In the specified large combustion plant, fuel with a large content of sulfur is burned. The current desulfurisation method is not able to meet the new emission limits, therefore it is necessary to design an adequate desulphurisation method. The theoretical part of this diploma thesis contains a description of the legislation related to emission limits for large combustion plants and an analysis of individual technological methods of desulphurization together with a description of the relevant sorbents. The practical part of the work contains a design of dry conditioned sorption with the using of a calcium-based sorbent. The basic technological and structural design is designed together with the spatial solution and dispositional solution of the whole technology.

This Master Thesis is about the Gasification of hammer-milled chipboard. The opening part is about general theory of bio-mass gasification and the gasification machines. Next there is a chapter about the products which are included in the gas after gasification and the methods, how to remove them from the gas. This thesis is about gasification legislative acts and novels too. The main body of the thesis is about the experimental gasification in Biofluid 100 machine. This machine is located in the Fakulty of Mechanical Engineering in Brno. There were the samples of gases and tars collected during the gasification. From this samples was made the analysis. Then the mass content BTEX, n-alkans and PAHs.According the process of experiments was set the procedure of gasification. Finally there was a evaluation of the chipboard gasification made.

1 ABSTRACT This diploma thesis deals with comprehensive analysis of emission limits which is one of the most important instruments of environment protection. The purpose of this diploma thesis is description and analysis of emission limits in protection of fundamental environmental compartments and in some cases also demonstration of its functioning on practical examples. The text of this diploma thesis is divided into six chapters. Firstly, this thesis provides a general characteristic of fundamental concepts, which creates a basis for all following parts of this diploma thesis. Further follows three chapters devoted to in detail description and analysis of emission limits in certain environmental compartment, whereas firstly there is always introduced its past and present progress. Further follows international, EU and national sources of law with evaluation. These two parts are followed by the third part which deals with in detail analysis of specifics and process of determination of emission limits values and eventually monitoring and evaluation of pollutants levels released by polluter. In conclusion of all these three chapters there is comprehensively summarized partial problematics and author's considerations about possible shortcomings in areas of achievable improvement. Last sixth chapter is...

