Dissertations / Theses on the topic 'Emission pollution in ports'

The port and maritime industry contributes significantly to global greenhouse gas emissions. As such, there is increasing pressure for ports to decarbonise their operations. Despite the availability of multiple port carbon inventory and emission reduction guidance documents, no published methodologies currently exist for the development of port energy consumption and carbon emission forecasting. To fill this information gap, a methodology was developed through the review and experimentation with established forecasting techniques. The ‘ISCA’ Base Case Approach was adopted as a scaffolding for model development, largely to test the usability of the approach, currently in pilot. The approach consists of a baseline scenario and an ‘actual case’ scenario. A combination of qualitative, quantitative - time series and quantitative - causal modelling techniques were incorporated into the methodology. Linear and non-linear regression analysis curve-fitting techniques were selected as the most appropriate time-series modelling method for long-term energy and emissions projections, with simple linear regression analysis used for causal models. The methodology was tested through its application in a case study for Fremantle Ports. As a result of obligations from the state government to reach net-zero emissions by 2050, Fremantle Ports required the development of long-term energy consumption and carbon emission projections for its internal operations and container terminals to 2050. Using a bottom-up strategy, categorising energy consumption and greenhouse gas emissions by trade type, energy type and facility, the methodology successfully developed long-term energy and emissions projections. As per this modelling, energy consumption at Fremantle Ports is expected to increase 53% under the baseline scenario and 46.5% under the actual case scenario (Figure 1). Despite increases of energy consumption at the port, greenhouse gas emissions are expected to decrease 71% and 74% under the baseline and actual case scenarios, respectively (Figure 2). These drastic emissions reductions are predominantly the result of projected scope 2 emission factor decreases as grid renewable electricity generation capacity increases. The usability of the ISCA Base Case Approach for energy and emissions modelling was found to be adequate, although issues were experienced distinguishing constant and variable energy use. Additionally, it is recommended that a third scenario is incorporated into the approach.

The proposed methodology to most effectively manage intermittent combined sewage discharges into urban watercourses in the UK is given in the Urban Pollution Management (UPM) manual. The method is based on the use of detailed computer models of the sewerage system, wastewater treatment plant and receiving watercourse. Solving intermittent discharge problems using UPM, often requires the installation of in-sewer storage tanks. However, recent research from Germany and elsewhere (e.g. Austria and Denmark) has shown that this type of solution may be of little benefit with respect to the total emissions discharged from the entire system, where emissions from both the Combined Sewer Overflows (CSOs) and the Wastewater Treatment Plant (WTP) are considered together. This is because, in certain situations, WTP efficiency can be compromised by the prolonged periods of dilute (low nutrients and substrate) inflows which can result from the draining down of in-sewer storage tanks. The earlier research in Germany and elsewhere has been concerned with long term total emissions (annual loads) and not the problems specific to individual sites, or the benefits and/or limitations of storage with respect to acute pollution. Thus the principal objective of the research described here has been to substantiate and quantify the total emission problem by means of detailed modelling, via an evaluation of the likely storage volumes which could give rise to total emissions problems for the Perth wastewater system. Following this, a general method has been developed to investigate and resolve total emission problems related to acute pollution effects. As WTP disruption due to flow dilution can last for a prolonged period after even a single rainfall event, computational simulation times need to be long enough to represent the delay in WTP performance returning to normal operating conditions. As long term continuous simulation is usually impractical due to protracted computational times, a method referred to as the Total Emission Analysis Period (TEAP) has been developed. This will define the minimum required computational time and rainfall inputs to be used to ensure that the effect of in-sewer storage on total emissions could be modelled. Utilising the TEAP method to analyse total emissions it has been concluded that increasing volumes of storage would not be expected to create a total emission XXVI problem with respect to the Biochemical Oxygen Demand (BOD). Consequently, it was concluded that the best storage volume with respect to BOD was the minimum volume which would allow compliance with receiving water quality standards. No direct comparison could be made with the conclusion derived from the German research due to the long term nature of their analysis, however, it would appear from an interpretation of their results, that similar findings were obtained. With respect to ammonia, it was found that increases in total emissions can occur as, ammonia concentrations, unlike BOD, do not increase at the start of a storm due to first foul flush effects. Consequently, any increased emissions from the WTP would not be offset via a reduced CSO spill load. It was also found, however, that increasing volumes of storage would not be expected to exacerbate acute pollution problems within a receiving watercourse and that both large and small storage volumes had the potential to give rise to very similar degrees of WTP disruption. This was due to the way in which different hydraulic loading conditions (caused by the different volumes of storage) affected the bacterial concentrations in the reactor. The conclusion that storage would not provide a significant benefit for ammonia total emissions was supported by the Austrian and Danish research.

Le secteur du transport maritime assure le plus grand volume des échanges commerciaux entre la Tunisie et des pays du monde entier. L'entretien régulier des ports, particulièrement par le dragage des sédiments qui s'y accumulent, est indispensable pour garantir une circulation maritime fluide et sécuritaire. En Tunisie, les sédiments dragués sont soit rejetés en mer soit mis en dépôts terrestres. Bien que le rejet en mer soit interdit dans certains cas, par les critères environnementales adoptés, il constitue la solution la plus économique et donc la plus fréquemment utilisée. Dans le cadre de cette étude les sédiments de deux ports : le port de Radès et le port de Gabès ont été caractérisés en vue de comprendre leurs comportements et proposer au moins à un des deux cas une nouvelle alternative de gestion à savoir une valorisation dans un matériau de construction ou routier. Une telle solution doit présenter un grand intérêt économique et environnemental. Les sédiments du port de Radès sont étudiés car ils représentent le plus grand volume des sédiments dragués en Tunisie et que ce port est le plus important dans l'activité du transport marin. Les sédiments du port de Gabès sont considérés dans cette étude car ils posent un grand problème écologique à cause des rejets industriels. La caractérisation a concerné la détermination et l'analyse des propriétés physiques, minéralogiques, chimiques et environnementales des sédiments. Cette étude a permis de dresser des fiches synoptiques assez complètes des propriétés des sédiments du port de Radès et du port de Gabès

Quelques polluants de l'air choisis comme marqueur de toxicite lors de la decomposition thermique de 3 materiaux polymeres: vernis methacrylique, colle polyurethane et film de polypropylene sont etudies. Les gaz sont recueillis au fur a mesure de leur emission lors de la thermolyse d'echantillons. Le thermogramme enregistre simultanement permet d'etablir des limites de temperature a l'interieur desquelles la vitesse de decomposition est constante. L'etude porte sur les oxydes de carbone, les derives carbonyles, l'acide cyanhydrique et les isocyanates. Parmi les derives carbonyles, le formaldehyde et l'acetaldehyde sont ceux qui sont majoritairement emis. Pour le vernis methacrylique l'acroleine n'est presente que sous certaines conditions de thermolyse. En ce qui concerne les oxydes de carbone, leur emission est majoritaire par rapport aux 3 autres gaz etudies. Le dioxyde de carbone se degage toujours a des taux superieurs a ceux du monoxyde de carbone. L'emission de dioxyde de carbone est plus importante en fin de thermolyse alors que le phenomene est inverse pour le monoxyde de carbone. L'emission d'acide cyanhydrique et d'isocyanates a partir du polyurethane se produit de facon inverse pour ces deux gaz. L'etude d'un film de polypropylene enduit d'une mince pellicule de colle polyurethane montre egalement un degagement de ces deux gaz mais dans des proportions differentes de celles que l'on pourrait prevoir a partir des resultats fournis par l'analyse des materiaux polymeres pris separement, compte tenu de la composition centesimale du melange analyse

Thesis: Ph. D. in Atmospheric Chemistry, Massachusetts Institute of Technology, Department of Earth, Atmospheric, and Planetary Sciences, 2019<br>Cataloged from PDF version of thesis.<br>Includes bibliographical references (pages 85-93).<br>Precursor emissions of air pollution can be reduced at emitting sources by end-of-pipe control policies or as co-benefits of climate policies that limit fossil fuel. Identifying cost-effective control strategies requires understanding policy costs, chemical non-linearities in pollution formation, and the value of health benefits. China suffers from severe air pollution, and is implementing both policies, but relevant studies are limited. This thesis incorporates three studies that examine the air quality co-benefits of China's recent climate policy for China and transboundary countries, and the potential changes in the sensitivities of inorganic PM₂.₅ to precursor emissions in China. The first study quantifies co-benefits of China's climate policy from reducing PM₂.₅ using a modeling framework that couples an energy-economic model with sub-national detail for China (C-REM) and an atmospheric chemical transport model GEOS-Chem.<br>The effects of an illustrative climate policy, a price on CO₂ emissions, are simulated under three stringencies. In a policy scenario consistent with China's recent pledge to peak CO2 emissions by 2030 (the 4% Policy scenario), national health co-benefits from improved PM₂.₅ pollution can partially or fully offset policy costs depending on chosen health valuation. This study also suggests co-benefits would rise with increasing policy stringency. Using the same model simulations, the second study further compares co-benefits from PM₂.₅ and ozone in China and three downwind countries (South Korea, Japan and the United States). This study suggests that under the 4% Policy scenario, avoided premature deaths from reducing ozone are about half of those from PM₂.₅ in China, and the total avoided deaths in transboundary countries are about 4% of those in China.<br>The third study examines the potential changes in the sensitivities of inorganic PM₂.₅ to precursor emissions in China in response to the current and projected national reductions in SO₂ and NO[subscript x] emissions. Under scenarios that reduce SO₂ and NO[subscript x], emissions, sensitivities to SO₂ and NO[subscript x] emissions would increase, but sensitivity to NH₃ emissions would decrease in January and July. The largest absolute changes in sensitivities are found in January for NO[subscript x] and NH₃.<br>"Funding from the Whiteman Fellowship, the Jack C. Tang (1949) Fellowship, the MIT Environmental Solutions Initiative, and the National Institutes of Health Superfund Research Program"--Page 5<br>by Mingwei Li.<br>Ph. D. in Atmospheric Chemistry<br>Ph.D.inAtmosphericChemistry Massachusetts Institute of Technology, Department of Earth, Atmospheric, and Planetary Sciences

A l'origine, le contrôle des navires incombe aux Etats du pavillon. Toutefois, le manquement de certains Etats à leurs obligations, leur incapacité à assumer leur responsabilité de respecter les normes internationales a entraîné le développement d'une politique de contrôle des navires par l'Etat du port. L'Etat du port est celui dans un port duquel un navire de commerce étranger vient volontairement séjourner au cours d'une escale. Les fondements juridiques du contrôle des navires par l'Etat du port peuvent être recherchées dans les règles du droit international. Chaque Etat jouit de la souveraineté sur tout son territoire, y compris le port et les eaux intérieures qui constituent le prolongement naturel de cette zone , le port apparaît comme le lieu adéquat pour effectuer les contrôles. C'est un point de contrôle des navires où l'Etat du port peut exercer effectivement son contrôle, tout en associant le cas échéant et si nécessaire les autorités de l'Etat du pavillon. Il appartient aux eaux intérieures des Etats, assimilées au territoire national. De par les règles coutumières du droit international, le libre accès au port est normalement consenti, sauf si les autorités étatiques prennent des mesures restrictives en conformité avec les principes du droit international<br>Originally , the control of ships lies with the flag states. Yet , the fact that some states do not fulfill their duties , are unable to assume their responsibility in enforcing international rules , caused the development of a policy of ship control by port state. A port state is a port in the harbour of which a foreign trading ship puts into port for a while of its own will. The legal basis of the control of ships by port state can be traced into the rules of international law. Each state enjoys sovereignty over the whole of its territory, including the harbour and the territorial waters which form a natural extension of that area, the harbour seems to be the best place to carry out such supervision. It is a point of ship control where port state can enforce real control, and possibly, if necessary, in association with the authorities of flag state. It belongs to the states' territorial waters, assimilated to the national territory. According to common rules of international law, free access to the port is normally given, except if state authorities decide to limit it, in accordance with the principles of international law

