Dissertation (Ph.D.)--Auburn University, 2008. / Abstract. Vita. Includes bibliographic references.

Thesis (M. Sc.)--University of Hong Kong, 1996. / Includes bibliographical references.

Thesis (M. Sc.)--University of Hong Kong, 1994. / Includes bibliographical references (leaves 72-75).

Thesis (M. Sc.)--University of Hong Kong, 1999. / Includes bibliographical references.

Ann F. Friedlaender, editor. / Includes index.

CAPES / Este trabalho teve como objetivo avaliar determinação química inorgânica de amostras de material particulado atmosférico inalável nas frações fina e grossa. Foram coletadas amostras de aerossol em 2013 e 2014 em sítios localizados nas cidades de Londrina e Maringá. As amostras foram coletadas diariamente (24h) em duas campanhas: inverno e verão. Para a coleta foi utilizado um amostrador dicotômico com filtro de fibra de quartzo com tamanho de 47 mm por 2 µm de porosidade, 97% de eficiência e com retenção de partículas de até 0,3 µm. Foi realizada a quantificação da massa do material particulado atmosférico através do método gravimétrico, sendo que para Londrina o MP2,5 e MP2,5-10 representam, respectivamente 29,2% e 70,8% do material particulado atmosférico na campanha de inverno (2013), 30,9% (MP2,5) e 69,1% (MP2,5-10) na campanha de verão (2013) e 35,9% (MP2,5) e 64,1% (MP2,5-10) na campanha de inverno 2014. Em Maringá o percentual foi de 42,0% (MP2,5) e 58,0% (MP2,5-10) para a campanha de inverno (2014) e 28,8% (MP2,5) e 71,2% (MP2,5-10) para a campanha de verão (2014). A razão PM2,5/PM10 foi em média de 0,3 para ambas as cidades, demonstrando que são áreas urbanas em desenvolvimento. A análise das espécies inorgânicas majoritárias solúveis em água (NO3-, SO42- e Cl-), associadas ao MP2,5-10 foram quantificadas por cromatografia de íons no Laboratório LACA da Universidade Estadual de Londrina e a maior contribuição em todas as campanhas foi do NO3-. As razões NO3-/SO42- acima de 1,0 indicam a contribuição do tráfego local. As análises dos metais associados ao MP2,5 foram realizadas por espectrometria de massa com plasma indutivamente acoplado (ICP-MS) na Universidade Federal de Santa Catarina. As concentrações de Zn, Pb, Cu e Mn encontrados em todas as campanhas indicam a contribuição das fontes móveis para o MP2,5. A concentração de BCe no MP2,5 foi determinada por refletância e as maiores concentrações de BCe foram encontradas nas campanhas de inverno. Em Geral, Londrina apresentou as maiores concentrações das espécies analisadas, quando comparado com Maringá. Além disso, a análise das trajetórias das massas de ar indicou o transporte de poluentes provenientes principalmente das queimadas da região sudeste do país. / This study aimed to determine the concentration and inorganic chemical composition of samples from airborne particulate matter inhaled in fine and coarse fractions. Aerosol samples were collected in 2013 and 2014, from sites located in the cities of Londrina and Maringa, in the state of Paraná, Brazil. The samples were collected daily (24h) in two campaigns: winter and summer. For the collection, was used a dichotomous sampler with quartz fiber filter with 47 mm in size and 2 µm porosity, 97% efficiency, retaining particles of up to 0.3 µm. Quantification of the airborne particulate matter mass was performed by gravimetry method. The results from Londrina to PM2.5 and MP2,5-10 represent, respectively, 29.2% and 70.8% of airborne particulate matter in the winter campaign (2013), 30.9% (PM2.5) and 69.1 % (MP2,5-10) in the summer campaign (2013), and 35.9% (PM2.5) and 64.1% (MP2,5-10) in the winter 2014 campaign. In the city of Maringa, the results presented the percentage of 42.0% (PM2.5) and 58.0% (MP2,5-10) for the winter season (2014), and 28.8% (PM2.5) and 71.2 % (MP2,5-10) for the summer season (2014). The PM2.5/PM10 ratio was on average 0.3, demonstrating that both cities are developing urban areas. Analysis of the major soluble inorganic species in water (NO3-, SO42- and Cl-) associated with MP2,5-10 were quantified by ion chromatography at the LACA Laboratory in the State University of Londrina, with the largest contribution found in all campaigns was to NO3-. The NO3-/SO42- ratios above 1.0 indicate the local traffic contribution. The analysis of metals associated with PM2.5 was carried out by mass spectrometry with inductively coupled plasma (ICP-MS) in the Federal University of Santa Catarina. The Zn, Pb, Cu and Mn concentrations found in all campaigns indicate the contribution of mobile sources to PM2.5. The concentration of BCe in PM2.5 was determined by reflectance, with higher BCe concentrations being found in winter campaigns. In general, Londrina presented the highest concentrations from the species analyzed when compared to Maringá. In addition, the analysis of the air mass trajectories indicated the transportation of pollutants coming mainly from fires in the southeastern region of the country.

