Modeling of the long-term tropospheric trends of hydroxyl radical for the Northern Hemisphere

The MGO 2D (altitude–longitude) channel photochemical transport model has been applied to elucidate the spatial and temporal behavior of the hydroxyl radical in the troposphere of the northern temperate belt for the pre-industrial (1850) period and the last few decades (1960 and 1995). The relation between the tropospheric OH content and the carbon monoxide, methane, nitrogen oxides emissions during 1850–1995 is studied. The distribution of the carbon monoxide concentration is calculated and validated using the observational data collected in the different locations because of the geographical non-homogeneity of its emissions. The response of the hydroxyl radical concentrations to the non-homogeneity of the CO and other atmospheric species distribution is estimated. The carbon monoxide and methane contributions to the hydroxyl photochemical sink are also evaluated. Because the changes of OH in the troposphere alternate the intensity of methane and carbon monoxide oxidation, the CO, CH₄ and OH lifetime evolution due to the increase of anthropogenic pollution intensity is analyzed and discussed.     

Analysis of carbon monoxide budget in North China

A global chemical transport model (MOZART-2; model of ozone and related tracers, version 2) was used to assess physical and chemical processes that control the budget of tropospheric carbon monoxide (CO) in North China. Satellite observations of CO from the measurements of pollution in the troposphere (MOPITT) instrument are combined with model results for the analysis. The comparison between the model simulations and the satellite observations of total column CO (TCO) shows that the model can reproduce the spatial and temporal distributions. However, the model results underestimate TCO by 23% in North China. This underestimation of TCO may be caused by the uncertainties of emissions. The tropospheric CO budget analysis suggests that in North China, surface emission is the largest source of tropospheric CO. The main sinks of tropospheric CO in this region are chemical reaction and stratosphere_and_troposphere exchange. The analysis also shows that most of inflow CO to Pacific regions comes from the upwind regions of North China. This transport of CO is significant during Winter and Spring time.     

Biological Effects of Carbon Monoxide vs. Whole Emissions from Engine with Catalyst

The introduction of oxidizing catalytic converters in the exhaust system of automobiles has been found to be effective in reducing carbon monoxide, total hydrocarbons, and some other components of tailpipe emissions. The utilization of these converters, however, has also caused further oxidation of sulfur compounds producing an increased amount of sulfur trioxide (SO₃) which yields sulfuric acid and sulfates.¹ Studies on the biological effects of these sulfur compounds are in progress in our laboratory and preliminary findings are reported separately. This paper compares the biological effects of exposure to whole emissions from engines with and without converter and exposure to carbon monoxide alone.     

Secondary organic aerosol importance in the future atmosphere

In order to investigate the secondary organic aerosol (SOA) response to changes in biogenic volatile organic compounds (VOC) emissions in the future atmosphere and how important will SOA be relative to the major anthropogenic aerosol component (sulfate), the global three-dimensional chemistry/transport model TM3 has been used. Emission estimates of biogenic VOC (BVOC) and anthropogenic gases and particles from the literature for the year 2100 have been adopted.According to our present-day model simulations, isoprene oxidation produces 4.6 Tg SOA yr⁻¹, that is less than half of the 12.2 Tg SOA yr⁻¹ formed by the oxidation of other BVOC. In the future, nitrate radicals and ozone become more important than nowadays, but remain minor oxidants for both isoprene and aromatics. SOA produced by isoprene is estimated to almost triple, whereas the production from other BVOC more than triples. The calculated future SOA burden change, from 0.8 Tg at present to 2.0 Tg in the future, is driven by changes in emissions, oxidant levels and pre-existing particles. The non-linearity in SOA formation and the involved chemical and physical feedbacks prohibit the quantitative attribution of the computed changes to the above-mentioned individual factors. In 2100, SOA burden is calculated to exceed that of sulfate, indicating that SOA might become more important than nowadays. These results critically depend on the biogenic emissions and thus are subject to the high uncertainty associated with these emissions estimated due to the insufficient knowledge on plant response to carbon dioxide changes. Nevertheless, they clearly indicate that the change in oxidants and primary aerosol caused by human activities can contribute as much as the change in BVOC emissions to the increase of the biogenic SOA production in the future atmosphere.     

