess the degradation in human health and climate change created by these emissions. Regulating ship emissions requires comprehensive knowledge of current fuel consumption and emissions, understanding of their impact on atmospheric composition and climate, and projections of potential future evolutions and mitigation options. Nearly 70% of ship emissions occur within 400 km of coastlines, causing air quality problems through the formation of ground-level ozone, sulphur emissions and particulate matter in coastal areas and harbours with heavy traffic. Furthermore, ozone and aerosol precursor emissions as well as their derivative species from ships may be transported in the atmosphere over several hundreds of kilometres, and thus contribute to air quality problems further inland, even though they are emitted at sea. In addition, ship emissions impact climate. Recent studies indicate that the cooling due to altered clouds far outweighs the warming effects from greenhouse gases such as carbon dioxide (CO₂) or ozone from shipping, overall causing a negative present-day radiative forcing (RF). Current efforts to reduce sulphur and other pollutants from shipping may modify this. However, given the short residence time of sulphate compared to CO₂, the climate response from sulphate is of the order decades while that of CO₂ is centuries. The climatic trade-off between positive and negative radiative forcing is still a topic of scientific research, but from what is currently known, a simple cancellation of global mean forcing components is potentially inappropriate and a more comprehensive assessment metric is required. The CO₂ equivalent emissions using the global temperature change potential (GTP) metric indicate that after 50 years the net global mean effect of current emissions is close to zero through cancellation of warming by CO₂ and cooling by sulphate and nitrogen oxides.     

Transport impacts on atmosphere and climate: Aviation

Aviation alters the composition of the atmosphere globally and can thus drive climate change and ozone depletion. The last major international assessment of these impacts was made by the Intergovernmental Panel on Climate Change (IPCC) in 1999. Here, a comprehensive updated assessment of aviation is provided. Scientific advances since the 1999 assessment have reduced key uncertainties, sharpening the quantitative evaluation, yet the basic conclusions remain the same. The climate impact of aviation is driven by long-term impacts from CO₂ emissions and shorter-term impacts from non-CO₂ emissions and effects, which include the emissions of water vapour, particles and nitrogen oxides (NO_x). The present-day radiative forcing from aviation (2005) is estimated to be 55 mW m^?2 (excluding cirrus cloud enhancement), which represents some 3.5% (range 1.3–10%, 90% likelihood range) of current anthropogenic forcing, or 78 mW m^?2 including cirrus cloud enhancement, representing 4.9% of current forcing (range 2–14%, 90% likelihood range). According to two SRES-compatible scenarios, future forcings may increase by factors of 3–4 over 2000 levels, in 2050. The effects of aviation emissions of CO₂ on global mean surface temperature last for many hundreds of years (in common with other sources), whilst its non-CO₂ effects on temperature last for decades. Much progress has been made in the last ten years on characterizing emissions, although major uncertainties remain over the nature of particles. Emissions of NO_x result in production of ozone, a climate warming gas, and the reduction of ambient methane (a cooling effect) although the overall balance is warming, based upon current understanding. These NO_x emissions from current subsonic aviation do not appear to deplete stratospheric ozone. Despite the progress made on modelling aviation's impacts on tropospheric chemistry, there remains a significant spread in model results. The knowledge of aviation's impacts on cloudiness has also improved: a limited number of studies have demonstrated an increase in cirrus cloud attributable to aviation although the magnitude varies: however, these trend analyses may be impacted by satellite artefacts. The effect of aviation particles on clouds (with and without contrails) may give rise to either a positive forcing or a negative forcing: the modelling and the underlying processes are highly uncertain, although the overall effect of contrails and enhanced cloudiness is considered to be a positive forcing and could be substantial, compared with other effects. The debate over quantification of aviation impacts has also progressed towards studying potential mitigation and the technological and atmospheric tradeoffs. Current studies are still relatively immature and more work is required to determine optimal technological development paths, which is an aspect that atmospheric science has much to contribute. In terms of alternative fuels, liquid hydrogen represents a possibility and may reduce some of aviation's impacts on climate if the fuel is produced in a carbon-neutral way: such fuel is unlikely to be utilized until a ‘hydrogen economy’ develops. The introduction of biofuels as a means of reducing CO₂ impacts represents a future possibility. However, even over and above land-use concerns and greenhouse gas budget issues, aviation fuels require strict adherence to safety standards and thus require extra processing compared with biofuels destined for other sectors, where the uptake of such fuel may be more beneficial in the first instance.     