La pollution des écosystèmes marins côtiers par les hydrocarbures, en particulier les HAPs, est un problème environnemental majeur. Le même constat est fait pour le littoral Sud de Sfax (Tunisie) dont la pollution presque généralisée menace sérieusement les ressources naturelles existantes dans la région. La caractérisation physico-chimique des échantillons marins prélevés à partir des trois ports (plaisance, commerce et pêche) de la ville de Sfax, prouve une contamination par des micropolluants organiques (hydrocarbures) et inorganiques (métaux) qui sont considérés comme des excellents traceurs de la pollution urbaine et industrielle et ils font partie des composés les plus toxiques étant donné leur faible biodégradation. La méthode d’empreinte moléculaire (PCR-SSCP) montre une dominance du domaine Bacteria suivie des Eucarya et des Archaea au sein des échantillons marins étudiés. Les analyses statistiques par le logiciel R ont montré l’absence de corrélation entre la communauté bactérienne identifiée par PCR-SSCP et les paramètres physico-chimiques étudiés.Dans une autre partie de travail, quatre souches bactériennes marines hydrocarbonoclastes ont été isolées et caractérisées sur les plans phénotypique et phylogénétique, après des enrichissements sur des HAPs et sur le pétrole brut: FLU5 de Bacillus stratosphericus, NAPH6 de Pseudomonas aeruginosa, PYR2 de Bacillus licheniformis isolées sur le fluoranthène, le naphtalène et le pyrène, respectivement, en présence de 30 g/l NaCl; et CO100 de Staphylococcus sp., isolée sur le pétrole brut, en présence de 100 g/l NaCl. Les analyses chromatographiques, GC-MS ou GC-FID, montrent les capacités biodégradatives intéressantes de ces composés récalcitrants par les bactéries isolées. En outre, ces quatre souches bactériennes, sont capables de produire des biosurfactants nommés BS-FLU5, BS-NAPH6, BS-PYR2 et BS-CO100, sur plusieurs sources de carbones, y compris l’huile de friture résiduelle, un substrat bon marché, minimisant ainsi le coût élevé de production de ces tensioactifs. Les analyses MALDI-TOF/MS, des biosurfactants BS-FLU5, BS-PYR2 et BS-CO100 purifiés, montrent qu’il s’agit des lipopeptides, les biosurfactants BS-NAPH6 sont de nature rhamnolipidique, sur la base des analyses FTIR. Ces quatre biosurfactants sont caractérisés par des propriétés tensiactives intéressantes : une faible CMC, une importante réduction de la tension de surface... Ils sont stables vis-à-vis d’une large gamme de pH, de température et de salinité. De plus, ces agents tensioactifs sont doués d’activité de remobilisation des hydrocarbures contenus dans des sols pollués par. Les biosurfactants BS-FLU5, BS-PYR2 et BS-CO100, présentent des activités anti-adhésives et anti-biofilms intéressantes contre des biofilms de certains microorganismes pathogènes. Par ailleurs, une propriété cicatrisante remarquable sur des plaies d’excision chez un modèle expérimental de rats de race Wistar, a été montrée par les quatre biosurfactants pour des concentrations de l’ordre de 5 et 10 mg/ml, en comparaison avec un cicatrisant de référence (CICAFLORA®). A noter que, l’évaluation de la cytotoxicité des biosurfactants étudiés, a montré qu’ils n’ont pas des effets toxiques sur des cellules rénales humaines HEK-239 à des concentrations jusqu’à 1000 µg/ml pour BS-FLU5 et BS-CO100 et jusqu’à 200 µg/ml pour BS-NAPH6 et BS-PYR2. La production des biosurfactants de la souche FLU5 à l’échelle pilote (deux fermenteurs de 20 et 100 litres, volume total), en présence d’un milieu économique, montre une augmentation des quantités des biosurfactants produits par rapport à l’échelle laboratoire (erlenmeyer, 1 litre). L’ensemble de ces résultats prometteurs, montrent que les souches marines isolées FLU5, NAPH6, PYR2 et CO100, ainsi que leurs biosurfactants demeurent d’intérêts biotechnologiques pour divers types d’applications, tels que la bioremédiation, l’agroalimentaire, la cosmétique<br>Pollution of coastal marine ecosystems by hydrocarbons, in particular polycyclic aromatic hydrocarbons (PAHs), is a major environmental problem. The South coast of Sfax (Tunisia) is an example of a polluted ecosystem subject to both urbanization and industrialization including the outfall of untreated domestic sewage and wastewaters, fishery activities, as well as ship traffic and boat pollution. The physico-chemical characterization of the seawater taken from three harbours (pleasure, commercial and fishing) of the city of Sfax, showed a heavy contamination by organic and inorganic micropollutants. These are excellent tracers of urban and industrial pollution, and they are among the most toxic compounds due to their low biodegradation.The molecular fingerprinting technique (PCR-SSCP) showed the dominance of the Bacteria domain followed by Eucarya and Archaea within the studied marine samples. Statistical analysis using the R software, showed that no correlation was identified between the bacterial community identified by PCR-SSCP and the studied physico-chemical parameters.In another part, four marine, aerobic and hydrocarbonoclastic strains: Bacillus stratosphericus FLU5, Pseudomonas aeruginosa NAPH6, Bacillus licheniformis PYR2, isolated after enrichments on fluoranthene, naphthalene and pyrene, respectively, and in the presence of 30 g/l NaCl. Strain Staphylococcus sp. CO100 was isolated after enrichment on crude oil, in the presence of 100 g/l. Chromatographic analysis (GC-MS or GC-FID), showed the interesting biodegradative capacities of these recalcitrant compounds by the isolated bacteria.Besides, these strains showed their capacity to produce efficient surface active agents BS-FLU5, BS-NAPH6, BS-PYR2 and BS-CO100, on several substrates and in particular the residual frying oil, which is a cheap and renewable carbon source alternative, thus minimizing the high cost of producing surfactants. The MALDI-TOF/MS analysis of the purified BS-FLU5, BS-PYR2 and BS-CO100 biosurfactants revealed that they are belonging to lipopeptide family. FTIR analysis showed the glycolipid nature, more precisely the rhamnolipid type, of biosurfactant BS-NAPH6.These four biosurfactants are characterized by interesting tensioactive properties (low CMC, important surface tension reduction...). Furthermore, these surface active agents showed interest stability against a broad range of pH, temperature and salinity. The application of these biosurfactants, in oil recovery, from hydrocarbons-contaminated soil, showed that they were more effective on the hydrocarbon-remobilization than some tested synthetic surfactants. The biosurfactants BS-FLU5, BS-PYR2 and BS-CO100, were found to have notable anti-adhesif and anti-biofilm activities, being able to prevent and eliminate the biofilm formation by pathogenic microorganisms. Moreover, the four tested biosurfactants showed an interesting healing activity, on the wound site in a rat model. They increased significantly the percentage of wound closure when compared to the untreated and CICAFLORA® (a reference pharmaceutical product) treated groups, using two different concentrations (5 and 10 mg/l). Interestingly, the evaluation of the cytotoxicity of the studied biosurfactants, showed that they have no toxic effects on human HEK-239 cells at concentrations up to 1000 μg/ml for BS-FLU5 and BS-CO100 and up to 200 μg/ml for BS-NAPH6 and BS-PYR2. An attempt to produce biosurfactant produce by strain FLU5 on a pilot-scale (fermentors of 20 and 100 liter, as total volume), using a cost-effective medium, was also performed. Preliminary results showed an increase in the quantities of biosurfactantsBS-FLU5 produced on a pilot-scale compared to the lab-scale (Erlenmeyer of 1 liter).These results highlight the interest for potential use of strains FLU5, NAPH6, PYR2 and CO100, as well as their biosurfactants, in a wide variety of industrial, environmental and biotechnological applications

Dans un contexte de mondialisation des échanges, les ports maritimes constituent un lieu de transition essentiel des biens consommés en ce qui concerne les zones idustrialo-portuaires ainsi que des centres de loisirs nautiques quant aux ports de plaisance. Leurs activités ont subi de très rapides évolutions qui ont nécessité des efforts considérables d'adaptation du secteur. Le développement du droit de l'environnement, tant au niveau national qu'européen ou international, a apporté de nouvelles problématiques à la recherche de l'efficience économique des ports maritimes, nécessitant de définir des politiques de gestion respectueuses de l'équilibre naturel qui les entoure. L'enjeu est alors de concilier développement économique et protection de l'intérêt général à travers la protection de l'environnement, sans toutefois provoquer une distorsion de concurrence. La présente étude démontrera l'intérêt que représente pour les ports maritimes la prise en compte de la notion d'“aménagement intégré”. Elle fera état des outils existants qu'ils ont à leur disposition et proposera des pistes nouvelles, afin de tendre vers une meilleure protection de l'environnement dans le cadre des activités portuaires<br>In a context of globalization of exchanges, seaports constitute an essential place of transition for the consummate goods and a centre of nautical leisure activities as reguards pleasure ports. Their activities, in a constant evolution, required considerable efforts of adaptation. The development of environmental laws, considering national, european and international ones, brought new challenges in search of the economic efficiency of seaports, requiring to define new policies of respectful managements of wildelife which surrounds them. Stakes then, will be to ensure their economic development while protecting of the public oder through the environmental protection, without provoking however a distortion of the economic competition. The present study will prove that seaports have a strong interest to enhance the notions of integrated management and will show the existing tools which ports are able to use and will propose new tracks, to aim at considering environmental protection within the framework of the harbour activities

One of the primary modes for pollutants to reach the human body is through their release into the atmosphere and dispersion in the nearby areas. This makes air emissions one of the important components of an environmental assessment. They are frequently of interest to the people living in the vicinity of the site. The analysis carried out in this research provides a framework for atmospheric dispersion modeling of air pollutants using AERMOD, the United States Environmental Protection Agency (US EPA) approved regulatory model, for modeling port related emissions. There are various sources of emissions from the ports, however for this study, emissions from roadways, small equipment, and marine related sources are considered. AERMOD was used to estimate ambient pollutant concentrations of selective criteria pollutants such as NOx, SO2, CO and PM10 from a hypothetical port.