Factors controlling the diurnal variation of CO above a forested area in southeast Europe

Carbon monoxide (CO) measurements have been performed in a forested site in central Greece in the framework of the AEROBIC (AEROsol formation from Biogenic Carbon) campaign in summer 1997. The mean CO observed during the whole campaign ranged between 114 and 250 ppbv (mean of 170±27 ppbv), reflecting continental influence. The observed mean diurnal cycle of CO presented a minimum in the early morning due to the efficient deposition of CO in a shallow nocturnal layer sealed from the free tropospheric air during the night (loss rates of about 2 ppbv h⁻¹). In the early morning and in the late afternoon, a sharp and fluctuating increase of CO was observed as the consequence of CO primary sources, likely by local traffic as suggested by the concomitant enhancements of black carbon (BC) and other combustion tracers. The morning pollution peak (6:30–8:30 local time) preceded slightly the opening of the nocturnal layer to the free troposphere, which resulted in CO reduction down to background levels at about 10:00. During the day (10:00–17:00), a slight but regular increase was observed on CO levels. For lack of simultaneous increase of other anthropogenic tracers, this CO enhancement has been attributed to its photochemical formation initiated by the oxidation of reactive biogenic hydrocarbons. This observed net production of CO averaging 1.2 ppbv h⁻¹ is quite well reproduced by a box model containing an explicit chemical scheme of isoprene and α- and β-pinene and taking into account the measured mixing ratios and the reactivity of all biogenic organic reactive compounds when uncertainties in measurements and modelling are considered.     

New Jersey Repair Project: Tune-Up at Idle

Idle hydrocarbon and carbon monoxide measurements have been made on over 2500 cars at a New Jersey Inspection Station. These studies have shown that the idle test can be integrated into the present periodic motor vehicle inspection system with a minimum cost, testing time, and ease of operation.

Instrumentation at a low cost has recently become available, test procedures have been developed and potential emission reductions have been demonstrated for idle testing. High emissions indicate a car malfunction and the need for a tune-up. Effective low cost tune-ups can be made with exhaust instrumentation and garage training.

In the New Jersey REPAIR Project, preliminary idle cut-off levels were selected at 6% carbon monoxide and 1000 ppm hydrocarbon for pre-68 cars, 4% and 500 ppm for 1968–69 cars, and 3% and 300 ppm for later years. Volunteered vehicles which exceeded these levels were further tested at the New Jersey laboratory. Federal hot cycles, ACID mass cycles, Key Mode, and Idle tests were conducted before and after maintenance.

At idle, uncontrolled pre-1968 vehicles had an average reduction from 8.2 to 3.3% carbon monoxide and 2153 to 459 ppm hydrocarbons as hexane. Average mass reductions from the ACID-cycle were 45 g/mi CO and 6.3 g/mi hydrocarbons. Carbon monoxide idle reductions obtained for emission controlled 1968, 1969, and 1970 cars were about equal to those obtained for the pre-emission controlled vehicles, but hydrocarbon reductions were lower. Reductions obtained in federal hot cycles were from 4.1 to 2.1% CO and 1418 to 580 ppm hydrocarbons for pre-1968 cars, and 2.6 to 0.7% and 502 to 308 ppm for 1968–1969 cars.

Idle adjustments lower emissions in the idle, deceleration, and cruise modes up to 30 mph, thus urban driving areas should show the greatest reduction. Total motor vehicle emission reduction in New Jersey would be about 920,000 ton/yr of CO and 101,000 ton/yr of hydrocarbon; a 20 and 32% reduction.     