Transport impacts on atmosphere and climate: Land transport

Emissions 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.     

Soot particles and their impacts on the mass cycle in the Tibetan atmosphere

Atmospheric aerosol particles in urban and mountain areas around Lhasa city (29.65°N, 91.13°E) in the Tibetan Plateau were collected in the summers of 1998 and 1999. The particles were analyzed with electron microscopes and an energy dispersive X-ray spectrometer. Individual particle morphology, elemental composition and mixture of sulfate and nitrate were investigated. In the urban area, soot particles emitted from vegetation burning were dominant. These particles were characterized by chain or aggregate morphologies, and an elemental composition of potassium and sulfur. Such particles were frequently detected in mountain areas out of the city, where they formed droplets acting as condensation nuclei. Quantitative estimation indicated that sulfur was accumulated onto the soot particles during their dispersion from the urban area to mountain areas. Sulfate and nitrate detections indicated that soot particles collected in the urban area did not contain nitrate and BaCl₂-reactive sulfate, which revealed that the combination of sulfur and potassium in the particles was not K₂SO₄. In contrast, the particles dispersed to mountain areas contained BaCl₂-reactive sulfate and some contained nitrate, suggesting that soot particles emitted from the urban area could increase the buffering capacity of aerosol particles and enhance the formation of particulate sulfate through heterogeneous conversion in the Tibetan atmosphere.     

A study of climate change and anthropogenic impacts in West Africa

BACKGROUND, AIM AND SCOPE: During the last decades ecological conditions in West Africa have dramatically changed. Very evident is the climate change, which has resulted in a southward shift of the climate zones, e.g. a spread of the desert (Sahara) into the Sahelian zone. After the drought period of the early 1970s and 1980s, livestock density increased resulting in an intensification of grazing pressure. This anthropogenous phenomenon leads to similar landscape changes as those caused by the climate. Only very few investigations exist on vegetation dynamics, climate changes and land use changes for the Sudanian zone. The paper presents data on changes of precipitation, of land use, of the geographical range of species, and of the composition of the flora, which have to be regarded as proofs of the sahelisation of large areas of the Sudanian zone. MATERIALS AND METHODS: Area of investigation: Burkina Faso. Precipitation data analysis: precipitation data from 67 stations; time series analysis and geo-statistical spatial interpolation. Analysis of land use change: Landsat satellite MSS and ETM+ data, acquired for two different dates between 1972 and 2001 analyzed by the software ERDAS/IMAGINE version 8.6 and ArcView 3.2 with the Spatial Analyst extension. Intensive ground truthing (160 training areas). Inventory of the flora: based on the data of the Herbarium Senckenbergianum (FR) in Frankfurt, Germany, and of the herbarium of the university of Ouagadougou (OUA), Burkina Faso, as well as on various investigations on the vegetation of Burkina Faso carried out in the years 1990 to 2005 by the team of the senior author. Life form analysis of the flora: based on the inventory of permanent plots. RESULTS AND DISCUSSION: Precipitation: Remarkable latitudinal shift of isohyets towards the South translates to a general reduction of average rainfall in great parts of the country. The last decade (1990-1999) shows some improvement, however, the more humid conditions of the 1950's and 1960's are not yet established again. Landcover change: In the study region the extent of arable fields and young fallows increased during the last 30 years from 580 km(2) in 1972 to 2870 km(2) in 2001. This means an average land cover conversion rate of 0.9% per year for the 6 departments considered. Change of the distribution of Sahelian and Sudanian species: Several species, mentioned in older literature as strictly Sahelian, today also occur in the Sudanian zone. Parallel to the spread of former strictly Sahelian species into the Sudanian zone, some former Sahelo-Sudanian species have withdrawn from the Sahel. Changes of the life form spectra of the flora: Considering their life form spectra, the flora of heavily grazed and of protected areas in the Sudanian zone show great differences. On areas intensively grazed the percentage of therophytes is evidently higher than on protected areas. Just the opposite is true for the phanerophytes. Their percentage is higher on the protected area than on the grazed zones. At the first glance, it is obvious to link the changes in flora and vegetation with the climate changes that have occurred during the last five decades (decrease of annual precipitation). However, not only climatic conditions have changed, but also population has increased, the percentage of land intensively used for agriculture and pasturing has increased and the time for soil regeneration today is much shorter than it was some decades ago. Thus, the landscape of the Sudanian zone has become a more Sahelian character. A comparison of the flora of an intensively used area of the Sudanian zone with that of a protected area shows a remarkable change in the life form spectra. The spectrum of the intensively used area is almost identical with that of the typical Sahelian flora. This comparison shows that the anthropogenic influence plays a greater role in the sahelisation of the Sudanian zone than the climate change. CONCLUSION: Climate change and anthropogenic influence both, lead to a sahelisation of landscape and flora. Thus in many parts of the Sudanian zone of West Africa sahelisation phenomena will remain and even increase independently from the reestablishment of the more humid climate conditions of the 1950ies. RECOMMENDATIONS AND PERSPECTIVES: In order to maintain some parts of the characteristic Sudanian landscape with its characteristic flora and vegetation, the number and size of protected areas should be augmented. For all protected areas it has to be ensured, that protection is reality, i.e. respected an understood by local people, not only fiction. As long as the enlargement of intensively used areas continues the sahelisation of flora, vegetation and landscape will continue too.     