Em razão do óleo diesel combustível automotivo, conter 2% de biodiesel e por não existir ainda regulamentação de emissões para os aldeídos dos veículos do ciclo Diesel, o presente trabalho teve como objetivo, avaliar as emissões de aldeídos dessa categoria de veículos, utilizando-se o óleo diesel com 2% de biodiesel (B2) e 100% de biodiesel de soja (B100) como combustível. Procurou-se também, avaliar as emissões de aldeídos de um veículo leve do ciclo Otto com e sem o conversor catalítico, a fim de comparar suas emissões com o veiculo do ciclo diesel, uma vez que o programa de controle da poluição do ar por veículos automotores estabeleceu limite de emissão de aldeídos totais, (formaldeído + acetaldeído) para os veículos leves novos do ciclo Otto, movidos a gasolina, etanol hidratado e suas misturas. Os ensaios foram realizados no laboratório de emissão veicular da CETESB em dinamômetro de chassi, seguindo um ciclo de condução urbano padronizado. Os aldeídos foram analisados por cromatografia líquida de alto desempenho. Os ensaios foram realizados com o veículo de marca Citröen modelo JUMPER 2.8 L ano/modelo 2006 para o ciclo Diesel e com o veículo de marca VW modelo FOX 1.6 Flex ano/modelo 2005 com e sem o conversor catalítico para o ciclo Otto. Nos ensaios realizados com o veículo JUMPER, além de medir as emissões de formaldeído e acetaldeído, mediu-se também as emissões de acroleína, propionaldeído, butiraldeído e benzaldeído. Observou-se na emissão, a presença de outras carbonilas e cetonas, tais como: crotonaldeído, metacroleína, 2-butanona, valeraldeído e p-tolualdeído, porém, essas carbonilas não foram quantificadas nesse estudo, em razão de não dispormos de padrões individuais certificados. Os ensaios demonstraram que com o uso do B2, as emissões de formaldeído variaram de 7,6 e 14,9 mg/km; o acetaldeído de 4,5 e 8,9 mg/km; a acroleína de 2,7 e 5,8 mg/km; o pr butiraldeído 0,4 e 0,7 mg/km e o benzaldeído de 0,2 e 0,3 mg/km, enquanto que com o uso do B100 as emissões de formaldeído variaram de 18,8 e 21,1 mg/km; o acetaldeído de 7,5 e 8,3 mg/km; a acroleína de 5,2 e 6,2 mg/km; o propionaldeído de 0,5 e 0,6 mg/km; o butiraldeído de 0,4 mg/km e o benzaldeído de 0,4 mg/km. Verificou-se que com o uso do B2, a emissão média foi de 48% para o formaldeído e 29% para o acetaldeído e representava 77% dos aldeídos totais (17,9 mg/km). Com o uso do B100, a emissão média foi de 57% para o formaldeído e 23% para o acetaldeído e representava 80% dos aldeídos totais (27,9 mg/km). Pode-se, observar nesse trabalho que a emissão média encontrada de 17,9 e 27,9 mg/km de aldeídos totais (formaldeído e acetaldeído) do veículo Diesel em relação à emissão do veículo Otto, não é desprezível, uma vez que o limite de emissão de aldeídos totais para os veículos leves fabricados a partir de 1997 era de 30,0 mg/km e passou a 20,0 mg/km para os veículos fabricados a partir de 2009, portanto, conclui-se que a realização de mais ensaios, inclusive em dinamômetro de motores e com outras categorias de veículos, contribuirá para detalhar o perfil das emissões de aldeídos da frota dos veículos a Diesel e biodiesel, além de determinar fatores de deterioração destes veículos, bem como ajudar no inventário de emissões destes poluentes. / Since of the automotive diesel fuel contains 2% biodiesel and there exists no regulation of emissions of aldehydes of Diesel cycle vehicles, this paper aims to evaluate the emissions of aldehydes of such a category of vehicles, using diesel oil with 2% biodiesel (B2) and 100% soybean biodiesel (B100) as fuel. It also aims to evaluate the emissions of aldehydes from a light Otto cycle vehicle with and without the catalytic converter in order to compare their emissions with the Diesel cycle vehicle, as the control program for air pollution by motor vehicles has set a limit of emissions of total aldehydes (formaldehyde + acetaldehyde) for new light Otto cycle vehicles, powered by gasoline, hydrated ethanol and its mixtures thereof. The tests were conducted in the vehicle emission laboratory of environmental sanitation agency (CETESB) on a chassis dynamometer, following a standard urban driving cycle. The aldehydes were analyzed by high performance liquid chromatography. The tests were conducted in a Citröen JUMPER 2.8 L vehicle model year/model 2006 for the Diesel cycle, a VW FOX 1.6 Flex vehicle model year/model 2005 with and without the catalytic converter for the Otto cycle. In the tests with the Jumper vehicle, the emissions of both formaldehyde and acetaldehyde, and acrolein, propionaldehyde, butyraldehyde and benzaldehyde were measured. It was possible to observe, the presence of carbonyl and other ketones, such as crotonaldehyde, methacrolein, 2-butanone, valeraldehyde and p-tolualdehyde. However these carbonyls were not quantified in this study, as there are no certified individual standards. The tests showed that by using B2, the emissions of formaldehyde ranged from 7.6 to 14.9 mg/km, acetaldehyde from 4.5 to 8.9 mg/km, acrolein from 2.7 to 5.8 mg/km, propionaldehyde from 0.4 to 0.6 mg/km, butyraldehyde from 0.4 to 0.7 mg/km, and benzaldehyde from 0.2 to 0.3 mg/km, while using B100 emissions of formaldehyde ranged from 18.8 to 21.1 mg/km, acetaldehyde from 7.5 to 8.3 mg/km, acrolein from 5.2 to 6.2 mg/km, propionaldehyde from 0.5 to 0.6 mg/km, butyraldehyde of 0.4 mg/km, and benzaldehyde of 0.4 mg/km. It was found that by using B2, the average emissions were 48% for formaldehyde and 29% for acetaldehyde, representing 77% of total aldehydes (17.9 mg/km). Using B100, the average emissions were 57% for formaldehyde and 23% for acetaldehyde, representing 80% of total aldehydes (27.9 mg/km). It was possible to observe in this study that the average emissions of 17.9 and 27.9 mg/km of total aldehydes (formaldehyde and acetaldehyde) of Diesel vehicle emissions in the Otto vehicle, are significant, since the emission limit of total aldehydes for light vehicles manufactured from 1997 was 30.0 mg/km and passed to 20.0 mg/km for vehicles manufactured from 2009. Therefore, it is possible to conclude that performing more tests, including engine dynamometer and other types of vehicles, will detail the profile of the aldehyde emissions from the fleet of vehicles powered by diesel and biodiesel, as well as determine factors for the deterioration of these vehicles and assist in the inventory of emissions of these pollutants.