Simulation of the tropospheric distribution of carbon monoxide during the 1984 MAPS experiment

A global, three-dimensional tropospheric chemistry model was used to perform simulations of the tropospheric distribution of carbon monoxide (CO) coinciding with NASA's Measurement of Air Pollution from Satellites (MAPS) experiment which took place during 5–13 October 1984. Archived meteorological data for September and October, 1984, were obtained from the European Centre for Medium-Range Weather Forecasting and used to drive the offline chemical transport model simulations. Base-case CO emissions were generated by applying emission factors to compiled inventories for related or co-emitted trace species. Simulation results from September and October have been compared with a recent re-release of the 1984 MAPS data and with in situ correlative data taken during the MAPS mission. Because of unrealistically large spatial variability in N₂O mixing ratios measured concurrently by MAPS, model results were also compared with an adjusted CO data set generated by assuming that errors in N₂O measured mixing ratios were correlated with errors in the MAPS CO data. These comparisons, in conjunction with simulations probing model sensitivities, led to the conclusion that biomass burning CO emissions from central and southern Africa may have been larger during September and October, 1984, than our initial best estimate based on the CO₂ emissions data of Hao et al. (1990. Fire in the Tropical Biota; Ecosystem Processes and Global Challenges. Springer, Berlin, pp. 440–462; 1994. Global Biogeochemical Cycles 8, 495–503). This result is in disagreement with recent estimates of biomass burning emissions from Africa (Scholes et al., 1996, Journal of Geophysical Research 101, 23677–23682) which are smaller than previously thought for emissions from this region. Although unknown model deficiencies cannot be conclusively ruled out, model sensitivity studies indicate that increased CO emissions from central and southern Africa offer the best explanation for reducing observed differences between model results and MAPS data for this time period. Our results, in combination with a disparity in recent CO emission estimates from this region (Scholes et al., 1996; Hao et al., 1996, Journal of Geophysical Research 101, 23577–23584), and in light of recent indications of highly variable biomass burning activities from the tropical western Pacific (Folkins et al., 1997, Journal of Geophysical Research 102, 13291–13299), seem to suggest that biomass burning emissions exhibit significant year-to-year variability. This large variability of emissions sources makes the accurate simulation of specific time periods very difficult and suggests that biomass burning trace species inventories may have to be developed specifically for each simulated time period, employing satellite-derived information on fire coverage and flame intensity.     

Global comparison of VOC and CO observations in urban areas

Speciated volatile organic compound (VOC) and carbon monoxide (CO) measurements from the Marylebone Road site in central London from 1998 through 2008 are presented. Long-term trends show statistically significant decreases for all the VOCs considered, ranging from ?3% to ?26% per year. Carbon monoxide decreased by ?12% per year over the measurement period. The VOC trends observed at the kerbside site in London showed greater rates of decline relative to trends from monitoring sites in rural England (Harwell) and a remote high-altitude site (Hohenpeissenberg), which showed decreases for individual VOCs from ?2% to ?13% per year. Over the same 1998 through 2008 period VOC to CO ratios for London remained steady, an indication that emissions reduction measures affected the measured compounds equally. Relative trends comparing VOC to CO ratios between Marylebone Road and Hohenpeissenberg showed greater similarities than absolute trends, indicating that emissions reductions measures in urban areas are reflected by regional background locations. A comparison of VOC mixing ratios and VOC to CO ratios was undertaken for London and other global cities. Carbon monoxide and VOCs (alkanes greater than C₅, alkenes, and aromatics) were found to be strongly correlated (>0.8) in the Annex I countries, whereas only ethene and ethyne were strongly correlated with CO in the non-Annex I countries. The correlation results indicate significant emissions from traffic-related sources in Annex I countries, and a much larger influence of other sources, such as industry and LPG-related sources in non-Annex I countries. Yearly benzene to ethyne ratios for London from 2000 to 2008 ranged from 0.17 to 0.29 and compared well with previous results from US cities and three global megacities.     

Mixing ratios of volatile organic compounds (VOCs) in the atmosphere of Karachi,Pakistan