Le secteur du transport maritime assure le plus grand volume des échanges commerciaux entre la Tunisie et des pays du monde entier. L’entretien régulier des ports, particulièrement par le dragage des sédiments qui s’y accumulent, est indispensable pour garantir une circulation maritime fluide et sécuritaire. En Tunisie, les sédiments dragués sont soit rejetés en mer soit mis en dépôts terrestres. Bien que le rejet en mer soit interdit dans certains cas, par les critères environnementales adoptés, il constitue la solution la plus économique et donc la plus fréquemment utilisée. Dans le cadre de cette étude les sédiments de deux ports : le port de Radès et le port de Gabès ont été caractérisés en vue de comprendre leurs comportements et proposer au moins à un des deux cas une nouvelle alternative de gestion à savoir une valorisation dans un matériau de construction ou routier. Une telle solution doit présenter un grand intérêt économique et environnemental. Les sédiments du port de Radès sont étudiés car ils représentent le plus grand volume des sédiments dragués en Tunisie et que ce port est le plus important dans l’activité du transport marin. Les sédiments du port de Gabès sont considérés dans cette étude car ils posent un grand problème écologique à cause des rejets industriels. La caractérisation a concerné la détermination et l’analyse des propriétés physiques, minéralogiques, chimiques et environnementales des sédiments. Cette étude a permis de dresser des fiches synoptiques assez complètes des propriétés des sédiments du port de Radès et du port de Gabès<br>Commercial harbors, which represent the basis for numerous exchanges of goods and services at the national and international levels, play a key role in the Tunisian economy. Then, dredging of accumulated sediments has always been required to have a proper functioning of trade by sea. These sediments are either discarded at sea or landfilled. Disposal at sea is prohibited for polluted sediments but it remains the most adopted solution in Tunisia as it is the cheapest one.The objective of this research project is to study the environmental and geotechnical characteristics of sediments dredged from two Tunisian harbors: Rades and Gabes and to find new paths of management of at least one of these dredged sediments. Focus is made on the possibility of a recycling method, which consists in the reuse of sediments as added product in construction or road materials. This solution should have a great economic and environmental interest. The first harbor represents the main facility place in the national transport chain. The second one is selected as its sediments present a serious ecological constraint caused by the discharge of wastes into the marine environment. Physical, chemical, mineralogical and environmental characteristics are determined in order to draw up an accomplished synopsis of studied sediments

This dissertation uses quantitative analysis to provide insights for the urban and transportation policy-making process in order to manage two transportation externalities: road safety and air pollution in Bogotá Colombia. I performed a safety transportation risk analysis, which shows a high fatality and injury risk from road crashes in Bogota. I then analyzed safety-related benefits and costs of crash avoidance technology used in transit buses. My analysis reveals that despite of the life-safety benefit expected, Bogota’s values of statistical life and injuries make an investment on the technology for buses fall into the economically unjustified ranges. To analyze traffic related air pollution emissions, I developed a link-based emission model, which then it’s used to explore the traffic-related air pollution impacts of a highway capacity enhancement plan and a scrappage program for private cars. I use a bottom-up model that couples detailed activity data from a TAM, developed in EMME/4, with various emissions factors to develop a high-resolution road traffic emissions inventory for Bogotá. In particular, I use three emission models to produce the traffic related emission inventory, which includes exhaust emissions of five criteria air pollutants: Carbon monoxide (CO), Nitrogen Oxide (NOx), Sulphur oxides (SO2), Particulate Matter (PM, particles with diameters of 10 micrometers and smaller), and Volatile Organic Compound (VOC) emissions generated by hot-stabilized vehicle activity. The on-road vehicle emission model developed as part of this work marks an important turn over previous tools, because it opens the possibility to integrate environmental and transportation policy-making in Bogota. Integrating transportation and environmental policies has the potential to move the focus of environmental programs from “end-of-the-pipe” solutions to holistic analysis of how the land use, transportation systems and vehicle technology decisions play out on the levels of pollution in the city.

Indoor air quality is a growing concern in the world. People spend a considerable amount of time in indoor environments such as homes, workplaces, shopping malls, stores, and so on. Indoor sources like incense and candle burning, cooking contribute a significant amount of indoor air pollutants such as particulate matter, carbon monoxide (CO), volatile organic compounds. Exposure to these kinds of pollutants can result in adverse health effects. The purpose of this research is to determine the particulate matter and carbon monoxide emission factors (EFs) from incense stick burning. A test chamber with a rectangular exhaust duct, a fan to exhaust air with pollutants in it, and pollutant sensors were used to achieve the project goals. Several experiments were performed with different cases/scenarios to accurately estimate the EFs and several test runs were conducted for each case to test the repeatability of the results. The CO, PM2.5 (mass), PM2.5 (number), PM10 (mass), PM10 (number) EFs developed in this research are between 110-120 mg/g of incense, 2.5-3 mg/g of incense, 800-1100 #particles/µg of incense, 32-33 mg/g of incense, 1200-1400 #particles/µg of incense respectively.

Marine ecosystems represent the greatest volume of the biosphere and the largest surface of the planet. They are home to an enormous diversity of animals, plants and microbes and are crucially important resource for fishing, transport, mining and recreation. Humans have been dependant on the seas and oceans for many millennia and have used the coastal waters as a prehistoric resource for food and expansion around the planet (Moore et al., 2013). Coastal region are frequently areas of great natural beauty and are used extensively for recreation and tourism as reflected in the mass migration of people to the coasts in the holiday seasons (Golyshin et al., 2003). The Mediterranean has become one of the most demanded destinations for organized touristic routes (increasing cruising market) and "self-made" ones (boating and chartering). Despite the strict link between tourism development in coastal areas and port facilities, the sector growth has not been sustained neither by an adequate expansion nor by an adaptation of the ports. Ports have a decisive role in the development of coastal areas and the risk of impact of infrastructures construction and maritime traffic on the coastal zone is high. Ports are part of the logistics chain and the transport networks with a decisive role in the development of coastal areas. However, the risk of impact of infrastructures construction and maritime traffic on the coastal zone is high. The problem with any port expansion is the balance between environmental and social-economic issues (sustainable development). In fact, if on one hand the development of infrastructures has to take into account environmental impact and restoration to ecological standards, on the other hand, denial of port expansion for environmental reasons may favour other competing ports. Due to their strategic location between sea and land, ports are particularly critical environments as they can receive pollution coming from land, ships and from the port facilities themselves. Furthermore, ports are not closed systems and their pollution may impact large parts of the adjacent coastal areas. Specifically, pollution by petroleum hydrocarbons is one of the major environmental problems in ports and it is mainly associated with the heavy ship/boat traffic and the related facilities located in these areas. The ship transport in ports is powered by diesel. The present study was carried out in the framework of the MAPMED project (Management of Port areas in the Mediterranean Sea Basin). The general objective of the project was to improve the environmental sustainability of tourist coastal areas in the Countries of the Mediterranean Sea Basin through the promotion of a long term cooperation between Institutional Authorities and the scientific community and, at a more specific level, to optimize, validate and transfer tools to guide Institutional Authorities in the sustainable management of tourist ports/harbours with regard to monitoring and reduction of hydrocarbon pollution. Strategies for cleaning up hydrocarbon pollution are greatly affected by a variety of factors, such as type of oil, characteristics of the spill site, and occasionally political considerations. A number of approaches and technologies have been developed for controlling oil pollution in marine environments. Bioremediation has emerged as one of the most promising treatment options for oil removal since its successful application after the 1989 Exxon Valdez spill. The general objective of this work was to evaluate and compare the applicability of different bioremediation approaches of seawaters and sediments in Mediterranean tourist ports. Particularly, it was directed to contribute to the answer to two following main questions: -Do different tourist ports share the same bacterial communities? -Do bioremediation strategies have similar applicability in different tourist port areas? The specific aims of the present study were: 1. Definition and comparison of the pollution status of seawater. 2. Comparison of the bacterial communities in seawater. 3. Characterization of the dominant cultivable hydrocarbon-degrading bacteria from seawater and sediments. 4. Comparison of the effects of biostimulation treatment on bacterial communities in seawater at laboratory scale. 5. Comparison of the effect of bioaugmentation treatments on PAH degradation in sediments at laboratory scale. Three tourist ports located across the Mediterranean Sea were selected as case study sites representative tourist harbours in the Basin: Cagliari (Sardinia, Italy) in the western part, El Kantaoui (Tunisia) in the central part, and Heraklion (Crete, Greece) in the eastern part. Beside their geographic position, port selection was also based on other different elements, such as categories of maritime traffic, port dimension and existing information on pollution. The maritime traffic inside the three tourist ports is represented by recreational boats, passenger ships and fishing vessels. In addition to the marine traffic, the major pollution sources related to the three port areas are wastewater discharges into the sea, river mouth, fuelling stations, and fishing activities. Data demonstrated that Cagliari port was characterized by a high level of eutrophication. Coherently with the high nutrient load, the viable title of heterotrophs was one-log higher in the seawater of Cagliari port when compared with values found in the other ports. The structure of the microbial communities in seawater from Cagliari and El Kantaoui were more similar to one another than the others while Heraklion presented different community structures. During the biostimulation treatment in seawater microcosms, comparable degradation kinetics were found for Cagliari and Heraklion sites. Furthermore, nutrient amendments in El Kantaoui microcosms resulted in a two-fold increase in the degradation rates as compared to the other two port areas. The structures of the bacterial communities of El Kantaoui were more homogenous than those from Cagliari, while Heraklion presented a moderate change in community structures during bioremediation treatment. Moreover, different community structures were found for the three sites at the end of the treatment. The community of cultivable degraders from seawater of the Cagliari port was dominated by copiotrophic bacteria belonging to the genus Pseudomonas whereas the majority of the isolates from Port El Kantaoui were Alcanivorax. Both OHCBs and non-professional hydrocarbonoclastic bacteria were equally represented in the community from Heraklion port. The autochthonous population from the sediments of El Kantaoui does not possess the metabolic routes necessary to metabolize BaP being the addition of an allochthonous strain a successful strategy for promoting BaP degradation. Thus, a selectivity of the bioaugmentation treatments was demonstrated both in terms of typology of PAHs and sediments.

The level of air pollution in urban areas, which is largely affected by road traffic, is an issue of high political relevance. Congestion is most prevalent in urban areas and a common and increasingly present phenomenon worldwide. The first four chapters of this study have investigated how and to what extent models, which are used to predict emissions on road links in urban road networks, include the effects of congestion on emissions. In order to make this assessment, traffic engineering literature and empirical studies have been examined and used as a basis to review (current) emission models that exist or have been used around the world. Congestion causes changes in driving patterns of individual vehicles in a traffic stream, and these changes are subsequently reflected in changes in congestion indicators and changes in emission levels. This consideration and a literature review has led to a proposed 'congestion typology' of emission models, which reflects the different ways in which and the extent to which congestion has been incorporated in these models. The typology clarifies that six of in total ten families of emission models that were investigated in this thesis explicitly consider congestion in the modelling process (i.e. model variables are related to congestion), although this is done in different ways. For the remaining four families of emission models it was not possible to determine the extent to which congestion has been incorporated on the basis of literature review alone. Two families fell beyond the scope of this work since they cannot be used to predict emission on road links. For the other two families it became clear in the course of the thesis that the extent can be determined through analysis of driving pattern data (and other information with respect to e.g. data collection) that were used in the model development. A new methodology is presented in this thesis to perform this analysis and to assess the mean level of congestion in driving patterns (driving cycles). The analysis has been carried out for one important family of emission models, the so-called travel speed models ('average speed models'), which are used extensively in urban network modelling. For four current models (COPERT III, MOBILE 6, QGEPA 2002, EMFAC 2000), it is concluded that these models implicitly (i.e. congestion is inherently considered) take varying levels of congestion into account, but that this conclusion is subject to a number of limitations. It became clear in the course of this study that prediction of (the effects of) congestion in both traffic models and emission models is generally restricted to certain modelling dimensions. As a consequence, the effects of congestion are only partially predicted in current air emission modelling. Chapter 5 has attempted to address the question whether congestion is actually an important issue in urban network emission modelling or not. It also addressed the question if different types of emission models actually predict different results. On the basis of a number of selection criteria, two types of models were compared, i.e. one explicit model (TEE-KCF 2002) and two implicit models (COPERT III, QGEPA 2002). The research objectives have been addressed by applying these emission models to a case-study urban network in Australia (Brisbane) for which various model input attributes were collected from different sources (both modelled and field data). The findings are limited by the fact that they follow from one urban network with particular characteristics (fleet composition, signal settings, speed limits) and application of only a few particular emission models. The results therefore indicate that: 1. Changes in traffic activity (i.e. distribution of vehicle kilometres travelled on network links) over the day appear to have the largest effect on predicted traffic emissions. 2. Congestion is an important issue in the modelling of CO and HC emissions. This appears not to be the case for NOx emissions, where basic traffic composition is generally a more important factor. For the most congested parts in the urban network that have been investigated, congestion can more than double predicted emissions of CO and HC. 3. Different types of emission models can produce substantially different results when absolute (arithmetic) differences are considered, but can produce similar results when relative differences (ratio or percent difference) are considered.

