An estimate of the global emissions of methyl bromide from automobile exhausts

An estimate of the annual global methyl bromide (CH3Br) emissions from automobile exhausts has been determined by extrapolating the results of a field study conducted in the United Kingdom (UK). A strong linear correlation was observed between the CH3Br and carbon monoxide (CO) concentrations of roadside air in three cities. This correlation and knowledge of the UK CO emissions was used to estimate the source strength of CH3Br from automobile exhausts in the UK (0.04 ktonnes yr−1). Further extrapolations lead to a value of 1.5 ktonnes yr−1 (with an upper limit of 3.0 ktonnes yr−1) of CH3Br released globally to the atmosphere from automobile exhausts.

Emissions of CH3Br, organochlorines, and organoiodines from temperate macroalgae

The production rates of a range of low molecular weight halogenated organics have been determined in cultures of five temperate species of macroalgae collected from the north coast of Norfolk, England. Compounds studied included CH3Br, the chlorinated organics CH3Cl, CH2Cl2 and CHCl3, and the iodinated organics CH3I, C2H5I, and CH2ClI. Measurements of a wider range of halocarbon concentrations in an isolated rockpool and in air over the seaweed bed were also conducted to evaluate the local impact of the seaweeds on halocarbon concentrations in the natural environment. Estimates for the global emissions of some of the key halogenated compounds from macroalgae have been derived. In general macrophytes appear not to be globally significant producers of the particular halocarbons studied. In coastal regions, however, the impact on local atmospheric composition and chemistry could be greater.

Contrasting futures for ocean and society from different anthropogenic CO2 emissions scenarios

The ocean moderates anthropogenic climate change at the cost of profound alterations of its physics, chemistry, ecology, and services. Here, we evaluate and compare the risks of impacts on marine and coastal ecosystems and the goods and services they provide for growing cumulative carbon emissions under two contrasting emissions scenarios. The current emissions trajectory would rapidly and significantly alter many ecosystems and the associated services on which humans heavily depend. A reduced emissions scenario consistent with the Copenhagen Accord’s goal of a global temperature increase of less than 2°C—is much more favorable to the ocean but still substantially alters important marine ecosystems and associated goods and services. The management options to address ocean impacts narrow as the ocean warms and acidifies. Consequently, any new climate regime that fails to minimize ocean impacts would be incomplete and inadequate.

Attribution of Atmospheric Sulfur Dioxide over the English Channel to Dimethylsulfide and Changing Ship Emissions

Atmospheric sulfur dioxide (SO2) was measured continuously from the Penlee Point Atmospheric Observatory(PPAO) near Plymouth, United Kingdom between May 2014 and November 2015. This coastal site is exposed to marine air across a wide wind sector. The predominant southwesterly winds carry relatively clean background Atlantic air. In contrast, air from the southeast is heavily influenced by exhaust plumes from ships in the English Channel as well as near the Plymouth Sound. New International Maritime Organization (IMO) regulation came into force in January 2015 to reduce sulfur emissions tenfold in Sulfur Emission Control Areas such as the English Channel. Our observations suggest a three-fold reduction from 2014 to 2015 in ship-emitted SO2 from that direction. Apparent fuel sulfur content calculated from coincidental SO2 and carbon dioxide (CO2) peaks from local ship plum es show a high level of compliance to the IMO regulation (> 95 %) in both years. Dimethylsulfide (DMS) is an important source of atmospheric SO2 even in this semi-polluted region. The relative contribution of DMS oxidation to the SO2 burden over the English Channel increased from ~ 1/3 in 2014 to ~ 1/2 in 2015 due to the reduction in ship sulfur emissions. Our diel analysis suggests that SO2 is removed from the marine atmospheric boundary layer in about half a day, with dry deposition to the ocean accounting for a quarter of the total loss.