Mixing ratios of carbon monoxide (CO), methane (CH₄), non-methane hydrocarbons, halocarbons and alkyl nitrates (a total of 72 species) were determined for 78 whole air samples collected during the winter of 1998–1999 in Karachi, Pakistan. This is the first time that volatile organic compound (VOC) levels in Karachi have been extensively characterized. The overall air quality of the urban environment was determined using air samples collected at six locations throughout Karachi. Methane (6.3 ppmv) and ethane (93 ppbv) levels in Karachi were found to be much higher than in other cities that have been studied. The very high CH₄ levels highlight the importance of natural gas leakage in Karachi. The leakage of liquefied petroleum gas contributes to elevated propane and butane levels in Karachi, although the propane and butane burdens were lower than in other cities (e.g., Mexico City, Santiago). High levels of benzene (0.3–19 ppbv) also appear to be of concern in the Karachi urban area. Vehicular emissions were characterized using air samples collected along the busiest thoroughfare of the city (M.A. Jinnah Road). Emissions from vehicular exhaust were found to be the main source of many of the hydrocarbons reported here. Significant levels of isoprene (1.2 ppbv) were detected at the roadside, and vehicular exhaust is estimated to account for about 20% of the isoprene observed in Karachi. 1,2-Dichloroethane, a lead scavenger added to leaded fuel, was also emitted by cars. The photochemical production of ozone (O₃) was calculated for CO and the various VOCs using the Maximum Incremental Reactivity (MIR) scale. Based on the MIR scale, the leading contributors to O₃ production in Karachi are ethene, CO, propene, m-xylene and toluene.     

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.     

Emissions profile from new and in-use handheld, 2-stroke engines

The objective of this study was to characterize exhaust emissions from a series of handheld, 2-stroke small engines. A total of 23 new and used engines from model years 1981–2003 were studied; these engines spanned three phases of emission control (pre-control, phase-1, phase-2). Measured emissions included carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxides (NO_x), hydrocarbons (HC), fine particulate matter (PM_2.5), and sulfur dioxide (SO₂). Emissions reductions in CO (78%) and HC (52%) were significant between pre-control and phase-2 engines. These reductions can be attributed to improvements in engine design, reduced scavenging losses, and implementation of catalytic exhaust control. Total hydrocarbon emissions were strongly correlated with fuel consumption rates, indicating varying degrees of scavenging losses during the intake/exhaust stroke. The use of a reformulated gasoline containing 10% ethanol resulted in a 15% decrease in HC and a 29% decrease in CO emissions, on average. Increasing oil content of 2-stroke engine fuels results in a substantial increase of PM_2.5 emissions as well as smaller increases in HC and CO emissions. Results from this study enhance existing emission inventories and appear to validate predicted improvements to ambient air quality through implementation of new phase-2 handheld emission standards.     

Models to predict emissions of health-damaging pollutants and global warming contributions of residential fuel/stove combinations in China

Residential energy use in developing countries has traditionally been associated with combustion devices of poor energy efficiency, which have been shown to produce substantial health-damaging pollution, contributing significantly to the global burden of disease, and greenhouse gas (GHG) emissions. Precision of these estimates in China has been hampered by limited data on stove use and fuel consumption in residences. In addition limited information is available on variability of emissions of pollutants from different stove/fuel combinations in typical use, as measurement of emission factors requires measurement of multiple chemical species in complex burn cycle tests. Such measurements are too costly and time consuming for application in conjunction with national surveys. Emissions of most of the major health-damaging pollutants (HDP) and many of the gases that contribute to GHG emissions from cooking stoves are the result of the significant portion of fuel carbon that is diverted to products of incomplete combustion (PIC) as a result of poor combustion efficiencies. The approximately linear increase in emissions of PIC with decreasing combustion efficiencies allows development of linear models to predict emissions of GHG and HDP intrinsically linked to CO2 and PIC production, and ultimately allows the prediction of global warming contributions from residential stove emissions. A comprehensive emissions database of three burn cycles of 23 typical fuel/stove combinations tested in a simulated village house in China has been used to develop models to predict emissions of HDP and global warming commitment (GWC) from cooking stoves in China, that rely on simple survey information on stove and fuel use that may be incorporated into national surveys. Stepwise regression models predicted 66% of the variance in global warming commitment (CO2, CO, CH4, NOx, TNMHC) per 1 MJ delivered energy due to emissions from these stoves if survey information on fuel type was available. Subsequently if stove type is known, stepwise regression models predicted 73% of the variance. Integrated assessment of policies to change stove or fuel type requires that implications for environmental impacts, energy efficiency, global warming and human exposures to HDP emissions can be evaluated. Frequently, this involves measurement of TSP or CO as the major HDPs. Incorporation of this information into models to predict GWC predicted 79% and 78% of the variance respectively. Clearly, however, the complexity of making multiple measurements in conjunction with a national survey would be both expensive and time consuming. Thus, models to predict HDP using simple survey information, and with measurement of either CO/CO2 or TSP/CO2 to predict emission factors for the other HDP have been derived. Stepwise regression models predicted 65% of the variance in emissions of total suspended particulate as grams of carbon (TSPC) per 1 MJ delivered if survey information on fuel and stove type was available and 74% if the CO/CO2 ratio was measured. Similarly stepwise regression models predicted 76% of the variance in COC emissions per MJ delivered with survey information on stove and fuel type and 85% if the TSPC/CO2 ratio was measured. Ultimately, with international agreements on emissions trading frameworks, similar models based on extensive databases of the fate of fuel carbon during combustion from representative household stoves would provide a mechanism for computing greenhouse credits in the residential sector as part of clean development mechanism frameworks and monitoring compliance to control regimes.     