Understanding and managing the interactions of impacts from nature-based recreation and climate change

Disturbance to ecosystems in parks and protected areas from nature-based tourism and recreation is increasing in scale and severity, as are the impacts of climate change—but there is limited research examining the degree to which these anthropogenic disturbances interact. In this perspective paper, we draw on the available literature to expose complex recreation and climate interactions that may alter ecosystems of high conservation value such that important species and processes no longer persist. Our emphasis is on ecosystems in high demand for tourism and recreation that also are increasingly experiencing stress from climate change. We discuss the importance of developing predictive models of direct and indirect effects, including threshold and legacy effects at different levels of biological organization. We present a conceptual model of these interactions to initiate a dialog among researchers and managers so that new research approaches and managerial frameworks are advanced to address this emerging issue.     

Managing climate change impacts to enhance the resilience and sustainability of Fennoscandian forests

Projected warming in Sweden and other Fennoscandian countries will probably increase growth rates of forest trees near their northern limits, increase the probability of new pest outbreaks, and foster northerly migration of both native and exotic species. The greatest challenges for sustainable forestry are to restore and enhance the ecological and socioeconomic diversity of intensively managed forested landscapes. With appropriate management, climate warming may facilitate the regeneration of this diversity. Experimental transplant gardens along latitudinal or altitudinal gradients and high-resolution maps of expected future climate could provide a scientific basis for predicting the climate response of potential migrant species. Management of corridors and assisted migration could speed the movement of appropriate species.     

Questioning complacency: climate change impacts, vulnerability, and adaptation in Norway

Most European assessments of climate change impacts have been carried out on sectors and ecosystems, providing a narrow understanding of what climate change really means for society. Furthermore, the main focus has been on technological adaptations, with less attention paid to the process of climate change adaptation. In this article, we present and analyze findings from recent studies on climate change impacts, vulnerability, and adaptation in Norway, with the aim of identifying the wider social impacts of climate change. Three main lessons can be drawn. First, the potential thresholds and indirect effects may be more important than the direct, sectoral effects. Second, highly sensitive sectors, regions, and communities combine with differential social vulnerability to create both winners and losers. Third, high national levels of adaptive capacity mask the barriers and constraints to adaptation, particularly among those who are most vulnerable to climate change. Based on these results, we question complacency in Norway and other European countries regarding climate change impacts and adaptation. We argue that greater attention needs to be placed on the social context of climate change impacts and on the processes shaping vulnerability and adaptation.     

Development of risk-based air quality management strategies under impacts of climate change

Climate change is forecast to adversely affect air quality through perturbations in meteorological conditions, photochemical reactions, and precursor emissions. To protect the environment and human health from air pollution, there is an increasing recognition of the necessity of developing effective air quality management strategies under the impacts of climate change. This paper presents a framework for developing risk-based air quality management strategies that can help policy makers improve their decision-making processes in response to current and future climate change about 30-50 years from now. Development of air quality management strategies under the impacts of climate change is fundamentally a risk assessment and risk management process involving four steps: (1) assessment of the impacts of climate change and associated uncertainties; (2) determination of air quality targets; (3) selections of potential air quality management options; and (4) identification of preferred air quality management strategies that minimize control costs, maximize benefits, or limit the adverse effects of climate change on air quality when considering the scarcity of resources. The main challenge relates to the level of uncertainties associated with climate change forecasts and advancements in future control measures, since they will significantly affect the risk assessment results and development of effective air quality management plans. The concept presented in this paper can help decision makers make appropriate responses to climate change, since it provides an integrated approach for climate risk assessment and management when developing air quality management strategies. Implications: Development of climate-responsive air quality management strategies is fundamentally a risk assessment and risk management process. The risk assessment process includes quantification of climate change impacts on air quality and associated uncertainties. Risk management for air quality under the impacts of climate change includes determination of air quality targets, selections of potential management options, and identification of effective air quality management strategies through decision-making models. The risk-based decision-making framework can also be applied to develop climate-responsive management strategies for the other environmental dimensions and assess costs and benefits of future environmental management policies.     

