Thesis--University of Oklahoma. / Bibliography: leaves 36-37.

Thesis (M.S.)--University of South Florida, 2007. / Title from PDF of title page. Document formatted into pages; contains 80 pages. Includes bibliographical references.

Longtemps ignorée, la pollution atmosphérique générée par l'activité de transport maritime fait l'objet depuis quelques années d'une attention accrue. Des politiques de réduction sont élaborées à différents niveaux pour réduire les polluants de l'air (oxyde de soufre, oxyde d'azote, particules) et les gaz à effet de serre (dioxyde de carbone). Règlementée par le droit international en référence à l'Annexe VI de la Convention MARPOL adoptée par les membres de l'Organisation Maritime Internationale, la pollution atmosphérique du transport maritime fait aussi l'objet de mesures spécifiques de la part de l'Union européenne. Notre travail vise à répondre à la problématique suivante : les politiques de réduction des émissions de gaz à effet de serre et de polluants de l'air des navires sont-elles de nature à modifier l'offre des services maritimes de lignes régulières ?Nous montrons en quoi les émissions de gaz à effet de serre et de polluants de l'air des navires constituent un « objet » de politique publique complexe et original, et comment l'action publique s'en saisit par une analyse des processus politiques qui ont façonné l'élaboration des différentes politiques. Nous démontrons alors que le format particulier des instruments de politique publique (régionalisation des règles, choix des moyens laissés aux compagnies pour atteindre les objectifs fixés, etc.), l'articulation des différentes politiques entre elles et leur évolution dans le temps rendent la prise en compte de ces politiques par les compagnies maritimes véritablement stratégique, au sens où elle dépasse la simple application des prescriptions traditionnelles normatives en matière de sécurité et d'environnement. Nous mettons ensuite en évidence les choix stratégiques possibles des armateurs, combinant des aspects techniques et organisationnels, et les conséquences de ces choix sur l'offre de services maritimes de lignes régulières, au travers de deux études de cas : la première portant sur le transport roulier transmanche et la seconde sur le transport conteneurisé international entre l'Europe et l'Asie. Nous soulignons ainsi les effets différenciés des politiques de réduction des émissions selon les marchés du cabotage et du long cours, mais aussi leurs points communs en matière d'évolution de l'offre de transport maritime. Il apparaît que les politiques de réduction des émissions du transport maritime favorisent certains changements de l'offre en conjonction avec d'autres facteurs plus qu'elles ne les amorcent réellement / Atmospheric emissions from shipping was for a long time ignored, but have begun to attract an increasing amount of interest in recent years, with policies elaborated at different levels to reduce air pollutants (sulfur oxides, nitrogen oxides, particulate matters) and greenhouse gases (carbon dioxide). Regulated by international law in reference to Annex VI of MARPOL Convention adopted by member states of the International Maritime Organisation (IMO), emissions from shipping are also subject to specific measures by the European Union. This thesis aims to answer the following question: can policies to reduce emissions of greenhouse gases and air pollutants from ships alter the supply of maritime liner services? We show how emissions of greenhouse gases and air pollutants from ships are a complex and unique public policy issue and analyse the policy-making processes that have shaped the development of the various policies. We demonstrate that the specific format of public policy instruments (regionalisation of rules, set objectives with choice of means left to companies, etc.), as well as the articulation of the various policies and their development over time make the consideration of these policies by shipowners truly strategic, in the sense that it goes beyond the traditional compliance with prescriptive security and environmental norms. We then highlight, through two case studies, the possible strategic choices faced by shipowners, both technical and organisational in nature, as well as the consequences of these choices on the supply of maritime liner services: the first case study looks at roro transport in the English Channel while the second examines international container shipping between Europe and Asia. We highlight not only the differing effects of emission reduction policies on short sea shipping and deep-sea shipping markets, but also what they have in common with respect to changes in shipping services. It appears that emission reduction policies favour certain changes in supply in conjunction with other factors but that they do not necessarily trigger such changes