CAPES / Este trabalho teve como objetivo avaliar determinação química inorgânica de amostras de material particulado atmosférico inalável nas frações fina e grossa. Foram coletadas amostras de aerossol em 2013 e 2014 em sítios localizados nas cidades de Londrina e Maringá. As amostras foram coletadas diariamente (24h) em duas campanhas: inverno e verão. Para a coleta foi utilizado um amostrador dicotômico com filtro de fibra de quartzo com tamanho de 47 mm por 2 µm de porosidade, 97% de eficiência e com retenção de partículas de até 0,3 µm. Foi realizada a quantificação da massa do material particulado atmosférico através do método gravimétrico, sendo que para Londrina o MP2,5 e MP2,5-10 representam, respectivamente 29,2% e 70,8% do material particulado atmosférico na campanha de inverno (2013), 30,9% (MP2,5) e 69,1% (MP2,5-10) na campanha de verão (2013) e 35,9% (MP2,5) e 64,1% (MP2,5-10) na campanha de inverno 2014. Em Maringá o percentual foi de 42,0% (MP2,5) e 58,0% (MP2,5-10) para a campanha de inverno (2014) e 28,8% (MP2,5) e 71,2% (MP2,5-10) para a campanha de verão (2014). A razão PM2,5/PM10 foi em média de 0,3 para ambas as cidades, demonstrando que são áreas urbanas em desenvolvimento. A análise das espécies inorgânicas majoritárias solúveis em água (NO3-, SO42- e Cl-), associadas ao MP2,5-10 foram quantificadas por cromatografia de íons no Laboratório LACA da Universidade Estadual de Londrina e a maior contribuição em todas as campanhas foi do NO3-. As razões NO3-/SO42- acima de 1,0 indicam a contribuição do tráfego local. As análises dos metais associados ao MP2,5 foram realizadas por espectrometria de massa com plasma indutivamente acoplado (ICP-MS) na Universidade Federal de Santa Catarina. As concentrações de Zn, Pb, Cu e Mn encontrados em todas as campanhas indicam a contribuição das fontes móveis para o MP2,5. A concentração de BCe no MP2,5 foi determinada por refletância e as maiores concentrações de BCe foram encontradas nas campanhas de inverno. Em Geral, Londrina apresentou as maiores concentrações das espécies analisadas, quando comparado com Maringá. Além disso, a análise das trajetórias das massas de ar indicou o transporte de poluentes provenientes principalmente das queimadas da região sudeste do país. / This study aimed to determine the concentration and inorganic chemical composition of samples from airborne particulate matter inhaled in fine and coarse fractions. Aerosol samples were collected in 2013 and 2014, from sites located in the cities of Londrina and Maringa, in the state of Paraná, Brazil. The samples were collected daily (24h) in two campaigns: winter and summer. For the collection, was used a dichotomous sampler with quartz fiber filter with 47 mm in size and 2 µm porosity, 97% efficiency, retaining particles of up to 0.3 µm. Quantification of the airborne particulate matter mass was performed by gravimetry method. The results from Londrina to PM2.5 and MP2,5-10 represent, respectively, 29.2% and 70.8% of airborne particulate matter in the winter campaign (2013), 30.9% (PM2.5) and 69.1 % (MP2,5-10) in the summer campaign (2013), and 35.9% (PM2.5) and 64.1% (MP2,5-10) in the winter 2014 campaign. In the city of Maringa, the results presented the percentage of 42.0% (PM2.5) and 58.0% (MP2,5-10) for the winter season (2014), and 28.8% (PM2.5) and 71.2 % (MP2,5-10) for the summer season (2014). The PM2.5/PM10 ratio was on average 0.3, demonstrating that both cities are developing urban areas. Analysis of the major soluble inorganic species in water (NO3-, SO42- and Cl-) associated with MP2,5-10 were quantified by ion chromatography at the LACA Laboratory in the State University of Londrina, with the largest contribution found in all campaigns was to NO3-. The NO3-/SO42- ratios above 1.0 indicate the local traffic contribution. The analysis of metals associated with PM2.5 was carried out by mass spectrometry with inductively coupled plasma (ICP-MS) in the Federal University of Santa Catarina. The Zn, Pb, Cu and Mn concentrations found in all campaigns indicate the contribution of mobile sources to PM2.5. The concentration of BCe in PM2.5 was determined by reflectance, with higher BCe concentrations being found in winter campaigns. In general, Londrina presented the highest concentrations from the species analyzed when compared to Maringá. In addition, the analysis of the air mass trajectories indicated the transportation of pollutants coming mainly from fires in the southeastern region of the country.