Carbon exchange between ecosystems and atmosphere in the Czech Republic is affected by climate factors

By comparing five ecosystem types in the Czech Republic over several years, we recorded the highest carbon sequestration potential in an evergreen Norway spruce forest (100%) and an agroecosystem (65%), followed by European beech forest (25%) and a wetland ecosystem (20%). Because of a massive ecosystem respiration, the final carbon gain of the grassland was negative. Climate was shown to be an important factor of carbon uptake by ecosystems: by varying the growing season length (a 22-d longer season in 2005 than in 2007 increased carbon sink by 13%) or by the effect of short- term synoptic situations (e.g. summer hot and dry days reduced net carbon storage by 58% relative to hot and wet days). Carbon uptake is strongly affected by the ontogeny and a production strategy which is demonstrated by the comparison of seasonal course of carbon uptake between coniferous (Norway spruce) and deciduous (European beech) stands.     

A review of the global climate change impacts,adaptation, and sustainable mitigation measures

Environmental Science and Pollution Research - Climate change is a long-lasting change in the weather arrays across tropics to polls. It is a global threat that has embarked on to put stress on...     

Towards a sustainable food production: modelling the impacts of climate change on maize and soybean production in Ghana

Environmental Science and Pollution Research - The Ghanaian economy relies heavily on maize and soybean production. The entire maize and soybean production system is low-tech, making it extremely...     

Assessing the geographical distribution of 76 Dendrobium species and impacts of climate change on their potential suitable distribution area in China

Environmental Science and Pollution Research - The geographical distribution of plant resources is of great significance for studying the origin, distribution, and evolution of species. Climate and...     

The geographic distribution and economic value of climate change-related ozone health impacts in the United States in 2030

In this United States-focused analysis we use outputs from two general circulation models (GCMs) driven by different greenhouse gas forcing scenarios as inputs to regional climate and chemical transport models to investigate potential changes in near-term U.S. air quality due to climate change. We conduct multiyear simulations to account for interannual variability and characterize the near-term influence of a changing climate on tropospheric ozone-related health impacts near the year 2030, which is a policy-relevant time frame that is subject to fewer uncertainties than other approaches employed in the literature. We adopt a 2030 emissions inventory that accounts for fully implementing anthropogenic emissions controls required by federal, state, and/or local policies, which is projected to strongly influence future ozone levels. We quantify a comprehensive suite of ozone-related mortality and morbidity impacts including emergency department visits, hospital admissions, acute respiratory symptoms, and lost school days, and estimate the economic value of these impacts. Both GCMs project average daily maximum temperature to increase by 1–4°C and 1–5 ppb increases in daily 8-hr maximum ozone at 2030, though each climate scenario produces ozone levels that vary greatly over space and time. We estimate tens to thousands of additional ozone-related premature deaths and illnesses per year for these two scenarios and calculate an economic burden of these health outcomes of hundreds of millions to tens of billions of U.S. dollars (2010$).

Implications:?Near-term changes to the climate have the potential to greatly affect ground-level ozone. Using a 2030 emission inventory with regional climate fields downscaled from two general circulation models, we project mean temperature increases of 1 to 4°C and climate-driven mean daily 8-hr maximum ozone increases of 1–5 ppb, though each climate scenario produces ozone levels that vary significantly over space and time. These increased ozone levels are estimated to result in tens to thousands of ozone-related premature deaths and illnesses per year and an economic burden of hundreds of millions to tens of billions of U.S. dollars (2010$).     