The level of air pollution in urban areas, which is largely affected by road traffic, is an issue of high political relevance. Congestion is most prevalent in urban areas and a common and increasingly present phenomenon worldwide. The first four chapters of this study have investigated how and to what extent models, which are used to predict emissions on road links in urban road networks, include the effects of congestion on emissions. In order to make this assessment, traffic engineering literature and empirical studies have been examined and used as a basis to review (current) emission models that exist or have been used around the world. Congestion causes changes in driving patterns of individual vehicles in a traffic stream, and these changes are subsequently reflected in changes in congestion indicators and changes in emission levels. This consideration and a literature review has led to a proposed 'congestion typology' of emission models, which reflects the different ways in which and the extent to which congestion has been incorporated in these models. The typology clarifies that six of in total ten families of emission models that were investigated in this thesis explicitly consider congestion in the modelling process (i.e. model variables are related to congestion), although this is done in different ways. For the remaining four families of emission models it was not possible to determine the extent to which congestion has been incorporated on the basis of literature review alone. Two families fell beyond the scope of this work since they cannot be used to predict emission on road links. For the other two families it became clear in the course of the thesis that the extent can be determined through analysis of driving pattern data (and other information with respect to e.g. data collection) that were used in the model development. A new methodology is presented in this thesis to perform this analysis and to assess the mean level of congestion in driving patterns (driving cycles). The analysis has been carried out for one important family of emission models, the so-called travel speed models ('average speed models'), which are used extensively in urban network modelling. For four current models (COPERT III, MOBILE 6, QGEPA 2002, EMFAC 2000), it is concluded that these models implicitly (i.e. congestion is inherently considered) take varying levels of congestion into account, but that this conclusion is subject to a number of limitations. It became clear in the course of this study that prediction of (the effects of) congestion in both traffic models and emission models is generally restricted to certain modelling dimensions. As a consequence, the effects of congestion are only partially predicted in current air emission modelling. Chapter 5 has attempted to address the question whether congestion is actually an important issue in urban network emission modelling or not. It also addressed the question if different types of emission models actually predict different results. On the basis of a number of selection criteria, two types of models were compared, i.e. one explicit model (TEE-KCF 2002) and two implicit models (COPERT III, QGEPA 2002). The research objectives have been addressed by applying these emission models to a case-study urban network in Australia (Brisbane) for which various model input attributes were collected from different sources (both modelled and field data). The findings are limited by the fact that they follow from one urban network with particular characteristics (fleet composition, signal settings, speed limits) and application of only a few particular emission models. The results therefore indicate that: 1. Changes in traffic activity (i.e. distribution of vehicle kilometres travelled on network links) over the day appear to have the largest effect on predicted traffic emissions. 2. Congestion is an important issue in the modelling of CO and HC emissions. This appears not to be the case for NOx emissions, where basic traffic composition is generally a more important factor. For the most congested parts in the urban network that have been investigated, congestion can more than double predicted emissions of CO and HC. 3. Different types of emission models can produce substantially different results when absolute (arithmetic) differences are considered, but can produce similar results when relative differences (ratio or percent difference) are considered.<br>Thesis (PhD Doctorate)<br>Doctor of Philosophy (PhD)<br>School of Environmental Planning<br>Full Text

Air pollution is a public health issue, and traffic is one of the main sources of pollutants such as NO2, PM10 and PM2.5. Consequently, European cities have been implementing low-emission zones (LEZs) by defining regulated areas, where the most-polluting vehicles are prohibited from driving. Such measure has been proven to mostly accelerate local fleet renewal rates, thus decreasing emissions and overall pollutant concentrations, provided that restrictions were strict enough. The 2019 mobility-orientation law in France made mandatory for some territories to set up action plans for tackling air pollution issues. With only four currently implemented LEZs in France, feedback from similar territories within the country may be lacking for decision-makers. The goal of this thesis was therefore to aggregate past experiences of already-implemented LEZs in Europe in order to provide recommendations for a large-scale implementation of such policy in France. Relevant city-specific indicators were identified, and K-Means clustering was implemented in order to classify European cities currently implementing LEZs. Such typology was applied to French territories that may face an obligation to implement a LEZ. Recommendations regarding the most relevant strategies were thus formulated. Four city archetypes were identified – public transport metropoles, cycling cities, car-oriented cities, and walkable-impoverished cities. LEZ strategies applied in Berlin, Brussels and Lisbon were respectively the identified best practices associated with the first three clusters. Moreover, out of the 263 French territories targeted in the mobility-orientation law, 54 of them were classified according to the developed typology. More specifically, the majority of them fell into the car-oriented archetype and 20 agglomerations could hence reasonably adapt the Lisbon strategy to their local specificities. Six territories at the outskirts of Paris, associated with public transport metropoles, could also investigate how the current Greater Paris LEZ affect their inhabitants. This thesis is the first to propose a typology tailored for LEZ evaluation. By incorporating modal shares within the classification indicators, potential synergies between LEZs and existing transportation networks were highlighted. Additionally, this thesis shows that future research should focus on investigating impacts of LEZs on traveling patterns and mode choices (vehicle purchases, modal shifts, etc.). This would help future ex-ante evaluations to better calibrate hypotheses regarding direct effects of LEZs.

The transportation sector is responsible for the majority of airborne particles and global energy consumption in urban areas. Its role in generating air pollution in urban areas is even more critical, as many visitors, commuters and citizens travel there daily for various reasons. Emissions released by transport fleets have an exhaust (tailpipe) and a non-exhaust (brake wears ) origin. Both exhaust and non-exhaust airborne particles can have destructive effects on the human cardiovascular and respiratory systems and even lead to premature deaths. This dissertation aims to estimate the amount of exhaust and brake emissions in a real case study by proposing an innovative methodology. For this purpose, different levels of study have been introduced, including the subsystem level, the system level, the environmental level and the suprasystem level. To address these levels, two approaches were proposed along with a data collection process. First, a comprehensive field survey was conducted in the area of Buonconsiglio Castle and data was collected on traffic and non-traffic during peak hours. Then, in the first approach, a state-of-the-art simulation-based method was presented to estimate the amount of exhaust emissions generated and the rate of fuel consumption in the case study using the VISSIM traffic microsimulation software and Enviver emission modeler at the suprasystem level. In order to calculate the results under different mobility conditions, a total of 18 scenarios were defined based on changes in vehicle speeds and the share of heavy vehicles (HV%) in the modal split. Subsequently, the scenarios were accurately modelled in the simulation software VISSIM and repeated 30 times with a simulation runtime of three hours. The results of the first approach confirmed the simultaneous effects of considering vehicle speed and HV % on fuel consumption and the amount of exhaust emissions generated. Furthermore, the sensitivity of exhaust emissions and fuel consumption to variations in vehicle speed was found to be much higher than HV %. In other words, the production of NOx and VOC emissions can be increased by up to 20 % by increasing the maximum speed of vehicles by 10 km/h. Conversely, increasing the HV percentage at the same speed does not seem to produce a significant change. Furthermore, increasing the speed from 30 km/h to 50 km/h increased CO emissions and fuel consumption by up to 33%. Similarly, a reduction in speed of 20 or 10 km/h with a 100% increase in HV resulted in a 40% and 27% decrease in exhaust emissions per seat, respectively. In the second approach, a novel methodology was proposed to estimate the number of brake particles in the case study. To achieve this goal, a downstream approach was proposed starting from the suprasystem level (microscopic traffic simulation models in VISSIM) and using a developed mathematical vehicle dynamics model at the system level to calculate the braking torques and angular velocities of the front and rear wheels, and proposes an artificial neural network (ANN) as a brake emission model, which has been appropriately trained and validated using emission data collected through more than 1000 experimental tribological tests on a reduced-scale dynamometer at the subsystem level (braking system). Consideration of this multi-level approach, from tribological to traffic-related aspects, is necessary for a realistic estimation of brake emissions. The proposed method was implemented on a targeted vehicle, a dominant SUV family car in the case study, considering real driving conditions. The relevant dynamic quantities of the targeted vehicle (braking torques and angular velocities of the wheels) were calculated based on the vehicle trajectory data such as speed and deceleration obtained from the traffic microsimulation models and converted into braking emissions via the artificial neural network. The total number of brake emissions emitted by the targeted vehicles was predicted for 10 iterations route by route and for the entire traffic network. The results showed that a large number of brake particles (in the order of billions of particles) are released by the targeted vehicles, which significantly affect the air quality in the case study. The results of this dissertation provide important information for policy makers to gain better insight into the rate of exhaust and brake emissions and fuel consumption in metropolitan areas and to understand their acute negative impacts on the health of citizens and commuters.

The objectives of this study are to measure the non-methane volatile organic carbon (NMVOC&#039<br>s) emissions from passenger cars in Turkey having gasoline engines, to determine emission factors of these vehicles for BTEX compounds and comparison of emission factors obtained in this study with the emission factors of the other countries. This study was conducted in two parts: The first part was to determine the categories of passenger cars widely used in Turkey, and also to determine the average carbon monoxide (CO) and hydrocarbon (HC) emissions at idle condition for these car types based on the exhaust emission measurements of Ankara &Ccedil<br>evre Koruma Vakfi (AN&Ccedil<br>EVA). The second part of the study was to analyze the gas composition of exhaust gasses at different road conditions for BTEX components by using gas chromatography. The results of the study have shown that the cars named under &lsquo<br>&lsquo<br>Tofas&rsquo<br>&rsquo<br>constitute 31.5% and &lsquo<br>&lsquo<br>Fiat&rsquo<br>&rsquo<br>13.1% of the total cars in Turkey and they are manufactured by the same company. Therefore, studies have been performed with &lsquo<br>&lsquo<br>Tofas/Fiat&rsquo<br>&rsquo<br>cars. The highest emission factors among hydrocarbons investigated in this study were found for toluene and m-xylene. Generally, as driving speed increases the emissions of HC&rsquo<br>s are found to decrease in concentration. It was interesting to note that the highest emissions occur at 30 km/hr speed which is the mostly used speed in crowded streets and busy intersections. Therefore, it was concluded that it is very important to take measures for emissions in the city traffic. Cold start emissions were also found to be higher than the hot start emissions.

Taux d'emission des hydrocarbures non methaniques de regions sources caracteristiques telles que le sol de la foret tropicale, les zones rurales et la surface de l'ocean. Cinetique des echanges entre les sources en surface et la basse atmosphere et interactions atmospheriques

Emissions of ammonia (NH3) into the atmosphere, principally from agricultural sources, have been implicated in the pollution of forests, moorlands and grasslands, through the subsequent deposition of reduced nitrogen (NH,, -N). Consequently, legislation has been implemented to control both the transboundary transport and local environmental impacts of NH,,. This thesis investigates the emission, dispersion and local deposition of N113 from two sources that are major components of national N113 emissions inventories, slurry applied to grassland and naturally ventilated cattle buildings. AN balance method was identified for determining the time-average deposition of N113 downwind of a farm building, whilst an adapted micrometeorological flux-gradient technique was developed for estimating local deposition downwind of slurry spreading. This method used an analytical atmospheric dispersion model to provide advection corrections to the standard flux-gradient method. The UK-ADMS model, which incorporates a reasonably detailed treatment of building effects, was identified for use in determining the near-field dispersion from naturally ventilated farm buildings. Eight field experiments were conducted to determine the emission, dispersion and local deposition of N113 volatilised from slurry applications. Emission fluxes during the initial runs following slurry spreading were found to depend on friction velocity, relative humidity and rainfall. Local deposition, at sufficient rates to affect local deposition budgets, was not found to occur during near-freezing conditions or following the application of fertilisers. Local deposition velocities during other periods were found to depend on the latent heat flux, temperature and the roughness length. During such periods, 14 - 18 % of the emitted NH3 was estimated to deposit within 50 rn of the source. Experiments were also conducted at two naturally ventilated farm buildings, the Silsoe Research Institute Structures Building and a working dairy farm. Ammonia emission factors were determined for the main building and slurry lagoon at the dairy farm. A novel application of a model back-calculation method was applied to determine the emission from the lagoon. Dispersion of NH3 from both sites was found to be adequately modelled using UK-ADMS. Approximately 2% of the emitted NH3 deposited within 100 - 150 rn of each building. Time averaged deposition velocities calculated from the farm building studies confirmed that NH3 was deposited to the leaf surfaces and uptaken across the leaf cuticle. Temperature dependent exchange rates were also indicated by the results of the farm building experiments, With NH3 uptake being regulated by the assimilation potential of the plant. The experimental results demonstrated that deposition around both sources could lead to local critical load exceedancesT. hese were only estimatedt o occur within a few tens of metres downwind of slurry spreading whilst critical load exceedancesw ere predicted at distanceso f up to 100 m or more downwind of the farm building. The temporal variability in local recapture found in these experiments, particularly for farm buildings, suggests that seasonal variability in the treatment of N113 eniission and deposition should be included in atmospheric transport models. Furthermore, it is possible that transboundary transport of NHx may increase during winter periods with peak housing emissions.