Emissions and demonstration of an emission control technology for small two-stroke utility engines

Small utility engines represent an important contribution to the emissions inventory and have been subjected to increasingly stringent regulations in recent years. For this project, a Tanaka two-stroke engine was tested in its original condition and with a modified fuel/oil injection system. The modified fuel/oil injection system applied to the Tanaka two-stroke engine resulted in significant emissions reductions of approximately 52% for carbon monoxide (CO), 70% for total hydrocarbons (THC), 70% for particulate matter (PM), and 67% for the regulated THC + nitrogen oxides metric. This technology met the California Air Resources Board's 2000 model-year regulations for all pollutants, with the exception of slightly higher PM emissions. Two additional two-stroke engines were tested under a new condition and after at least 100 hr of use to examine the effects of deterioration on in-use, two-stroke engines. For one engine, CO and PM emissions more than tripled after 162 hr of operation in the field, with smaller increases also observed for THC (20%). For the second engine, significant repairs were required throughout the 100 operating hours, which counteracted the effects of the emissions deterioration and resulted in lower CO and THC emissions.     

Performance of Exhaust Control Devices on 1966 Model Passenger Cars

Road tests have been carried out in five different cities with a fleet of 300 passenger cars consisting of three different makes, half of which are equipped with the 1966 exhaust control devices required by the state of California. The performance of these devices during the first series of tests has been evaluated. All three makes of device-equipped cars produced significantly lower emissions of hydrocarbons and carbon monoxide than did similar cars tested in 1962 and 1963. There were no consistent differences among the three makes of cars with respect to carbon monoxide and hydrocarbon emissions.     

Effects of a zeolite-selective catalytic reduction system on comprehensive emissions from a heavy-duty diesel engine

The effects of a zeolite urea-selective catalytic reduction (SCR) aftertreatment system on a comprehensive spectrum of chemical species from diesel engine emissions were investigated in this study. Representative samples were collected with a newly developed source dilution sampling system after an aging process designed to simulate atmospheric dilution and cooling conditions. Samples were analyzed with established procedures and compared between the measurements taken from a baseline heavy-duty diesel engine and also from the same engine equipped with the exhaust aftertreatment system. The results have shown significant reductions for nitrogen oxides (NOx), carbon monoxide, total hydrocarbons, polycyclic aromatic hydrocarbons (PAHs), and organic carbon (OC) emissions. Additionally, less significant yet notable reductions were observed for particulate matter mass and metals emissions. Furthermore, the production of new species was not observed with the addition of the zeolite urea-SCR system joined with a downstream oxidation catalyst.     

A Mathematical Model for Predicting Trends in Carbon Monoxide Emissions and Exposures on Urban Arterial Highways

Abstract

The roadway is one of the most important microenvironments for human exposure to carbon monoxide (CO). To evaluate long-term changes in pollutant exposure due to in-transit activities, a mathematical model has been developed to predict average daily vehicular emissions on highways. By utilizing measurements that are specific for a given location and year (e.g., traffic counts, fleet composition), this model can predict emissions for a specific roadway during various time periods of interest, allowing examination of long-term trends in human exposure to CO. For an arterial highway in northern California, this model predicts that CO emissions should have declined by 58% between 1980 and 1991, which agrees fairly well with field measurements of human exposure taken along that roadway during those two years. An additional reduction of up to 60% in CO emissions is predicted to occur between 1991 and 2002, due solely to the continued replacement of older cars with newer, cleaner vehicles.     