A model of the accurate harmonic allocation methods is developed to improve the current emission limits of IEEE Std.519. IEC 61000-3-6 and IEEE Std. 519 have by now been accepted as two well known standards for interconnecting the MV and HV-EHV customers to utility systems and widely adopted as standards to many power utilities. It is worth noting that the harmonic current emission limits of both standards have not been compared and justified with analytical proofs because there is still no explanation that discusses the origin of the emission limits in IEEE Std. 519, or the complex feature of IEC 61000-3-6. Two new novel methods of allocating the harmonic current emission limits for MV customers and HV-EHV customers have been proposed. Both methods have been developed in accordance with the principles of IEC 61000-3-6. Task II has compared and investgated the emission limits of both IEC 61000-3-6 and IEEE Std. 519. The difference, inconsistency and inaccuracy have been proven with the perspective of practical evaluations based on their own principles. The investigations focus on the specific numerical proofs of the resulting voltage distortions and the current emission limits in the MV and HV-EHV systems rather than on the philosophies. The proposed methods strongly support IEC 61000-3-6 and IEEE Std. 519, and add to their value; these methods could also help utilities allocate fairly and accurately harmonic emission limits to their MV and HV-EHV customers.

Em razão do óleo diesel combustível automotivo, conter 2% de biodiesel e por não existir ainda regulamentação de emissões para os aldeídos dos veículos do ciclo Diesel, o presente trabalho teve como objetivo, avaliar as emissões de aldeídos dessa categoria de veículos, utilizando-se o óleo diesel com 2% de biodiesel (B2) e 100% de biodiesel de soja (B100) como combustível. Procurou-se também, avaliar as emissões de aldeídos de um veículo leve do ciclo Otto com e sem o conversor catalítico, a fim de comparar suas emissões com o veiculo do ciclo diesel, uma vez que o programa de controle da poluição do ar por veículos automotores estabeleceu limite de emissão de aldeídos totais, (formaldeído + acetaldeído) para os veículos leves novos do ciclo Otto, movidos a gasolina, etanol hidratado e suas misturas. Os ensaios foram realizados no laboratório de emissão veicular da CETESB em dinamômetro de chassi, seguindo um ciclo de condução urbano padronizado. Os aldeídos foram analisados por cromatografia líquida de alto desempenho. Os ensaios foram realizados com o veículo de marca Citröen modelo JUMPER 2.8 L ano/modelo 2006 para o ciclo Diesel e com o veículo de marca VW modelo FOX 1.6 Flex ano/modelo 2005 com e sem o conversor catalítico para o ciclo Otto. Nos ensaios realizados com o veículo JUMPER, além de medir as emissões de formaldeído e acetaldeído, mediu-se também as emissões de acroleína, propionaldeído, butiraldeído e benzaldeído. Observou-se na emissão, a presença de outras carbonilas e cetonas, tais como: crotonaldeído, metacroleína, 2-butanona, valeraldeído e p-tolualdeído, porém, essas carbonilas não foram quantificadas nesse estudo, em razão de não dispormos de padrões individuais certificados. Os ensaios demonstraram que com o uso do B2, as emissões de formaldeído variaram de 7,6 e 14,9 mg/km; o acetaldeído de 4,5 e 8,9 mg/km; a acroleína de 2,7 e 5,8 mg/km; o pr butiraldeído 0,4 e 0,7 mg/km e o benzaldeído de 0,2 e 0,3 mg/km, enquanto que com o uso do B100 as emissões de formaldeído variaram de 18,8 e 21,1 mg/km; o acetaldeído de 7,5 e 8,3 mg/km; a acroleína de 5,2 e 6,2 mg/km; o propionaldeído de 0,5 e 0,6 mg/km; o butiraldeído de 0,4 mg/km e o benzaldeído de 0,4 mg/km. Verificou-se que com o uso do B2, a emissão média foi de 48% para o formaldeído e 29% para o acetaldeído e representava 77% dos aldeídos totais (17,9 mg/km). Com o uso do B100, a emissão média foi de 57% para o formaldeído e 23% para o acetaldeído e representava 