Les COV (Composés Organiques Volatils) jouent un rôle majeur dans la problématique de pollution atmosphérique, puisqu’ils interviennent en tant que précurseurs des composés secondaires comme l’ozone troposphérique (O3) et l’Aérosols Organiques Secondaires (AOS) qui ont des impacts sur la santé et le climat. Afin de mettre en place des stratégies efficaces de réduction de la pollution de l’air, il est crucial de caractériser et quantifier la contribution des principales sources d’émission de COV.Le bassin méditerranéen constitue un environnement complexe, favorisant le développement des épisodes de pollution. Cependant, les mesures de COV dans les zones urbaines de la région restent limitées et les études existantes ont montré des incertitudes significatives quant à la contribution des différentes sources d’émission. Dans ce contexte, Athènes (Grèce) est un cas d’étude intéressant notamment pour les COV. Cette zone urbaine fait face à des dépassements des valeurs limites européennes en d’O3 et d’AOS ainsi qu’une augmentation des émissions de polluants pour des sources spécifiques (par exemple, le chauffage résidentiel au bois).Les travaux présentés dans ce manuscrit portent sur l’étude des COV à Athènes, réalisée dans le cadre du projet international ChArMEX (The Chemistry – Aerosol Mediterranean Experiment). La méthodologie s’appuie sur une campagne de mesure de 17 mois (d’octobre 2015 à février 2017) sur un site représentatif proche du centre-ville, sur deux campagnes intensives d’un mois chacune réalisées à la même station ainsi que sur deux campagnes réalisées en champ proche des sources (en tunnel et en station trafic).Plus de 40 COV de 2 à 16 atomes de carbone (C2 à C16) ont été mesurés, permettant la caractérisation détaillée de leur variabilité temporelle et spatiale sur une base annuelle, suivie de la détermination des facteurs d’influence. Les COV de C2 à C3 étaient mesurés pour la première fois à Athènes. La comparaison aux autres études de COV en zones urbaines a mis en évidence la typologie des sources ainsi que l’importance de la pollution atmosphérique en hiver à Athènes. Concernant les monoterpènes et l’isoprène, composés en général d’origine biogénique, l’analyse a mis en évidence des sources anthropiques dans cette atmosphère urbaine, ce qui fournit des informations intéressantes pour l’évaluation de leur impact sur la qualité de l’air en tant que précurseurs des polluants secondaires. L’application du modèle orienté récepteur « Positive Matrix Factorization » (PMF) sur la base de données annuelles, a permis d’identifier et quantifier les contributions des principaux facteurs associés aux sources de COV. Les émissions liées au transport routier et au chauffage résidentiel ont été déterminées comme les sources de COV dominantes. Une seconde analyse PMF sur la base de donnes des campagnes intensives à d’une part corroboré les résultats et, d’autre part, a conduit à l’identification de sources supplément aires comme l’évaporation de carburants des points stationnaires<br>VOC (Volatile Organic Compounds) are key constituents of atmospheric chemistry and pollution as precursors of harmful compounds like ground ozone and secondary organic aerosols, which in turn have a strong impact on local/regional air quality, climate, vegetation and human health. For that reason and in order to design and implement efficient air pollution control measures, there is a growing interest for their better characterization, as well as the identification, speciation and quantification of their respective sources.Mediterranean basin is a complex environment, favoring the development of severe air pollution events. Despite that, there is a lack of VOC studies in the urban areas of the region, while the existing ones have shown significant uncertainties associated with compounds speciation and the contribution from the different emission sources. Considering this, Athens (Greece) is the ideal place for VOC measurements due to the lack of reported levels for NMHCs the last 15 years, the continuous exceedances of O3 and aerosol concentrations and the increasing emissions from specific pollutant sources (e.g. wood burning for residential heating). In this work, we report the results of an 17-mounth field campaign for NMHCs in Athens (October 2015 – February 2017), under the frame of the international project ChArmEX (The Chemistry – Aerosol Mediterranean Experiment). This was supported by two one-month intensive observation periods (winter and summer) at the same station, and two additional near-source campaigns (tunnel and traffic station). More than 40 VOC with 2 to 16 carbon atoms have been measured giving for the first time a detailed characterization of their temporal and spatial variability on an annual basis, especially for C2 – C3 NMHCs, followed by the determination of its driving parameters. The comparison with other VOC studies in cities worldwide highlighted the role of sources to the observed levels, with significant air pollution for Athens in winter. Furthermore, the analysis indicated that monoterpenes and isoprene, known compounds of biogenic origin, presented a complex variability propably influenced by emissions other than biogenic. The latter provides interesting insights for the assessment of their impact on air quality, as precursors of secondary pollutants. Moreover, the application of the receptor-oriented model Positive Matrix Factorization (PMF) allowed the identification of the main factors related to VOC sources and the quantification of their contribution. Traffic-related emissions and residential heating were determined as the major VOC sources in the city, whereas a second PMF simulation to the intensive observation period gave additional information about sources such as the fuel evaporation from stationary points

Thesis (Ph.D)--Civil and Environmental Engineering, Georgia Institute of Technology, 2007.<br>Committee Chair: Dr. Armistead G Russell; Committee Member: Dr. James A. Mulholland; Committee Member: Dr. Michael Chang; Committee Member: Dr. Randall L. Guensler; Committee Member: Dr. Yuhang Wang. Part of the SMARTech Electronic Thesis and Dissertation Collection.

As emissões de poluentes atmosféricos decorrentes de veículos automotores representam um grave problema ambiental. O modo de operação do veículo influencia diretamente a quantidade de poluentes emitidos. Quando um veículo inicia sua operação com motor frio, efeito denominado de partida a frio, a quantidade de poluentes emitidos torna-se consideravelmente maior em comparação às condições estabilizadas de temperatura do motor. O efeito da partida a frio é bastante representativo em viagens de curta duração, como é o caso dos deslocamentos urbanos. Este estudo propõe um método para a determinação e distribuição espacial do adicional de emissões de poluentes em partida a frio. Este método foi aplicado em Porto Alegre, utilizando informações de tráfego e da frota local coletados na pesquisa de entrevistas domiciliares, realizada no ano de 2003. Os fatores de emissão utilizados embasaram-se em um estudo realizado com veículos brasileiros. Os resultados da aplicação do método indicaram que a maior parte das partidas a frio ocorre na região central de Porto Alegre e suas adjacências, sendo maior no período matinal. Observou-se também que os maiores responsáveis pelo adicional por partida a frio são os veículos equipados com conversores catalíticos e injeção eletrônica de combustível. Entretanto, os veículos mais antigos, sem conversor catalítico e equipados com carburador, são os maiores responsáveis pela emissão total, adicional por partida a frio e emissão estabilizada de CO e HC nos períodos analisados. Através do método proposto neste estudo foi possível identificar áreas críticas que necessitam de ações de controle de emissões em partida a frio. Os resultados deste estudo podem subsidiar o planejamento e gerenciamento das condições ambientais provocadas pelas emissões veiculares em áreas urbanas.<br>Atmospheric pollution from vehicle emissions is a serious environmental problem. The vehicle operation mode influences directly in the amount of emitted pollutants. When a vehicle begins its operation with the cold engine, called as cold start effect, the amount of emitted pollutant becomes considerably higher than when in stabilized conditions of engine’s temperature. Cold start effect are very representative in short travels, such as urban trips. This study proposes a method to estimate the amount and spacial distribution of the additional cold start pollutant emissions. This method was applied to Porto Alegre, Brazil, using traffic and local fleet data from a household travel survey of 2003. Emissions factors were based on a study of Brazilian fleet. The results from the method application showed that cold start emissions in Porto Alegre are higher in the morning peak and most of the cold start emissions are concentrated in the town center and its adjacencies. The results also showed that the catalyst fuel injection vehicles are the main responsible for the additional cold start emissions. However, old vehicles, without catalyst and equipped with carburetor, are the main responsible for the total, cold start and running emissions, CO and HC emissions in both analyses periods. Through the proposed method, it was possible to identify critical areas that need control actions of cold start emissions. The results from this study can assist planning and management of the environmental conditions deriving from vehicular emissions in urban areas.

Air pollution and greenhouse gas emissions affect health, climate and agriculture. In sub-Saharan Africa (SSA) air quality monitoring is underdeveloped which leads to uncertainty in the understanding of air pollution concentrations. However, studies that have been conducted in SSA show that ambient air pollution generally exceeds World Health Organization (WHO) guidelines. These studies show particularly high concentrations in urban areas such as Nairobi, Kenya. One of the key reasons is due to emissions from transport. Therefore, the main objective of this thesis is to quantify transport related emissions, set within the context of emissions from other sectors, using Nairobi, Kenya as a case study. Thus, this thesis has developed a methodology and framework at different scales (individual vehicle, city and national) to improve our understanding of transport-related emissions of air pollutants and greenhouse gas (GHG) to help guide policy making on future mitigation plans. Road transport emissions were investigated at multiple scales; at the finest scale, particulate matter (PM) emissions from the tailpipe were measured for a few vehicles using a novel multiplexed portable measurement system. At the urban scale, a model for fuel economy was constructed for a fleet from data collected in the field. Finally, at the national scale, available data gathered on fuel economy, vehicle activity and emissions were integrated to provide a country-level assessment of air pollution and GHG emissions from road transport, including evaluation of transport policies to reduce air pollution and GHGs.

In scientific works (G. Klaassen, M. Amman, S. Kruitwagen etc.), the condition of redistribution of emissions between sources (member-countries LRTAP), is submitted as system. When you are citing the document, use the following link http://essuir.sumdu.edu.ua/handle/123456789/31282

O objetivo deste trabalho é avaliar a influência sobre o número de swirl e desempenho do motor diesel a partir de cabeçotes fabricados com variação no posicionamento relativo dos dutos de admissão em duas direções perpendiculares. Inicialmente definiu-se que o valor a ser deslocado seria de 1 milímetro, e então para cada combinação entre os dutos de admissão curto e longo deveria ser fabricado um número mínimo de seis cabeçotes para posteriores ensaios em bancada com dinamômetro. Após a fundição fabricar as nove combinações definidas, sendo uma delas com os eixos em suas condições nominais, isto é, sem o deslocamento de um milímetro, obtiveram-se um total de 60 cabeçotes. Os cabeçotes foram então controlados em máquina tridimensional, usinados e montados todos os seus componentes e enviados para a medição do número de swirl em máquina desenvolvida especialmente para este teste. Para cada cabeçote mediu-se o número de swirl duas vezes, e em seguida cada uma das nove combinações foram ensaiadas no mesmo dinamômetro e avaliados os respectivos parâmetros: consumo específico de combustível, curva de torque e emissão de poluentes. Para cada combinação mediu-se a curva de torque duas vezes e mediu-se três vezes o ciclo de emissões com treze pontos (ESC). Nos resultados de swirl, três combinações apresentaram-se fora dos limites da tolerância, uma abaixo do mínimo da tolerância em 22,7% e as outras duas além do máximo da tolerância em respectivamente 18,2% e 17,8%. Nos resultados de dinamômetro, nenhuma combinação se apresentou fora dos limites estabelecidos para o modelo de motor ensaiado nos seguintes parâmetros: consumo específico de combustível, torque e emissões de CO, HC, MP e NOx.<br>The main purpose of this work is to evaluate the influence on the swirl number and the engine diesel performance based on cylinder heads produced with variation on relative positioning of inlet ports in two perpendicular directions. Firstly, it was defined that the value to be displaced would be 1 millimeter, and then for each combination between the short and the long inlet ports should be produced a minimum of six cylinder heads for further testing on the dynamometer. After the foundry production of the defined nine combinations, one of them having the axis in their nominal positions, i.e. without the displacement of 1 millimeter, a total of 60 cylinder heads were obtained. These cylinder heads were measured in a tridimensional machine, machined and all of their components were assembled and their swirl number were measured in the machine developed specially for this method. For each cylinder head the swirl number was measured twice and after that all nine combinations were performed at the same dynamometer and the following parameters were evaluated: fuel consumption, torque curve and pollutants emission. For each combination the torque curve was measured twice and the thirteen point\'s emissions cycle (ESC) was measured three times. Concerning the swirl results, three combinations ended up out of the tolerance limits, one of them as 22,7% below the minimum tolerance and the other two as 18,2% and 17,8% respectively over the maximum tolerance. Regarding the dynamometer results, no combination ended up out of defined tolerances for the kind of engine tested in the following parameters: fuel consumption specific, torque and emissions of CO, HC, PM and NOx.