Submitted by DJALMA ANTONIO ALMEIDA DOS SANTOS null (djalma.antonio@icloud.com) on 2017-08-14T23:07:19Z No. of bitstreams: 1 TEXTO DA DISSERTAÇÃO DE MESTRADO DEFENDIDA EM 21-06-17.pdf: 2105879 bytes, checksum: a3202d8a500c89e1a00bddde5f904b8f (MD5) / Approved for entry into archive by Monique Sasaki (sayumi_sasaki@hotmail.com) on 2017-08-22T17:07:31Z (GMT) No. of bitstreams: 1 santos_daa_me_guara.pdf: 2105879 bytes, checksum: a3202d8a500c89e1a00bddde5f904b8f (MD5) / Made available in DSpace on 2017-08-22T17:07:31Z (GMT). No. of bitstreams: 1 santos_daa_me_guara.pdf: 2105879 bytes, checksum: a3202d8a500c89e1a00bddde5f904b8f (MD5) Previous issue date: 2017-06-21 / Este trabalho tem por objetivo avaliar a exposição da gestante aos poluentes do ar em sua somatória de 30, 60 e 90 dias anteriores ao parto, e analisar o efeito desses poluentes sobre o baixo peso ao nascer. Trata-se de estudo longitudinal, com dados todos os nascidos vivos de mulheres residentes no município de São José dos Campos no ano de 2013, excluindo os com peso menor de 500 gramas, os partos ocorridos até 36 semanas e 6/7 de gestação, os partos gemelares e trigemelares, bem como os fetos com mal-formação congênita. A variável dependente, peso ao nascer, foi categorizada como desfavorável ≤ 2500 g e favorável > 2500 g, e as independentes foram idade materna, estado civil, escolaridade, número de consultas e mês do início do pré-natal. Os poluentes do ar analisados foram SO2, PM10, CO, NO2 e O3 com dados acumulados de 30, 60 e 90 dias anteriores ao parto. A análise utilizada foi o modelo de regressão logística hierarquizada em três níveis: distal, intermediário e proximal. Foram 9336 nascidos vivos, sendo incluídos 8028 (86,0%) que atenderam aos critérios de inclusão. As variáveis significativas do nível distal foram idade materna e estado civil, do nível intermediário o número de consultas e no proximal a exposição materna ao O3 com 60 dias (OR= 1,10) e 90 dias (OR= 1,12) anteriores ao parto, sendo para o sexo feminino a associação ao O3 se deu no segundo quartil (OR = 1,61) e no quarto quartil (OR = 1,16) e para o sexo masculino com 90 dias no terceiro quartil (OR = 1,35). Este estudo permitiu identificar a associação apenas à exposição da gestante ao O3 para o acumulado de 60 e 90 dias anteriores ao parto com baixo peso ao nascer, sendo que para os outros poluentes não houve significância estatística. / The purpose of this study is to evaluate the exposure of pregnant women to air pollutants in their sum of 30, 60 and 90 days prior to birth, and to analyze the effect of these pollutants on low birth weight. This is a longitudinal study, with data on all live births of women living in the São José dos Campos City in 2013, excluding newborns under 22 complete weeks of gestation and those weighing less than 500 g, births under to 36 weeks and 6/7, twin and trigeminal gestations, and fetuses with congenital malformation. The dependent variable was birth weight and was categorized as unfavorable ≤ 2500 g and favorable> 2500 g, and the independent variables were maternal age, marital status, schooling, number of prenatal visits and month of prenatal initiation. The air pollutants analyzed were SO2, PM10, CO, NO2 and O3 with cumulative data of 30, 60 and 90 days prior to labor. The analysis used was the hierarchical logistic regression model at three levels: distal, intermediate and proximal. There were 9336 live births and 8028 (86.0%) that filed the inclusion criteria. The significant variables of the distal level were maternal age and marital status, at the intermediate level the number of prenatal visits. In the proximal level the maternal exposure to O3 with 60 days (OR = 1.10) and 90 days (OR = 1.12) prior to delivery, being to females sex the association of the O3 was in the second quartile (OR = 1.61) and in the fourth quartile (OR = 1.16) and for males sex with 90 days in the third quartile (OR = 1, 35). This study allowed the identification of the association only with the exposure of the pregnant woman to the O3 for the accumulated 60 and 90 days before delivery with low birth weight, and for the other pollutants there was no statistical significance.