80% dos aldeídos totais (27,9 mg/km). Pode-se, observar nesse trabalho que a emissão média encontrada de 17,9 e 27,9 mg/km de aldeídos totais (formaldeído e acetaldeído) do veículo Diesel em relação à emissão do veículo Otto, não é desprezível, uma vez que o limite de emissão de aldeídos totais para os veículos leves fabricados a partir de 1997 era de 30,0 mg/km e passou a 20,0 mg/km para os veículos fabricados a partir de 2009, portanto, conclui-se que a realização de mais ensaios, inclusive em dinamômetro de motores e com outras categorias de veículos, contribuirá para detalhar o perfil das emissões de aldeídos da frota dos veículos a Diesel e biodiesel, além de determinar fatores de deterioração destes veículos, bem como ajudar no inventário de emissões destes poluentes. / Since of the automotive diesel fuel contains 2% biodiesel and there exists no regulation of emissions of aldehydes of Diesel cycle vehicles, this paper aims to evaluate the emissions of aldehydes of such a category of vehicles, using diesel oil with 2% biodiesel (B2) and 100% soybean biodiesel (B100) as fuel. It also aims to evaluate the emissions of aldehydes from a light Otto cycle vehicle with and without the catalytic converter in order to compare their emissions with the Diesel cycle vehicle, as the control program for air pollution by motor vehicles has set a limit of emissions of total aldehydes (formaldehyde + acetaldehyde) for new light Otto cycle vehicles, powered by gasoline, hydrated ethanol and its mixtures thereof. The tests were conducted in the vehicle emission laboratory of environmental sanitation agency (CETESB) on a chassis dynamometer, following a standard urban driving cycle. The aldehydes were analyzed by high performance liquid chromatography. The tests were conducted in a Citröen JUMPER 2.8 L vehicle model year/model 2006 for the Diesel cycle, a VW FOX 1.6 Flex vehicle model year/model 2005 with and without the catalytic converter for the Otto cycle. In the tests with the Jumper vehicle, the emissions of both formaldehyde and acetaldehyde, and acrolein, propionaldehyde, butyraldehyde and benzaldehyde were measured. It was possible to observe, the presence of carbonyl and other ketones, such as crotonaldehyde, methacrolein, 2-butanone, valeraldehyde and p-tolualdehyde. However these carbonyls were not quantified in this study, as there are no certified individual standards. The tests showed that by using B2, the emissions of formaldehyde ranged from 7.6 to 14.9 mg/km, acetaldehyde from 4.5 to 8.9 mg/km, acrolein from 2.7 to 5.8 mg/km, propionaldehyde from 0.4 to 0.6 mg/km, butyraldehyde from 0.4 to 0.7 mg/km, and benzaldehyde from 0.2 to 0.3 mg/km, while using B100 emissions of formaldehyde ranged from 18.8 to 21.1 mg/km, acetaldehyde from 7.5 to 8.3 mg/km, acrolein from 5.2 to 6.2 mg/km, propionaldehyde from 0.5 to 0.6 mg/km, butyraldehyde of 0.4 mg/km, and benzaldehyde of 0.4 mg/km. It was found that by using B2, the average emissions were 48% for formaldehyde and 29% for acetaldehyde, representing 77% of total aldehydes (17.9 mg/km). Using B100, the average emissions were 57% for formaldehyde and 23% for acetaldehyde, representing 80% of total aldehydes (27.9 mg/km). It was possible to observe in this study that the average emissions of 17.9 and 27.9 mg/km of total aldehydes (formaldehyde and acetaldehyde) of Diesel vehicle emissions in the Otto vehicle, are significant, since the emission limit of total aldehydes for light vehicles manufactured from 1997 was 30.0 mg/km and passed to 20.0 mg/km for vehicles manufactured from 2009. Therefore, it is possible to conclude that performing more tests, including engine dynamometer and other types of vehicles, will detail the profile of the aldehyde emissions from the fleet of vehicles powered by diesel and biodiesel, as well as determine factors for the deterioration of these vehicles and assist in the inventory of emissions of these pollutants.

