Orientador: Edson Tomaz / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Quimica / 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 / 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 / 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 / Mestrado / Desenvolvimento de Processos Químicos / Mestre em Engenharia Química

Dargestellt werden die Verursacher von Luftschadstoffen und Treibhausgasen, u. a. Groß- und Kleinfeuerungsanlagen, Verkehr und Landwirtschaft sowie der prozentuale Anteil ihrer Emissionen. Dazu gehören beispielsweise Kohlendioxid, Methan, Lachgas und die Luftschadstoffe Kohlenmonoxid, Schwefel- und Stickoxide, leicht flüchtige Stoffe, Staub und Feinstaub, Ammoniak, persistente organische Stoffe und Schwermetalle. Nach den deutlichen Verbesserungen der Luftqualität in den 1990er-Jahren haben sich die Emissionen von Luftschadstoffen und Treibhausgasen in den letzten 10 Jahren auf einem stabilen Niveau eingependelt. Mit Ausnahme von Kohlendioxid und Schwefeldioxid liegt Sachsen bei den Luftschadstoffen unter dem Bundesdurchschnitt.

The life cycle analysis compares the environmental impacts of catalytic converters and the effects of not using these devices. To environmentally evaluate the catalytic converter, the emissions during extraction, processing, use of the product are considered. All relevant materials and energy supplies are evaluated for the catalytic converter. The goal of this life cycle is to compare the pollutants of a car with and without a catalytic converter. Pollutants examined are carbon monoxide (CO), carbon dioxide (CO2), hydrocarbons (HC), and nitrogen oxides (NOx). The main finding is that even considering materials and processing, a catalytic converter decreases the CO, HC and NOx pollutant emissions. The CO2 emissions are increased with a catalytic converter, but this increase is small relative to the overall CO2 emissions. The majority of catalytic converter pollutants are caused by the use phase, not extraction or processing. The life cycle analysis indicates that a catalytic converter decreases damage to human health by almost half, and the ecosystem quality damage is decreased by more than half. There is no damage to resources without a converter, as there are no materials or energy required; the damages with a converter are so small that they are not a significant factor. Overall, catalytic converters can be seen as worthwhile environmental products when considering short term effects like human health effects of smog, which are their design intent. If broader environmental perspectives that include climate change are considered, then the benefits depend on the weighting of these different environmental impacts. / Master of Science

In dem Bericht werden der Treibhausgas (THG)-Ausstoß der sächsischen Landwirtschaft, die bisher erbrachten Klimaschutzleistungen und die Minderungspotenziale bis zum Jahr 2020 dargestellt. Für den gewählten Bilanzkreis hat die sächsische Landwirtschaft ca. 7,6 % zum THG-Ausstoß in Sachsen beigetragen. Im Vergleich zum Jahr 2000 konnte der THG-Ausstoß um ca. 5 % vermindert werden. Bis zum Jahr 2020 könnte ein THG-Minderungspotenzial von weiteren etwa 5 % erschlossen werden. Die Veröffentlichung richtet sich vorrangig an Fachleute aus der Landwirtschaft, aber auch an die Verbraucher, die ebenfalls einen Beitrag zur Minderung des THG-Ausstoßes leisten können.