abstract: Though cities occupy only a small percentage of Earth's terrestrial surface, humans concentrated in urban areas impact ecosystems at local, regional and global scales. I examined the direct and indirect ecological outcomes of human activities on both managed landscapes and protected native ecosystems in and around cities. First, I used highly managed residential yards, which compose nearly half of the heterogeneous urban land area, as a model system to examine the ecological effects of people's management choices and the social drivers of those decisions. I found that a complex set of individual and institutional social characteristics drives people's decisions, which in turn affect ecological structure and function across scales from yards to cities. This work demonstrates the link between individuals' decision-making and ecosystem service provisioning in highly managed urban ecosystems. Second, I examined the distribution of urban-generated air pollutants and their complex ecological outcomes in protected native ecosystems. Atmospheric carbon dioxide (CO₂), reactive nitrogen (N), and ozone (O₃) are elevated near human activities and act as both resources and stressors to primary producers, but little is known about their co-occurring distribution or combined impacts on ecosystems. I investigated the urban "ecological airshed," including the spatial and temporal extent of N deposition, as well as CO₂ and O₃ concentrations in native preserves in Phoenix, Arizona and the outlying Sonoran Desert. I found elevated concentrations of ecologically relevant pollutants co-occur in both urban and remote native lands at levels that are likely to affect ecosystem structure and function. Finally, I tested the combined effects of CO₂, N, and O₃ on the dominant native and non-native herbaceous desert species in a multi-factor dose-response greenhouse experiment. Under current and predicted future air quality conditions, the non-native species (<italic>Schismus arabicus</italic>) had net positive growth despite physiological stress under high O₃ concentrations. In contrast, the native species (<italic>Pectocarya recurvata</italic>) was more sensitive to O₃ and, unlike the non-native species, did not benefit from the protective role of CO₂. These results highlight the vulnerability of native ecosystems to current and future air pollution over the long term. Together, my research provides empirical evidence for future policies addressing multiple stressors in urban managed and native landscapes. / Dissertation/Thesis / Doctoral Dissertation Plant Biology 2014

Introdução: A análise das emissões dos combustíveis é de crucial importância para o entendimento da patogênese da morbi-mortalidade ocasionada pela poluição do ar. Objetivos: Analisar as emissões do combustível diesel e biodiesel (B50 e B100) sobre a toxicidade cardiovascular. Métodos: Camundongos Balb/C foram expostos a queima do diesel e/ou biodiesel durante uma hora. Os registros da freqüência cardíaca (FC), variabilidade da freqüência cardíaca (VFC) e da pressão arterial (PA) foram obtidas no tempo pré, 30 e 60 minutos após a exposição. Após 24 horas foram coletados o LBA, o sangue e a medula óssea para avaliar a inflamação pulmonar e sistêmica. Resultados: A queima do B100 reduziu as emissões da massa, fuligem, metais, CO, HPAs comparado as emissões do diesel e B50; ECG: RMSSD aumentou no grupo diesel (p < 0.05) comparado ao grupo controle, a BF aumentou no grupo diesel (p < 0.01) e B100 (p < 0.05) comparado ao grupo controle, a FC aumentou no grupo B100 (p < 0.05) comparado ao controle; sangue: o VCM aumentou no grupo B100 comparado aos grupos diesel (p < 0.01), B50 e controle (p < 0.001), o CHCM diminuiu no grupo B100 comparado aos grupos B50 (p < 0.001) e controle (p < 0.05), leucócitos aumentaram no grupo B50 comparado ao grupo diesel (p < 0.05), as plaquetas aumentaram no grupo B100 comparado aos grupos diesel e controle (p < 0.05), os reticulócitos aumentaram no grupo B50 comparado aos grupos diesel, controle (p < 0.01) e B100 (p < 0.05); medula óssea: os metamielócitos aumentaram nos grupos B50 e B100 comparado ao grupo diesel (p < 0.05); BAL: os neutrófilos aumentaram no grupo diesel e B50 comparado ao grupo controle (p < 0.05), os macrófagos aumentaram no grupo diesel (p < 0.01), B50 e B100 (p < 0.05) comparado ao grupo controle. Conclusão: O combustível biodiesel demonstrou ser tão tóxico quanto o diesel, promovendo um desequilíbrio no sistema nervoso autônomo, inflamação pulmonar e sistêmica / Background: Analysis of fuels emissions is crucial for understanding the pathogenesis of mortality due air pollution. Objectives: To assess cardiovascular toxicity of diesel and biodiesel (50 and 100%) particles. Methods: Mice were exposed to diesel or biodiesel during one hour, heart rate (HR), heart rate variability (HRV) and blood pressure (BP) were obtained immediately before, 30 and 60 minutes after exposure. After 24 hours: BAL, blood and bone marrow to evaluated inflammation were collected. Results: B100 decrease the emissions of mass, BC, inorganic, CO, PAHs and VOCs compared to B50 and diesel. ECG: RMSSD increased on diesel (p < 0.05) compared to control group; LF increased on diesel (p < 0.01) and B100 (p < 0.05) compared to control group; FC increased on B100 (p < 0.05) compared to control group. Blood: MCV increased on B100 compared to diesel (p < 0.01), B50 and control groups (p < 0.001), MCHC decreased on B100 compared to B50 (p < 0.001) and control groups (p < 0.05). Leucocytes increased on B50 compared to diesel group (p < 0.05); platelets increased on B100 compared to diesel and control groups (p < 0.05); reticulocytes increased on B50 compared to diesel, control (p < 0.01) and B100 groups (p < 0.05); Metamyelocites increased on B50 and B100 compared to diesel group (p < 0.05); BAL: Neutrophyls increased on diesel and B50 compared to control group (p < 0.05); macrophages increased on diesel (p < 0.01), B50 and B100 (p < 0.05) compared to control group. Conclusions: Biodiesel was more toxic than diesel because promoted pulmonary inflammation, bone marrow activation, increase of platelets and imbalance of the autonomic nervous system

Die gesundheitsschädliche Wirkung unreiner Luft ist Gegenstand unzähliger Studien und wurde bereits hinreichend nachgewiesen. Der Straßenverkehr ist dabei eine der wesentlichsten Schadstoffquellen, denen der Mensch im Alltag ausgesetzt ist. Ziel dieser Arbeit ist es, die Schadstoffbelastung von Nutzern des Straßenverkehrs vertiefend abzubilden. Im Rahmen eines Literaturreviews werden insgesamt 50 wissenschaftliche Studien analysiert. Obwohl sich viele Studien mit dem Vergleich der Verkehrsmittel bezüglich der Immissionsexposition auseinandersetzen, widersprechen sich ihre Ergebnisse je nach Schadstoff regelmäßig hinsichtlich der Reihenfolge der Verkehrsmittel oder auch grundsätzlich bezüglich der Signifikanz der Verkehrsmittelwahl. Ursache dafür sind die zahlreichen Einflussfaktoren, die sich von Arbeit zu Arbeit unterscheiden und eine Vergleichbarkeit der Messergebnisse stark erschweren. Trotz einer steigenden Anzahl an Studien zum Thema mangelt es den Messmethoden an einem strengen Qualitätsstandard sowie einer ausführlichen Dokumentation der Messbedingungen. Eine Verallgemeinerung und Vergleichbarkeit der Forschungsergebnisse untereinander ist damit bislang nicht gewährleistet. Die Betrachtung der Luftqualität bildet die wissenschaftliche Grundlage, um Grenzwertüberschreitungen aufzuspüren, Gegenmaßnahmen zu erarbeiten und diese auf ihre Wirksamkeit zu kontrollieren. Die Werte stationärer Messeinrichtungen geben dabei ein nur unzureichend genaues Bild über die Immissionen, denen die Nutzer des Straßenverkehrs ausgesetzt sind. Um ein realistischeres Bild über die Immissionsbelastung von Verkehrsteilnehmern zu gewinnen, wird mittels eines mobilen Messgeräts die PM10-Belastung für Radfahrer in Teilen des Dresdner Straßennetzes bestimmt. Dabei wird deutlich, dass die gemessene Schadstoffkonzentration sowohl räumlich innerhalb einer Messstrecke als auch zeitlich im Laufe des Tages variiert. Um den weitestgehend emissionsarmen Rad- und Fußverkehr weiter zu fördern und auszubauen, ist es nötig, die Schadstoffbelastung dieser Verkehrsteilnehmer noch besser zu verstehen und quantifizieren zu können. Nur dann sind Verkehrsplaner und Entscheidungsträger in der Lage, eine Infrastruktur zu schaffen, die ihre Nutzer so wenig wie möglich gesundheitlich beeinträchtigt.