The main scope of thesis is to describe the pollutant removal techniques with a focus on heavy metals. With that relate chapters describing the formation of pollutants and their effect on human health. The thesis focuses on a detailed description of flue gas cleaning technology and its evaluation. Evaluation is shown in tables comparing emission measurement on waste incineration plant SAKO Brno, a.s. with emission limits. The thesis also briefly describes other options for municipal waste management.

This diploma thesis deals with selected abatement techniques of nitrogen oxides (NOx) developed for large combustion plants. The first part describes selected NOx, their properties and explains the formation during combustion. Furthermore, there is an analysis of current legal legislation regulating the issue of emission limits. The third part presents selected primary and secondary measures that are widely used. The emphasis is placed on the description of selective catalytic (SCR) and non-catalytic reduction (SNCR). Finally, the basic design of these technologies for model combustion equipment is performed. The consumption of reducing medium and the volume of the catalyst for the mentioned techniques are calculated here. The estimate of selected operating and investment costs is a part of the basic scheme.

The main topic of this thesis is a catalytic oxidation which belongs to a group of modern technologies for removing emission of CO and VOC from waste air. In the introduction of this thesis, the basic concepts are defined. Further the legislative requirements associated with VOC emissions, emission limits and conditions are summarized. Described destructive and non-destructive methods for removing VOCs from waste gases are also briefly described. Increased attention is paid to the catalytic oxidation as the main theme of the thesis. It was searched for industrial applications where the catalytic oxidation is used. Another chapter is devoted to the theoretical analysis of kinetics of catalytic oxidation reactions. Firstly, the basic types of reactors are described and also material balance and reaction rate for the isothermal and adiabatic reactor. In the experimental part results of performed kinetic measurements on a pilot unit for catalytic commonly used organic solvents (VOCs) using commercially available catalysts were summarized. Pre-exponential factors and activation energies for sprinkling catalysts EnviCat VOC-5565 and EnviCat 55068 for substances ethanol, toluene and acetone were determined. "Light-off" curves for these substances and methane were measured and on sprinkled catalyst EnviCat 55068 and on monolithic catalyst Purelyst PH-304.

This diploma thesis deals with the issue of environmental pollution caused by the production of harmful substances originated from the automobile combustion engines and the calculation of production of basic pollutants emitted from the passenger car exhausts travelling on selected sections of transport route. The aim of the work was to calculate the amount of emitted harmful substances, according to the composition of the vehicle fleet on some selected monitored sections of transport routes. For analysis were selected three stretches of roads in České Budějovice. The analysis considered the vehicle fleet composition, determination of traffic intensity, average speed of vehicles and traffic fluency on the transport routes. The calculated values were obtained using the special software MEFA 13