No abstract

Modern halogenated inhalation anesthetics undergo little metabolization during clinical application and evaporate almost completely to the atmosphere. Based on their first measurements in a range of environments, from urban areas to the pristine Antarctic environment, we detect a rapid accumulation and ubiquitous presence of isoflurane, desflurane, and sevoflurane in the global atmosphere. Over the past decade, their abundances in the atmosphere have increased to global mean mole fractions in 2014 of 0.097 ppt, 0.30 ppt, and 0.13 ppt (parts per trillion, 10 −12 , in dry air), respectively. Emissions of these long-lived greenhouse gases inferred from the observations suggest a global combined release to the atmosphere of 3.1 ± 0.6 million t CO 2 equivalent in 2014 of which ≈80% stems from desflurane. We also report on halothane, a previously widely used anesthetic. Its global mean mole fraction has declined to 9.2 ppq (parts per quadrillion, 10 −15 ) by 2014. However, the inferred present usage is still 280 ± 120 t yr −1 .

At the high Alpine site of Jungfraujoch (3580 m asl), 23 halogenated greenhouse gases are measured quasi‐continuously by gas chromatography‐mass spectrometry (GCMS). Measurement data from the years 2000–2002 are analyzed for trends and pollution events. Concentrations of the halogenated trace gases, which are already controlled in industrialized countries by the Montreal Protocol (e.g., CFCs) were at least stable or declining. Positive trends in the background concentrations were observed for substances which are used as CFC‐substitutes (hydrofluorocarbons, hydrochlorofluorocarbons). Background concentrations of the hydrofluorocarbons at the Jungfraujoch increased from January 2000 until December 2002 as follows: HFC 134a (CF3CH2F) from 15 to 27 ppt, HFC 125 (CF3CHF2) from 1.4 to 2.8 ppt, and HFC 152a (CHF2CH3) from 2.3 to 3.2 ppt. For HFC 152a, a distinct increase of its concentration magnitude during pollution events was observed from 2000 to 2002, indicating rising European emissions for this compound. Background concentrations of all measured compounds were in good agreement with similar measurements at Mace Head, Ireland. On the other hand, peak concentrations were significantly higher at the Jungfraujoch. This finding is due to the proximity to potent European sources, foremost in southern Europe. The average ratio of halocarbons versus carbon monoxide (CO) concentrations above their baseline values was used to estimate source strengths for the part of Europe which most influences the Jungfraujoch during pollution events. HFCs emission estimates from Jungfraujoch tend to be higher than figures at Mace Head (Ireland) from the end of the 1990s, which either reflects the increased use of these compounds or the closer location of Jungfraujoch to major southern European sources. Transport of polluted European boundary layer air masses to the high Alpine site was observed especially during frontal passages, foehn events, and thermal lifting of air masses in summer. The measurement data during the periods when the Jungfraujoch was under the influence of the polluted boundary layer were used in combination with concurrent air mass trajectories to allocate above baseline halocarbon concentrations to specific European source regions.

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Hourly trace element measurements were performed in an urban street canyon and next to an interurban freeway in Switzerland during more than one month each, deploying a rotating drum impactor (RDI) and subsequent sample analysis by synchrotron radiation X-ray fluorescence spectrometry (SR-XRF). Antimony and other brake wear associated elements were detected in three particle size ranges (2.5-10, 1-2.5, and 0.1-1 microm). The hourly measurements revealed that the effect of resuspended road dust has to be taken into account for the calculation of vehicle emission factors. Individual values for light and heavy duty vehicles were obtained for stop-and-go traffic in the urban street canyon. Mass based brake wear emissions were predominantly found in the coarse particle fraction. For antimony, determined emission factors were 11 +/- 7 and 86 +/- 42 microg km(-1) vehicle(-1) for light and heavy duty vehicles, respectively. Antimony emissions along the interurban freeway with free-flowing traffic were significantly lower. Relative patterns for brake wear related elements were very similar for both considered locations. Beside vehicle type specific brake wear emissions, road dust resuspension was found to be a dominant contributor of antimony in the street canyon.