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / Aerosols are solid or liquid particles suspended in air, which directly and indirectly interact with solar radiation and can be monitored through its optical depth. The aims of this study was to analyze the time series of Aerosol Optical Depth (AOD) on São Martinho da Serra, RS and compare them with São Paulo. The AOD of São Martinho da Serra, RS were obtained by Brewer Spectrophotometer (29.44 ° S, 53.82 ° W), from 1992 to 2008, using the Langley method at wavelengths: 306.3, 310.1, 313, 5, 316.7, 320.1 nm. Values above the mean plus standard deviation were considered peaks of aerosol. Was analyzed the behavior of the EOA to São Martinho da Serra, by the MODIS sensor (TERRA and AQUA satellites), the AERONET sun photometer and Brewer, being compared with the AERONET AOD of São Paulo (large industrial area). Satellite images were generated for verification of burning and air mass trajectories (HYSPLIT model). Over 70% of The AOD on São Martinho were below 0,3. Any aerosol peaks were identified with values above 0.31, which can be attributed to high relative humidity (fog formation) and the burned sites (November to February) and/or remote (August to October - an increase of burned in Brazil). In the days 06/09/2007 and 22/08/2010, was observed the transport of pollutants from the center of Brazil to RS, with AOD of up to 1.9. As for instruments, Brewer presented a behavior similar to MODIS AOD (which recorded absolute values lower). The AERONET, absolute values recorded near the MODIS (wavelengths near) and better behavior. Sao Paulo recorded AOD bigger than São Martinho, perhaps influenced by the various sources of pollutants in the region. Although São Martinho has low AOD, days with peak aerosols were recorded, concluding that, even away from urban centers, the region isn t free of high concentrations of aerosols. / Os aerossóis são partículas sólidas ou líquidas suspensas no ar, que interagem direta e indiretamente com a radiação solar e podem ser monitorados através de sua espessura óptica. O objetivo do trabalho foi analisar o comportamento da série temporal das espessuras ópticas de aerossóis sobre São Martinho da Serra, RS e compará-las com São Paulo. As EOA de São Martinho da Serra, RS foram obtidas pelo Espectrofotômetro Brewer (29.44°S, 53.82°O), de 1992 a 2008, por meio do Método de Langley nos comprimentos de onda: 306,3; 310,1; 313,5; 316,7; 320,1 nm. Valores acima da média mais o desvio padrão foram considerados picos de aerossóis. Foi analisado o comportamento das EOA, para São Martinho da Serra, pelo sensor MODIS (satélites TERRA e AQUA), fotômetro solar da AERONET e o Brewer, sendo comparadas com as EOA do AERONET de São Paulo (área industrial). Imagens de satélites foram geradas para a verificação de focos de queima e trajetórias de massas de ar (modelo HYSPLIT). Mais de 70% das EOA sobre São Martinho ficaram abaixo de 0,3. Eventuais picos de aerossóis foram identificados com valores acima 0,31, que podem ser atribuídos à elevada umidade relativa do ar (formação de nevoeiro) e às queimadas locais (Novembro a Fevereiro) e/ou remotas (Agosto a Outubro aumento de queimadas no Brasil). Nos dias 06/09/2007 e 22/08/2010, foi observado o transporte de poluentes do centro do Brasil para o RS, com EOA de até 1,9. Quanto aos instrumentos, o Brewer apresentou um comportamento de EOA similar ao MODIS (que registrou valores absolutos menores). O AERONET registrou valores absolutos próximos do MODIS (comprimentos de onda próximos) e um melhor comportamento. São Paulo registrou EOA maiores que São Martinho, talvez influenciadas pelas diversas fontes de poluentes da região. Apesar de São Martinho possuir EOA baixas, eventuais picos de aerossóis foram registrados, concluindo que, mesmo afastada de centros urbanos, a região rural não esta livre de altas concentrações de aerossóis.