The promulgation of the minimum emission standards for the list of activities resulting in significant air pollution under the National Environmental Management: Air Quality Act, 2004 (Act No.39 of 2004) introduces a command – and – control regulation, in which the listed activities are required to obtain atmospheric emission licenses prior to operation. Under this regime, the listed activities are required to demonstrate compliance with the concentration-based minimum emission standards incorporated into their license, by conducting emission monitoring. Effective emission monitoring is dependent on the systematic implementation of a number of processes, procedures and protocols for emissions sampling, analysis and reporting. This study focused on development of a system for emissions monitoring, by establishment of the best practice on sampling procedures; criteria for emission measurement methods selection; quality assurance and quality control procedures; as well as data handling, reporting and compliance assessment procedures. The study recommends a model of emissions compliance monitoring system for South Africa, comprising of processes and procedures required for the acquisition of good quality, credible data to support effective implementation of the National Environmental Management: Air Quality Act, 2004. / Dissertation (MSc)--University of Pretoria, 2015. / Chemical Engineering / Unrestricted

Policy-makers, transportation researchers, and activists often assume that traffic congestion mitigation results in reduced vehicle emissions without proper justification or quantification of the benefits. If congestion mitigation is going to be tied to air quality goals, a better understanding of the impacts of traffic congestion on motor vehicle emissions is needed. This research addresses that need by investigating under which circumstances the commonly held assumption linking congestion mitigation to emissions reductions is valid. We develop and apply a mathematical framework to study the trade-offs between vehicle efficiency and travel demand that accompany travel speed changes. While the exact relationships among emissions, travel speed, and travel demand vary with location and pollutant, several consistent results arise. The potential for marginal emissions rate reductions through average travel speed adjustments is small for speeds between about 25 and 70 mph. Emissions rate sensitivity to speed increases with the fraction of heavy-duty vehicles and for certain pollutants (gaseous hydrocarbons and particulate matter), and decreases with the fraction of advanced-drivetrain vehicles, such as electric and gas-electric hybrid vehicles. But travel volume is also a key consideration for the total emissions impacts of congestion and congestion mitigation. While travel speed increases are generally expected to increase efficiency, they are also expected to increase vehicle travel volume as a result of induced demand. To explore efficiency and volume trade-offs we look at emissions break-even conditions for average speed and travel demand elasticity. Depending on the pollutant and the vehicle fleet, total emissions are only expected to decrease with increasing travel speed for initial conditions of both low demand elasticity and low average speed. Thus, higher levels of congestion do not necessarily increase emissions, nor will congestion mitigation inevitably reduce emissions. This result includes projects that seek to increase vehicle throughput from existing roadway supply through better traffic management and operations. Congestion mitigation through reduced vehicle volumes, on the other hand, presents the opportunity for additive emissions benefits through efficiency improvements and total Vehicle Miles Traveled (VMT) reductions. Comparing capacity-based congestion mitigation strategies with alternative emissions reduction strategies we show that where emissions reductions are possible through speed increases, the emissions benefits are likely to be more easily and cost-effectively attained by other strategies. A sketch analysis of vehicle-class segregated facilities shows that truck-only lane strategies consistently out-perform general-purpose/mixed-flow lane strategies in terms of emissions reductions. An analysis of several congestion-related performance measures shows that for reflecting emissions impacts, VMT is an essential component of performance. Thus, alternative congestion metrics such as total/excess travel distance and travel time are preferable emissions performance indicators to speed or distance-normalized delay. The Travel Time Index, in particular, poorly reflects emissions changes on congested roadways. This thesis offers several original contributions to the body of knowledge regarding congestion and emissions. First, it describes a parsimonious conceptual framework for assessing the effect of congestion on emissions. Then from that framework, several simple and original equations are presented which can be used for sketch-level planning to estimate emissions impacts from congestion mitigation. Finally, application of the framework provides quantitative support for the decoupling of congestion and emissions mitigations.

The determination of carbon monoxide is also possible by trapping CO on preconditioned molecular sieve and thermal desorption. Analysis in this case is performed by gas chromatography/mass spectroscopy, although the trapping technique is applicable to other suitable GC techniques.