I-C-SEA Change: A participatory tool for rapid assessment of vulnerability of tropical coastal communities to climate change impacts

We present a synoptic, participatory vulnerability assessment tool to help identify the likely impacts of climate change and human activity in coastal areas and begin discussions among stakeholders on the coping and adaptation measures necessary to minimize these impacts. Vulnerability assessment tools are most needed in the tropical Indo-Pacific, where burgeoning populations and inequitable economic growth place even greater burdens on natural resources and support ecosystems. The Integrated Coastal Sensitivity, Exposure, and Adaptive Capacity for Climate Change (I-C-SEA Change) tool is built around a series of scoring rubrics to guide non-specialists in assigning scores to the sensitivity and adaptive capacity components of vulnerability, particularly for coral reef, seagrass, and mangrove habitats, along with fisheries and coastal integrity. These scores are then weighed against threat or exposure to climate-related impacts such as marine flooding and erosion. The tool provides opportunities for learning by engaging more stakeholders in participatory planning and group decision-making. It also allows for information to be collated and processed during a “town-hall” meeting, facilitating further discussion, data validation, and even interactive scenario building.

Electronic supplementary material

The online version of this article (doi:10.1007/s13280-015-0652-x) contains supplementary material, which is available to authorized users.     

Testing DayCent and DNDC model simulations of N2O fluxes and assessing the impacts of climate change on the gas flux and biomass production from a humid pasture

Simulation models are one of the approaches used to investigate greenhouse gas emissions and potential effects of global warming on terrestrial ecosystems. DayCent which is the daily time-step version of the CENTURY biogeochemical model, and DNDC (the DeNitrification–DeComposition model) were tested against observed nitrous oxide flux data from a field experiment on cut and extensively grazed pasture located at the Teagasc Oak Park Research Centre, Co. Carlow, Ireland. The soil was classified as a free draining sandy clay loam soil with a pH of 7.3 and a mean organic carbon and nitrogen content at 0–20 cm of 38 and 4.4 g kg^?1 dry soil, respectively. The aims of this study were to validate DayCent and DNDC models for estimating N₂O emissions from fertilized humid pasture, and to investigate the impacts of future climate change on N₂O fluxes and biomass production. Measurements of N₂O flux were carried out from November 2003 to November 2004 using static chambers. Three climate scenarios, a baseline of measured climatic data from the weather station at Carlow, and high and low temperature sensitivity scenarios predicted by the Community Climate Change Consortium For Ireland (C4I) based on the Hadley Centre Global Climate Model (HadCM₃) and the Intergovernment Panel on Climate Change (IPCC) A1B emission scenario were investigated. DayCent predicted cumulative N₂O flux and biomass production under fertilized grass with relative deviations of +38% and (?23%) from the measured, respectively. However, DayCent performs poorly under the control plots, with flux relative deviation of (?57%) from the measured. Comparison between simulated and measured flux suggests that both DayCent model’s response to N fertilizer and simulated background flux need to be adjusted. DNDC overestimated the measured flux with relative deviations of +132 and +258% due to overestimation of the effects of SOC. DayCent, though requiring some calibration for Irish conditions, simulated N₂O fluxes more consistently than did DNDC. We used DayCent to estimate future fluxes of N₂O from this field. No significant differences were found between cumulative N₂O flux under climate change and baseline conditions. However, above-ground grass biomass was significantly increased from the baseline of 33 t ha^?1 to 45 (+34%) and 50 (+48%) t dry matter ha^?1 for the low and high temperature sensitivity scenario respectively. The increase in above-ground grass biomass was mainly due to the overall effects of high precipitation, temperature and CO₂ concentration. Our results indicate that because of high N demand by the vigorously growing grass, cumulative N₂O flux is not projected to increase significantly under climate change, unless more N is applied. This was observed for both the high and low temperature sensitivity scenarios.     

Etude d'une atmosphere de travail interactions chlore-ethene en atmosphere simulee

The main purpose of this work was to be a study, within a simulated atmosphere, of the chlorine-ethylene interactions in order to define more accurately whether they would lead to the formation of chloroethylene, a carcinogenic substance. We have also aimed at assessing the toxicity of the reaction medium under various concentrations and irradiation and humidity conditions. The presence of chloroethylene has never been detected though its following tri- and tetra-chlorinated homologues have been observed during unirradiated reactions. On the other hand, the sampling method described in this paper and the analysis method we used, i.e. gas chromatography-mass spectroscopy, have revealed the presence of many other substances, some of them being just as toxic, e.g. chloroethanal or 2-chloroethanol obtained under u.v. irradiation. The presence, as well as the formation and disappearance rate of the various reaction products thus obtained, are closely related to operational conditions. We have been able to put forward formation mechanisms for the main quoted compounds.