Product Guide/1975

Measurements conducted on full-scale hazardous waste incinerators have occasionally shown a relationship between carbon monoxide (CO) emissions and emissions of toxic organic compounds. In this study, four mixtures of chlorinated C₁ and C₂ hydrocarbons were diluted in commercial-grade heptane and burned in a water-cooled turbulent flame reactor (TFR) under two different excess air levels. No correlation between CO and organic emissions could be discerned. Reasons for this lack of observable correlations are discussed in terms of combustion and chemical reaction kinetic theory.     

What Do the Hydrocarbons from Trees Contribute to Air Pollution?

Plant species release appreciable quantities of volatile organic substances to the atmosphere. The major compounds emitted are monoterpenes (C₁₀) like α-pinene, β-pinene, and limonene and the hemiterpene (C5) isoprene. The rate of emission of isoprene is light dependent and ranges between 0.04 to 2.4 ppb/cm²/min/l for oak, cottonwood, and eucalyptus foliage. The rate of emission of a- and/3-pinene and limonene is dependent on the rate of transpiration, structural integrity of the oil cells and resin glands, and temperature of the foliage. Rates of emission for conifer foliage range from 0.4 to 3.5 ppb/g/min/l. An inventory of North American forest regions for the frequency of occurrence of these chemicals released by different tree species showed that 15% was the lowest value for a specific forest-type that emitted terpenes to the atmosphere. More commonly 100% of the trees of a given forest-type emitted terpenes to the atmosphere. An average of 70% is typical of the United States forested regions as a whole. The annual contribution of forest hydrocarbon emissions to the air pollution problem on a global basis is reflected in the 175 × 10⁶ tons of reactive hydrocarbons from tree foliage sources compared to the 27 × 10⁶ tons from man’s activities; in other words, there is a 6.2-fold greater emission level from natural sources than from man made sources. The fate of these gaseous olefins in the atmosphere is undetermined.     

Developing a high-resolution vehicular emission inventory by integrating an emission model and a traffic model: Part 2--A case study in Beijing

A grid-based, bottom-up method has been proposed by combining a vehicle emission model and a travel demand model to develop a high-resolution vehicular emission inventory for Chinese cities. Beijing is used as a case study in which the focus is on fuel consumption and emissions from hot-stabilized activities of light-duty gasoline vehicles (LGVs) in 2005. The total quantity of emissions, emission intensity, and spatial distribution of emissions at 1- by 1-km resolution are presented and compared with results from other inventory methods commonly used in China. The results show that the total daily fuel consumption and vehicular emissions of carbon dioxide, carbon monoxide, hydrocarbons, and oxides of nitrogen from LGVs in the Beijing urban area in 2005 were 1.95 x 10(7) L, 4.28 x 10(4) t, 1.97 x 10(3) t, 0.28 x 10(3) t, and 0.14 x 10(3) t, respectively. Vehicular fuel consumption and emissions show spatial variations that are consistent with the traffic characteristics. The grid-based inventory developed in this study reflects the influence of traffic conditions on vehicle emissions at the microscale and may be applied to evaluate the effectiveness of traffic-related measures on emission control in China.     

Carbon Monoxide in the Atmosphere

A carbon monoxide analyzer has been developed which is capable of continuous measurement of the carbon monoxide concentration in the atmosphere. The operating principle of the instrument is the reaction of carbon monoxide with hot mercuric oxide followed by the photometric determination of the mercury vapor produced. Oxygenated hydrocarbons and olefins are quantitatively detected. Those normally present are in the ambient atmosphere in low concentrations relative to CO. Hydrogen and methane in the atmosphere do not interfere with the CO analysis. Measurements of atmospheric CO concentrations in California, Greenland, and Oregon seem to indicate that CO content is an air mass characteristic. North Pacific marine air mass concentrations may be as low as about 0.040 parts per million (ppm) CO, while the air mass over continental California seems to be characterized by CO levels of 0.5-1.0 ppm or greater.