Longtemps ignorée, la pollution atmosphérique générée par l'activité de transport maritime fait l'objet depuis quelques années d'une attention accrue. Des politiques de réduction sont élaborées à différents niveaux pour réduire les polluants de l'air (oxyde de soufre, oxyde d'azote, particules) et les gaz à effet de serre (dioxyde de carbone). Règlementée par le droit international en référence à l'Annexe VI de la Convention MARPOL adoptée par les membres de l'Organisation Maritime Internationale, la pollution atmosphérique du transport maritime fait aussi l'objet de mesures spécifiques de la part de l'Union européenne. Notre travail vise à répondre à la problématique suivante : les politiques de réduction des émissions de gaz à effet de serre et de polluants de l'air des navires sont-elles de nature à modifier l'offre des services maritimes de lignes régulières ?Nous montrons en quoi les émissions de gaz à effet de serre et de polluants de l'air des navires constituent un « objet » de politique publique complexe et original, et comment l'action publique s'en saisit par une analyse des processus politiques qui ont façonné l'élaboration des différentes politiques. Nous démontrons alors que le format particulier des instruments de politique publique (régionalisation des règles, choix des moyens laissés aux compagnies pour atteindre les objectifs fixés, etc.), l'articulation des différentes politiques entre elles et leur évolution dans le temps rendent la prise en compte de ces politiques par les compagnies maritimes véritablement stratégique, au sens où elle dépasse la simple application des prescriptions traditionnelles normatives en matière de sécurité et d'environnement. Nous mettons ensuite en évidence les choix stratégiques possibles des armateurs, combinant des aspects techniques et organisationnels, et les conséquences de ces choix sur l'offre de services maritimes de lignes régulières, au travers de deux études de cas : la première portant sur le transport roulier transmanche et la seconde sur le transport conteneurisé international entre l'Europe et l'Asie. Nous soulignons ainsi les effets différenciés des politiques de réduction des émissions selon les marchés du cabotage et du long cours, mais aussi leurs points communs en matière d'évolution de l'offre de transport maritime. Il apparaît que les politiques de réduction des émissions du transport maritime favorisent certains changements de l'offre en conjonction avec d'autres facteurs plus qu'elles ne les amorcent réellement / Atmospheric emissions from shipping was for a long time ignored, but have begun to attract an increasing amount of interest in recent years, with policies elaborated at different levels to reduce air pollutants (sulfur oxides, nitrogen oxides, particulate matters) and greenhouse gases (carbon dioxide). Regulated by international law in reference to Annex VI of MARPOL Convention adopted by member states of the International Maritime Organisation (IMO), emissions from shipping are also subject to specific measures by the European Union. This thesis aims to answer the following question: can policies to reduce emissions of greenhouse gases and air pollutants from ships alter the supply of maritime liner services? We show how emissions of greenhouse gases and air pollutants from ships are a complex and unique public policy issue and analyse the policy-making processes that have shaped the development of the various policies. We demonstrate that the specific format of public policy instruments (regionalisation of rules, set objectives with choice of means left to companies, etc.), as well as the articulation of the various policies and their development over time make the consideration of these policies by shipowners truly strategic, in the sense that it goes beyond the traditional compliance with prescriptive security and environmental norms. We then highlight, through two case studies, the possible strategic choices faced by shipowners, both technical and organisational in nature, as well as the consequences of these choices on the supply of maritime liner services: the first case study looks at roro transport in the English Channel while the second examines international container shipping between Europe and Asia. We highlight not only the differing effects of emission reduction policies on short sea shipping and deep-sea shipping markets, but also what they have in common with respect to changes in shipping services. It appears that emission reduction policies favour certain changes in supply in conjunction with other factors but that they do not necessarily trigger such changes

‘‘SARS-CoV-2’’ which is responsible for the current pandemic of COVID-19 disease was first reported from Wuhan, China, on 31 December 2019. Since then, to prevent its propagation around the world, a set of rapid and strict countermeasures have been taken. While most of the researchers around the world initiated their studies on the Covid-19 lockdown effect on air quality and concluded pollution reduction, the most reliable methods that can be used to find out the reduction of the pollutants in the air are still in debate. In this study, we performed an analysis on how Covid-19 lockdown procedures impacted the air quality in selected cities i.e. New Delhi, Diepkloof, Wuhan, and London around the world. The results show that the air quality index (AQI) improved by 43% in New Delhi,18% in Wuhan,15% in Diepkloof, and 12% in London during the initial lockdown from the 19th of March 2020 to 31st May 2020 compared to that of four-year pre-lockdown. Furthermore, the concentrations of four main pollutants, i.e., NO2, CO, SO2, and PM2.5 were analyzed before and during the lockdown in India. The quantification of pollution drop is supported by statistical measurements like the AVOVA Test and the Permutation Test. Overall, 58%, 61%,18% and 55% decrease is observed in NO2, CO,SO2, and PM2.5 concentrations, respectively. To check if the change in weather has played any role in pollution level reduction or not we analyzed how weather factors are correlated with pollutants using a correlation matrix. Finally, machine learning regression models are constructed to assess the lockdown impact on air quality in India by incorporating weather data. Gradient Boosting is performed well in the Prediction of drop-in PM2.5 concentration on individual cities in India. By comparing the feature importance ranking by regression models supported by correlation factors with PM2.5.This study concludes that COVID-19 lockdown has a significant effect on the natural environment and air quality improvement.