Thesis (M.S.)--West Virginia University, 2002.<br>Title from document title page. Document formatted into pages; contains ix, 137 p. : ill. (some col.), col. maps. Includes abstract. Includes bibliographical references (p. 104-105).

Orientador: Edson Tomaz<br>Tese (doutorado) - Universidade Estadual de Campinas, Faculdade de Engenharia Quimica<br>Made available in DSpace on 2018-08-11T08:10:14Z (GMT). No. of bitstreams: 1 Lyra_DiogenesGanghisPimentelde_D.pdf: 6815705 bytes, checksum: b2d5b551ed1a7b66a23067f33e565249 (MD5) Previous issue date: 2008<br>Resumo: A poluição atmosférica tem sido um dos principais temas de interesse no meio científico, tendo em vista sua implicação na qualidade da saúde humana, dos ecossistemas e dos bens construídos, identificando-se com uma dimensão fundamental na busca do desenvolvimento sustentável. A avaliação da qualidade do ar numa região depende da obtenção de dados confiáveis que descrevam as condições ambientais existentes e que sejam representativos da região em estudo. Os parâmetros a serem monitorados permitirão determinar o grau de controle necessário e, portanto, os respectivos recursos.desta forma encarar-se a poluição atmosférica como um problema de gestão pública e do bem estar comum. O presente trabalho apresenta o projeto para instalação de uma Rede de Monitoramento da Qualidade do Ar para a Região Metropolitana de Salvador - RMS, detalhando os parâmetros a serem monitorados, a localização dos pontos de monitoramento, num total de 25 estações, a especificação preliminar dos equipamentos e outros recursos e necessidades para o monitoramento dos poluentes convencionais, assim como dos parâmetros meteorológicos. A implantação desta Rede de Monitoramento da Qualidade do Ar - RMA ratificará a abertura e o interesse da gestão municipal atual com relação ao conhecimento da qualidade do ar a nível regional, demonstrando sua preocupação com relação à exposição da população à poluição ambiental urbana. Palavras-chave: Poluição do ar, estudo de dispersão e emissões atmosféricas<br>Abstract: The atmospheric pollution has been one of the main points of interest in the scientific community, considering its implication on the human health quality, the ecosystems and buildings, identifying itself to the main dimension in the search for the sustainable development. The air quality evaluation in a region depends on the availability of reliable data describing the existing ambient conditions, being representative. The parameters to be monitored will allow the assessment of the degree of the necessary control e, therefore, the respective resources. All of this makes us face the atmospheric pollution as a problem of public administration and welfare. The present work presents then, the project of an Air Quality Monitoring Network to be installed in the RMS, detailing the parameter to be monitored, the location of the monitoring points, totalizing 25 stations, the preliminary specification of the equipment and other resources and necessities for the conventional pollutants monitoring, as well as the meteorological parameters. The implementation of this Air Monitoring Network will reassure the municipal management openness and concerns regarded the air quality knowledge at a regional level, outlining its concerns regarded the population exposure to the ambient urban pollution. Key word: air pollution, air dispersion and emission atmospheric<br>Doutorado<br>Desenvolvimento de Processos Químicos<br>Doutor em Engenharia Química

The dissertation deals with the issue of of transport air pollution and proposes the construction of an instantaneous emission model, then applied to the Torino’s urban context. The work has been focused on the analysis of the different parameters on the pollutant emissions and the construction of computer tools and abacus for the energetic and environmental assessment of the policies and technologies having an impact on the traffic conditions. This led to the definition of an emission model for the evaluation of car hot pollutant emissions and fuel consumption. The emission model was partly developed during a period spent as visiting researcher (Marie Curie grant holder) at INRETS (Institute National de Recherche sur les Transports et leur Securité - France). This later allowed, an experimentation in the city of Torino to define relationships between traffic and air pollution. An application of the istanataneous emission model and the application of a box model (dspersion model) has allowed to obtain a tool for traffic planning and management.

La circulation routière est une source majeure de pollution atmosphérique dans les zones urbaines. Les décideurs insistent pour qu’on leur propose de nouvelles solutions, y compris de nouvelles stratégies de management qui pourraient directement faire baisser les émissions de polluants. Pour évaluer les performances de ces stratégies, le calcul des émissions de pollution devrait tenir compte de la dynamique spatiale et temporelle du trafic. L’utilisation de capteurs traditionnels sur route (par exemple, capteurs inductifs ou boucles de comptage) pour collecter des données en temps réel est nécessaire mais pas suffisante en raison de leur coût de mise en oeuvre très élevé. Le fait que de telles technologies, pour des raisons pratiques, ne fournissent que des informations locales est un inconvénient. Certaines méthodes devraient ensuite être appliquées pour étendre cette information locale à une grande échelle. Ces méthodes souffrent actuellement des limites suivantes : (i) la relation entre les données manquantes et la précision de l’estimation ne peut être facilement déterminée et (ii) les calculs à grande échelle sont énormément coûteux, principalement lorsque les phénomènes de congestion sont considérés. Compte tenu d’une simulation microscopique du trafic couplée à un modèle d’émission, une approche innovante de ce problème est mise en oeuvre. Elle consiste à appliquer des techniques de sélection statistique qui permettent d’identifier les emplacements les plus pertinents pour estimer les émissions des véhicules du réseau à différentes échelles spatiales et temporelles. Ce travail explore l’utilisation de méthodes statistiques intelligentes et naïves, comme outil pour sélectionner l’information la plus pertinente sur le trafic et les émissions sur un réseau afin de déterminer les valeurs totales à plusieurs échelles. Ce travail met également en évidence quelques précautions à prendre en compte quand on calcul les émissions à large échelle à partir des données trafic et d’un modèle d’émission. L’utilisation des facteurs d’émission COPERT IV à différentes échelles spatio-temporelles induit un biais en fonction des conditions de circulation par rapport à l’échelle d’origine (cycles de conduite). Ce biais observé sur nos simulations a été quantifié en fonction des indicateurs de trafic (vitesse moyenne). Il a également été démontré qu’il avait une double origine : la convexité des fonctions d’émission et la covariance des variables de trafic<br>Road traffic is a major source of air pollution in urban areas. Policy makers are pushing for different solutions including new traffic management strategies that can directly lower pollutants emissions. To assess the performances of such strategies, the calculation of pollution emission should consider spatial and temporal dynamic of the traffic. The use of traditional on-road sensors (e.g. inductive sensors) for collecting real-time data is necessary but not sufficient because of their expensive cost of implementation. It is also a disadvantage that such technologies, for practical reasons, only provide local information. Some methods should then be applied to expand this local information to large spatial extent. These methods currently suffer from the following limitations: (i) the relationship between missing data and the estimation accuracy, both cannot be easily determined and (ii) the calculations on large area is computationally expensive in particular when time evolution is considered. Given a dynamic traffic simulation coupled with an emission model, a novel approach to this problem is taken by applying selection techniques that can identify the most relevant locations to estimate the network vehicle emissions in various spatial and temporal scales. This work explores the use of different statistical methods both naïve and smart, as tools for selecting the most relevant traffic and emission information on a network to determine the total values at any scale. This work also highlights some cautions when such traffic-emission coupled method is used to quantify emissions due the traffic. Using the COPERT IV emission functions at various spatial-temporal scales induces a bias depending on traffic conditions, in comparison to the original scale (driving cycles). This bias observed in our simulations, has been quantified in function of traffic indicators (mean speed). It also has been demonstrated to have a double origin: the emission functions’ convexity and the traffic variables covariance

Climate change has become a discussion topic of exponentially increasing urgency and importance amoung world leaders of all disciplines. These changes are brought about by the emission of so-called Greenhouse gases from various human activities. The primary cause of CO2 emissions is the burning of the Earth’s supply of nonrenewable natural fossil fuels like coal, oil and natural gas. The world first agreed on the prevention of “dangerous” climatic changes at the Earth Summit in 1992. The Kyoto Protocol of 1997 was the first step toward protection of the atmosphere and prescribes restrictions on emission pollutants. Since then the vehicle gas emissions are being controlled by means of different gas emissions norms, like the European Union Norm in Europe. The automotive manufacturers and suppliers are collectively working on reducing overall vehicle emissions. They are focusing on several different emission limiting possibilities, for example improved engine design, special fuel development and exhaust gas treatment systems. The exhaust gas treatment process requires continuous controlling and management of the exhaust gas emissions while driving a vehicle. Certain factors such as high emission temperatures have a negative influence on the life span of these systems. Their functionality and durability is also known to be reduced by the presence of chemical poisoning species like sulphur, phosphorus, zinc and calcium. The chemical poisoning species are produced during combustion of fuel and engine oil. They are therefore contained in the exhaust emissions and can poison the catalyst when passing over it. Phosphorous poisoning is particularly problematic and should be reduced considerably. This study involves the investigation of the phosphorous poisoning process and aims to provide clarity regarding the influences of different fuel and oil compositions on the severity of the process. Engine oil and biodiesel are two major sources of phosphorous poisoning. The phosphorus contained in biodiesel fuel is a natural component and can be minimized during the refining procedure. In contrast to others studies, the biodiesel fuel used during this project was SME (Soya Methyl Ester) with a 20% biodiesel content. This choice of fuel was made because of the increasingly important role that this type of biodiesel is playing in the European market and the future tendency to increase the percentage of biodiesel in the mixture with standard diesel fuel. The phosphorus contained in engine oil is a necessary additive to retain the antioxidant and anti-wear properties of the oil. This study examined the poisoning influences from the most commonly used phosphorus containing oil additive, Zinc Dithiophosphates (ZDDP), as well as a Zn-free, phosphorus containing anti-wear oil additive. This formulation provides information about the phosphorus poisoning process as caused by the engine oil in the absence of Zn in the oil additives. The results show how the phosphorus content in biodiesel fuel affects the functionality of the exhaust gas treatment systems and the importance of reducing the permitted content of phosphorus contained in the fuel. Reducing the phosphorus content in the fuel will conserve the functionality of the exhaust gas treatment systems during their operational life and thereby protect the environmental from emission pollutants. It also provides insight into the differences in the poisoning processes when the phosphorus deposited on the catalyst comes from biodiesel fuel and when it comes from the engine oil. Finally the results also illustrate the influence of different phosphorous forms contained in engine oil additives on the catalyst poisoning process. This information could be used for the development of new oil additive formulations.

Le dragage des ports français génère chaque année entre 25 et 40 millions de tonnes de matériaux non contaminés qui sont clapés en mer. Il existe, de plus, un stock important de sédiments contaminés (10 millions de tonnes environ) qui n'ont pas été dragués, du fait de la réglementation interdisant un rejet en mer lorsque les niveaux de contamination dépassent les seuils définis par l'arrêté du 14 juin 2000. En outre, ce stock de sédiment, qui devra impérativement être dragué dans les dix ans à venir, est quasiment orphelin de filières de traitement et de valorisation adaptées. L'urgence de mettre en place des solutions (filières), respectueuses des fondements du développement durable, a engendré de nombreux programmes de recherche. Le programme SEDiGEST (Gestion des Sédiments de dragages des ports) envisage notamment un scénario de remblaiement des cavités terrestres par des sédiments traités. Cette Thèse de Doctorat, menée dans le cadre de ce programme, contribue à l'amélioration de la compréhension du comportement géo-physico-chimique d'un sédiment marin stabilisé aux liants hydrauliques (chaux + ciment). Pour répondre à cet objectif la démarche expérimentale a été conduite en trois étapes : tout d'abord la caractérisation du solide, puis l'évaluation de la mobilité potentielle des polluants inorganiques et enfin, la modélisation du comportement à la lixiviation. La synthèse des résultats a montré que les polluants inorganiques cibles de la matrice d'étude (cuivre, plomb et zinc) étaient majoritairement associés aux carbonates, aux sulfures/sulfates, aux (oxy)hydroxydes, et/ou à la matière organique. L'étude comparative de la matrice étudiée à trois stades " d'évolution " (avant et après traitement et vieilli artificiellement) a permis de mettre en évidence que le procédé de stabilisation aux liants hydrauliques n'était pas une solution pérenne. En effet, le sédiment traité présente un risque de pollution à plus ou moins long terme, notamment par relargage de plomb et de cuivre, en cas de carbonatation de la matrice sédimentaire. En particulier, la réversibilité du procédé de stabilisation/solidification induit par la réactivité des phases cimentaires avec le CO2 atmosphérique, peut également conduire à une mobilisation des polluants à long terme.

Orientador: Edson Tomaz<br>Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Quimica<br>Made available in DSpace on 2018-08-15T13:29:14Z (GMT). No. of bitstreams: 1 Montali_ElizaFrattini_M.pdf: 2306207 bytes, checksum: 80f89aa9a4564cc731db710a794c8ed4 (MD5) Previous issue date: 2010<br>Resumo: Dentro da gestão ambiental, os indicadores são ferramentas essenciais para a avaliação do desempenho ambiental. Por ser um tema amplo, o indicador ambiental normalmente é subdividido em três tipos: indicadores operacionais, indicadores de condição ambiental, e indicadores gerenciais. O presente trabalho enfoca as emissões atmosféricas da indústria química brasileira, propõe indicadores operacionais para este tipo de poluição e seus efeitos. O objetivo é propor indicadores que condizem com a realidade do país e possam ser aplicados em processos produtivos. Foram desenvolvidos Indicadores de Desempenho Ambiental (IDA) que quantificam o consumo de recursos naturais energéticos e os poluentes primários ou secundários emitidos, expressos em massa de poluentes em relação ao nível de atividade da fonte, e Indicadores de Impacto Ambiental (IIA), expresso em massa de poluentes por ano. Os indicadores de emissão atmosférica utilizam dados quantitativos de emissões e de produção e foram elaborados para poluentes primários: monóxido de carbono, compostos orgânicos voláteis, óxidos de nitrogênio, óxidos de enxofre. Além dos poluentes primários são contemplados indicadores para os efeitos da poluição como acidificação, potencial de formação de ozônio troposférico, potencial de destruição de ozônio estratosférico e o efeito estufa<br>Abstract: Within the environmental management, the indicators are essential tools for assessment of environmental performance. Because it is a broad topic, the environmental indicator is usually divided into three types: operational indicators, indicators of environmental condition, and management indicators. This paper focuses on atmospheric emissions of the chemical industry in Brazil, proposes operational indicators for this type of pollution and its effects. The goal is to propose indicators that are consistent with the reality of the country and can be applied in production processes. Environmental Performance Indicators (EPI) have been developed that measure the consumption of natural resources and energy and the primary or secondary pollutants emitted, expressed in mass of pollutants in relation to the activity level of the source, and Indicators of Environmental Impact Assessment (IIA), expressed in mass of pollutants per year. Indicators of air emission use quantitative data of emissions and production and are designed for primary pollutants: carbon monoxide, volatile organic compounds, nitrogen oxides and sulfur oxides. In addition to the primary pollutants are covered indicators for the effects of pollution such as acidification, ozone formation potential, potential of depleting stratospheric ozone, and greenhouse effect<br>Mestrado<br>Desenvolvimento de Processos Químicos<br>Mestre em Engenharia Química

Este trabalho avalia por meio de um IEV - Inventário de Emissão Veicular, a contribuição dos veículos automotores na poluição do ar, nos municípios de Sorocaba e Votorantim, dando ênfase às suas características de frota e posição geográfica, seus impactos, quantificação e qualificação de emissão de poluentes, através de experimentos com a utilização de diesel metropolitano - B2 e biodiesel - B100 (soja), como combustível nos veículos equipados com motores de ignição por compressão (motor diesel), em substituição total ou parcial ao diesel existente no mercado nacional e a utilização de gasolina padrão da Petrobrás e de AEHC - ácool etílico hidratado combustível em veículos flex equipados com motores de ignição por centelha (motor ciclo Otto), sem os conversores catalíticos, buscando identificar as condições mais próximas da realidade da manutenção da frota. Para este trabalho, considera-se que os poluentes de interesse são o monóxido de carbono (\'C\'O\'), os hidrocarbonetos (\'H\'C\'), os óxidos de nitrogênio (\'N\'O IND.X\'), dióxido de carbono (\'C\'O IND.2\'), hidrocarbonetos sem metano (\'N\'M\'H\'C\'), aldeídos, formaldeídos e acetaldeídos. A análise dos dados obtidos nos experimentos, sem a utilização de conversor catalítico, utilizando gasolina padrão e AEHC - álcool etílico hidratado combustível, com relação aos limites L-4 do Proconve, demonstrou que os fatores de emissão (FE) obtidos, com gasolina padrão, resultaram em aumento em torno de 184% para \'C\'O\', 167% para \'H\'C\', 680% para \'N\'O IND.X\', 468% para \'N\'M\'H\'C\' e 23% para aldeídos, já para os FE obtidos com AEHC - álcool etílico hidratado combustível, resultaram em aumento em torno de 150% para \'C\'O\', 138% para \'H\'C\', 330% para \'N\'O IND.X\', 434% para \'N\'M\'H\'C\' e 405% para aldeídos. A simulação das emissões da frota real de modelos ciclo Otto e diesel em estudo sem a utilização de conversores catalíticos, ou seja, para 317.539 veículos, sendo 75.294 movidos à AEHC - álcool etílico hidratado combustível, 157.694 movidos à gasolina padrão, 16.042 movidos à biodiesel metropolitano B2, 64.730 tipo motocicletas movidas à gasolina, excluindo-se 3.779 veículos diversos entre reboques e semi-reboques, foi constatado que, as emissões totais seriam de 21.628,525 t/ano de \'C\'O\', 3.011,947 t/ano de \'H\'C\', 5.321,934 t/ano de \'N\'O IND.X\', 540.500,022 t/ano de \'C\'O IND.2\', 2.660,792 t/ano de \'N\'M\'H\'C\', 89,253 t/ano de formaldeídos, 138,565 t/ano de acetaldeídos e 227,818 t/ano de aldeídos. A simulação das emissões da frota real de modelos ciclo Otto e diesel em estudo sem a utilização de conversores catalíticos, ou seja, para 317.539 veículos, sendo 75.294 movidos à AEHC - álcool etílico hidratado combustível, 157.694 movidos à gasolina padrão, 16.042 movidos à biodiesel B100, 64.730 tipo motocicletas movidas à gasolina, excluindo-se 3.779 veículos diversos entre reboques e semi-reboques, foi constatado que, as emissões totais seriam de 21.628,425 t/ano de \'C\'O\', 3.011,947 t/ano de \'H\'C\', 5.302,977 t/ano de \'N\'O IND.X\', 540.875,538 t/ano de \'C\'O IND.2\', 2.660,792 t/ano de \'N\'M\'H\'C\', 91,039 t/ano de formaldeídos, 138,828 t/ano de acetaldeídos e 229,868 t/ano de aldeídos. Os resultados obtidos durante os experimentos, demonstram que uma manutenção inadequada, torna ineficaz qualquer ganho ambiental obtido, tendo em vista a crescente ampliação da frota existente, baseada em políticas públicas equivocadas, as quais, continuam a incentivar a aquisição de veículos particulares em detrimento do sistema de transporte público, o qual continua ineficiente, além de caro para os padrões econômicos da população.<br>This study evaluates by means of a IEV - inventory of vehicle emission to propagate, the contribution of motor vehicles in air pollution in the cities of Sorocaba and Votorantim, of the emphasis to the characteristics of the fleet and the geographic position of these cities, to the impacts of these characteristics, the quantification and qualification of the emission of pollutants, through experiments with the use of diesel metropolitano - B2 and biodiesel - B100, as combustible in vehicles equipped with engines of ignition for compression (motor diesel), in total or partial substitution to existing diesel in national market, and gasoline standard of Petrobras and AEHC - combustible hidrated ethyl alcohol and its mixtures in equipped vehicles flex with engines of ignition for flash (cycle Otto motor), without the catalytic converters; searching to identify the conditions next to the reality of the maintenance of the fleet. For this work, it is considered that the interest pollutants are the carbono monoxide (\'C\'O\'), hidrocarbons (\'H\'C\'), the nitrogen oxides (\'N\'O IND.X\'), carbono dioxide (\'C\'O IND.2\'), non-methane hydrocarbons (\'N\'M\'H\'C\'), aldehydes, formaldehydes and acetaldehydes. The analysis of the data gotten in the experiments, without the use of catalytic converter, using gasoline standard and AEHC - hydrated ethilic alcohol, with regard to the L-4 limits of the Proconve, demonstrated that the factors of emission (FE) gotten, with gasoline standard, had resulted in increase around 184% for \'C\'O\', 167% for \'H\'C\', 680% for \'N\'O IND.X\', 468% for \'N\'M\'H\'C\' and 23% for aldehydes, already for the FE gotten with AEHC, had resulted in increase around 150% for \'C\'O\', 138% for \'H\'C\', 330% for \'N\'O IND.X\', 434% for \'N\'M\'H\'C\' and 405% for aldehydes. The simulation of the emissions of the real fleet of models cycle Otto and diesel in study without the use of catalytic converters, that is, for 317.539 vehicles, being 75.924 moved to the AEHC, 157.694 moved by gasoline, 16.042 moved by the metropolitan biodiesel B2, 64.730 type motorcycles moved by the gasoline, abstaining itself 3.779 diverse vehicles between tows and semitrailers, was evidenced that, the total emissions would be of 21.628,525 tons per year (tpy) of \'C\'O\', 3.011,947 tpy of \'H\'C\', 5.231,934 tpy of \'N\'O IND.X\', 540.500,022 tpy of \'C\'O IND.2\', 2.660,792 tpy of \'N\'M\'H\'C\', 89,253 tpy of formaldehyde, 138,565 tpy for acetaldehyde and 227,818 tpy for aldehyde. The simulation of the emissions of the real fleet of models cycle Otto and diesel in study without the use of catalytic converters, that is, for 317.539 vehicles, being 75.294 moved by the AEHC, 157.694 moved by gasoline, 16.042 moved by the biodiesel B100 from syo bean oil, 64.730 type motorcycles moved by the gasoline, abstaining itself 3.779 diverse vehicles between tows and semitrailers, was evidenced that, the total emissions would be of 21.628,425 tpy of \'C\'O\', 3.011,947 tpy of \'H\'C\', 5.302,977 tpy of \'N\'O IND.X\', 540.875,538 tpy of \'C\'O IND.2\', 2.660,792 tpy of \'N\'M\'H\'C\', 91,039 tpy of formaldehyde, 138,828 tpy for acetaldeíhyde and 229,868 tpy for aldehydes. The results obtained during the experiments show that inadequate maintenance, makes ineffective any environmental gains achieved, with a view to increasing expansion of the existing fleet, based on misguided public policies, which continue to encourage the purchase of cars at the expense of public transport system, which remains inefficient, and expensive for the economic standards of the population.

Nel presente elaborato viene proposto uno studio per comprendere e quantificare in modo migliore ed approfondito delle fonti di inquinamento atmosferico in Italia e nella regione mediterranea circostante. Sospette fonti di inquinanti includono attività umane, idrocarburi naturali da foreste (isoprene e terpeni) ed episodi di polvere minerale trasportata dal vento prevalentemente dal deserto del Sahara. Una profonda comprensione di queste fonti è fondamentale per lo sviluppo di azioni mirate a mitigare l’inquinamento atmosferico. Lo studio considera principalmente gli idrocarburi e la polvere naturali, utilizzando un modello di trasporto chimico all'avanguardia (“Weather Research and Forecasting with Chemistry”). Il modello ambientale WRF-Chem è un sistema di previsione a scala regionale "online" (meteorologia e chimica dell’atmosfera sono computati in maniera parallela e non in serie) progettato per simulare una vasta gamma di processi chimici, meteorologici, gas e aerosol dettagliati con un completo accoppiamento tra le diverse componenti e fasi. Il presente studio documenta due diverse applicazioni realizzate attraverso il modello WRF-Chem al fine di migliorare la sua rappresentazione dei processi chimici di gas e aerosol. La prima applicazione include la descrizione, l'esame e il test di una serie di aggiornamenti apportati al modello MEGAN versione 2.04 (“Model of Emission Gas and Aerosols from Nature”), modello per le emissioni biogeniche implementato in WRF-Chem, attraverso due diversi casi studio (ovvero il primo a livello europeo e il nella zona sud-est degli Stati Uniti). La seconda applicazione prevede l’applicazione del modello (WRF-Chem) per la valutazione delle intrusioni di polvere di sahariane nell'Europa meridionale e il loro confronto con le emissioni antropogeniche nell'arco di un intero anno (2017). Lo studio di sensibilità del modello di emissioni biogeniche (MEGAN), a livello europeo, include quattro simulazioni. La prima è (1) quella di controllo: il database MEGAN è stato utilizzato senza alcuna modifica (Megan_V2.04); nella seconda (2) tutti i fattori di attività (γi) sono stati modificati seguendo gli aggiornamenti apportanti all’ultima versione del MEGAN (versione 2.10) (Megan_Gamma). La (3) terza simulazione aggiunge i PFT (Plant Functional Type – classificazione in base al tipo di vegetazione), i fattori di emissione variano al variare del tipo di pianta (Megan_GammaPFT); infine, l'ultima (4) calcola il fattore di emissione di isoprene all'interno dell'algoritmo di emissione MEGAN, invece di ricavarlo direttamente dal database di input come per tutte le altre simulazioni (Megan_GammaPFTISO). I risultati delle emissioni di isoprene e α-pinene dimostrano che l'aggiornamento del codice MEGAN aumenta notevolmente le emissioni (ad esempio, nella città di Zagabria si ha un aumento di circa 100 mol/km2hr e a Kiev di circa 50 mol/km2h). Il confronto con l’inventario AIRBASE (rete europea per la qualità dell'aria e l'ambiente) ha mostrato che la distribuzione temporale e spaziale dell'ozono (O3) è ben rappresentata; la simulazione di controllo ha dimostrato i risultati migliori, dal momento che le simulazioni, considerando gli aggiornamenti effettuati al modello MEGAN, aumentano la concentrazione di ozono di circa 20-40 ppb. Gli altri gas considerati (NO2 e CO) sono risultati molto sottostimati, rispettivamente di un fattore 2 e 10, indipendentemente dalla simulazione considerata, poiché gli aggiornamenti apportate al modello MEGAN non influenzano tali composti. D'altra parte, il caso studio statunitense include due simulazioni: quella di controllo (Megan_V2.04) e una simulazione considerando tutti gli aggiornamenti apportati al modello di emisione MEGAN (Megan_GammaPFTISO). Le simulazioni sono state effettuate in concomitanza con la campagna sperimentale NOMADSS (“Nitrogen, Oxidants, Mercury and Aerosol Distributions, Sources and Sinks”) (effettuata dal 1° giugno 00:00 UTC al 15 giugno 00:00 UTC, 2013) in modo da approvare gli aggiornamenti effettuati con tale set di dati. I valori modellati di O3 confermano il caso studio europeo, aggiornando le emissioni biogeniche, le concentrazioni di ozono aumentato del 10%; le concentrazioni di NOx sono sovrastimate, come il caso europeo, ma con migliori risultati. Infine, anche le concentrazioni di isoprene sovrastimano considerevolmente i dati sperimentali fino a un fattore 5 (la discrepanza media è di circa 7000 ppt). La seconda applicazione di WRF-Chem prevede due simulazioni con durata annuale (dal 1° gennaio 2017 00:00 UTC al 1° gennaio 2018 00:00 UTC): la prima considera solo l'emissione di polvere minerale (chem_opt = 401 - "DUSTONLY”), mentre la seconda considera tutti i tipi di emissioni (biogeniche, incendi e antropogeniche) (chem_opt = 201 - "MOZMOSAIC"); entrambe le simulazioni per le polveri desertiche utilizzano lo schema di emissione GOCART (Goddard Chemistry Aerosol Radiation and Transport). Le rianalisi NCEP/NCAR e la rete di stazioni superficiali archiviate dell'Università del Wyoming sono state utilizzate per valutare la risoluzione spaziale della temperatura, dell'umidità relativa e della velocità e direzione del vento, dimostrando una grande capacità del modello WRF-Chem di riprodurre i dati sperimentali. L'associazione tra la densità di massa della colonna di polvere modellata [kg/m2] e il campo con la relativa rianalisi MERRA-2 (“Modern-Era Retrospective Analysis for Research and Applications”) ha mostrato una evidente sovrastima del modello per il carico di polvere minerale nelle regioni maggiori del Nord Africa (sovrastima di un fattore di 10 - MERRA-2 = 2x10-4 kg/m2; WRF-Chem = 2x10-3 kg/m2). La sovrastima del modello è confermata dal confronto di entrambe le simulazioni con i prodotti di AOD (Aerosol Optical Depth - 550 nm) della rete di rilevazione AERONET (Aerosol Robotic NETwork): le stazioni di Roma e Napoli analizzate riportano pressoché lo stesso andamento di AOD durante il periodo analizzato, anche i valori massimi di AOD vengono catturati, ma la massa di polveri minerali è sovrastimata da entrambe le simulazioni (nel mese di maggio - AODDUSTONLY = 0.9; AODMOZMOSAIC = 1.2; AODAERONET = 0.3).<br>A study to better understand and quantify the source of air pollution in Italy and the surrounding Mediterranean region is proposed. Suspected sources of pollutants include human activities, natural hydrocarbons from forests (isoprene and terpenes) and episodes of wind-blown mineral dust from the Sahara Desert. A deep understanding of these sources is fundamental to developing science-based mitigation actions. The study addresses specifically the natural hydrocarbons and dust, using a state-of-the-art chemistry transport model (Weather Research and Forecasting with Chemistry). The WRF-Chem system is an “online” regional scale prediction model designed to simulate many detailed meteorological, gas and aerosol chemical processes, with full coupling between the different components and phases. This study documents two different applications, and their evaluation, that have been made using WRF-Chem model in order to improve its representation of gas and aerosol chemical processes. The first application includes the description, examination and test of a set of updates made to the MEGAN version 2.04 (Model of Emission Gas and Aerosols from Nature) model, one of the BVOC (biogenic volatile organic compound) emission model includes in WRF-Chem, by two different test cases (i.e. the first at European level, and the second, at United States level). The main objective of the second WRF- Chem application, involves the assessment of Sharan dust outbreaks to the southern Europe and how they compare to anthropogenic emissions over a whole year (2017). The MEGAN sensitivity study, at European level, includes four simulations. The first one is (1) the control one: the MEGAN database has been used without any change (Megan_V2.04); on the (2) second one all the activity factors (γi) have been modified following the MEGAN version 2.10 (Megan_Gamma). The (3) third simulation adds the PFTs (Plant Functional Type) emission factors changes to the activity factors (Megan_GammaPFT); finally, the (4) last one calculates more the isoprene emission factor within the MEGAN emission algorithm, instead of reading it directly from the input database (Megan_GammaPFTISO). The simulations listed above, are applied to simulate an intense ozone event that took place over central Italy in August 13th, 2015. Results for isoprene and α-pinene emissions demonstrate the updating the MEGAN code the emissions increase considerably (i.e. Zagreb has an increase about 100 mol/km2hr and Kiev about 50 mol/km2 hr). The comparison with the AIRBASE (European Environment Agency air quality network) showed that only the temporal and spatial distribution of the O3 are well represented; the control simulation demonstrated the ozone better results, since the updates simulations increase the ozone concentration of nearly from 20 to 40 ppb. The other trace gases considered (NO2 and CO) model results are very underestimate, respectively by a factor of 2 and 10 regardless of simulations considered, since the MEGAN updates does not affect that compounds. On the other hands, the U.S. MEGAN sensitivity case of study, includes two simulations: the control one (Megan_V2.04) and a simulation with all code changes applied (Megan_GammaPFTISO). They are concurrently with the NOMADSS (Nitrogen, Oxidants, Mercury and Aerosol Distributions, Sources and Sinks) field campaign (from June 1th 00:00 UTC to June 15th 00:00 UTC, 2013), in order to validate the updates with that dataset. Isoprene concentrations overestimate the NOMADSS considerably up to a factor of 5 (average discrepancy is about 7000 ppt). The O3 modeled values confirm the European case of study, updating MEGAN ozone concentrations increase by 10 %; the NOx concentrations are overestimate, as European case, but with better agreement. The MEGAN updates do not take effects on the NOx concentrations. Last WRF-Chem application has one-year time duration (from January 1st 2017 00:00 UTC to January 1st 2018 00:00 UTC) where two simulations are carried out: the first considering only the dust emission (chem_opt = 401 – “DUSTONLY” simulation) and the second one considering all the type of emissions (biogenic, biomass burning and anthropogenic) (chem_opt = 201 – “MOZMOSAIC” simulation); both of simulations use the GOCART (Goddard Chemistry Aerosol Radiation and Transport) dust emission scheme. The NCEP/NCAR reanalysis and the University of Wyoming surface stations network have been used to assess the spatial resolution of simulated temperature, relative humidity and wind speed and direction, showing a great capability of WRF- Chem model to reproduce the experimental data and its spatial trend. The association between the modeled dust column mass density [kg/m2] and the field with the corresponding MERRA-2 (Modern-Era Retrospective Analysis for Research and Applications) reanalysis showed an evident dust load overestimated over the North-Africa regions (i.e. by a factor of 10 - MERRA-2 = 2x10- 4 kg/m2; WRF-Chem = 2x10-3 kg/m2). The dust modeled overestimate is confirmed by the comparison of both simulations with the AERONET AOD (550 nm) products; i.e. Rome and Naples stations have nearly the same year trend, AOD peaks are captured as well, but the dust magnitude is overestimated from both simulations (e.g. May – AODDUSTONLY = 0.9; AODMOZMOSAIC = 1.2; AODAERONET = 0.3).