Orientador: Edson Tomaz / Tese (doutorado) - Universidade Estudual de Campinas, Faculdade de Engenharia Química / Made available in DSpace on 2018-08-17T08:36:07Z (GMT). No. of bitstreams: 1 Ueda_AnaClaudia_D.pdf: 10185823 bytes, checksum: e75fdc1f9a117f5ac3f25caf61694434 (MD5) Previous issue date: 2010 / Resumo: UEDA, A.C. Estudo de Compostos Orgânicos Voláteis na Atmosfera da Região Metropolitana de Campinas. Campinas: Faculdade de Engenharia Química, Universidade Estadual de Campinas, 2010. 268 p. Tese (Doutorado). Foi realizado neste trabalho um estudo sobre compostos orgânicos voláteis (COV) encontrados na atmosfera da Região Metropolitana de Campinas. Inicialmente foi realizado um inventário de emissões da área de estudo. Para estimativa das emissões veiculares foi utilizada a metodologia de fatores de emissão e a abordagem bottom-up, levando em consideração diferentes categorias de veículos e tipos de combustíveis. Os resultados do inventário mostraram que mais de 80% os poluentes são provenientes de emissões veiculares. Estas estimativas de emissões foram utilizadas para o estudo de dispersão dos poluentes na atmosfera, bem como as emissões de fontes fixas industriais. As simulações foram realizadas utilizando o software ISC-Aermod View (Lakes Environmental). Os resultados do estudo de dispersão indicaram que existe uma pluma de poluentes concentrada sobre a região urbana de Campinas e também sobre a região industrial de Paulínia. As curvas de isoconcentração de hidrocarbonetos foram utilizadas para a escolha dos locais de realização do monitoramento de COV. Foi utilizada a técnica de monitoramento passivo com tubos adsorventes preenchidos com Tenax TA e a análise das amostras foi realizada por dessorção térmica acoplada a cromatografia gasosa com detecção de ionização de chama. As concentrações de COV encontradas na região indicaram que os locais que possuem as maiores concentrações são refinaria e centro de Campinas (47,6 e 21,2 µg m-3, respectivamente). Os compostos encontrados em maior abundância em todos os locais foram benzeno, tolueno, etilbenzeno e xilenos (BTEX), principalmente tolueno e xilenos. Para a análise destes resultados foram aplicadas a análise de componentes principais e a análise de agrupamento aglomerativo, que mostraram que os COV são provenientes das mesmas fontes de emissão, que são predominantemente veiculares na região / Abstract: This work presents a study of volatile organic compounds (VOC) found in the atmosphere of Metropolitan Area of Campinas (Campinas, SP). The first step was to perform a vehicular emissions inventory of the study area. Vehicular emissions were estimated using emission factors from new vehicles and bottom-up approach, considering different categories of vehicles and kinds of fuel used. The inventory results showed that over 80 % of the total pollutants are emitted by vehicles. These estimatives were used in the dispersion study of the pollutants, as well as industrial source emissions. The simulations were performed with ISC-Aermod View software (Lakes Environmental). The results of the dispersion model indicated that the plume of pollutants is concentrated over the urban region of Campinas and also over the industrial region of Paulínia. Isoconcentration curves of hydrocarbon dispersion were used to select the sites for monitoring VOC. Passive sampling with adsorbent tubes with Tenax TA were used and collected samples were analyzed by thermal desorption coupled with GC-FID. Higher VOC concentrations, 47.60 and 21.19 µg m-3, were found in the site of the oil refinery and Campinas ceter region , respectively. The most abundant compounds found in all sites were BTEX, mainly toluene and xylenes. The monitoring results were evaluated with principal component and cluster analysis, which showed that VOC come from the same emission sources, which are mainly vehicular in the area / Doutorado / Desenvolvimento de Processos Químicos / Doutor em Engenharia Química

Les instruments politiques sur les émissions de véhicules passagers visent à réduire les externalités négatives sur l'environnement causées par l'usage des véhicules. Des réglementations sur les émissions de CO2 ont été mises en place en Europe, aux États-Unis, en Chine et ailleurs. La cible réglementaire basée sur la moyenne des émissions des véhicules vendus par un constructeur devient plus contraignante au fil du temps. Cette thèse analyse comment les constructeurs automobiles anticipent et préparent leurs futurs portefeuilles de technologies afin de respecter les futurs objectifs politiques. Pour conduire cette analyse, cette thèse développe un modèle d'optimisation des choix technologiques sous la contrainte de diffusion technologique.Avec ce cadre de modélisation basé sur la limitation de la vitesse à laquelle une technologie peut se diffuser dans un marché, cette thèse étudie trois questions politiques. Dans un premier temps, nous analysons comment le type d'anticipation du futur peut modifier les choix technologiques faits à court et à long termes. Nous montrons qu'une anticipation du futur focalisée sur les objectifs de court terme peut empêcher l'atteinte de la cible à long terme. Respecter la cible à court terme n'est une condition ni nécessaire ni suffisante pour permettre le niveau d'émissions requis par la cible à long terme. De plus si l'anticipation du futur n'est pas parfaite, les choix technologiques vont être verrouillés dans des technologies à faible potentiel d'abattement créant ainsi une dépendance au sentier qui limite l'abattement potentiel à long terme.Dans un deuxième temps, nous nous intéressons à évaluer quantitativement comment l'indexation sur la masse des véhicules de la réglementation CO2 change les critères optimaux de choix. Nous montrons qu'il n'existe pas de différence significative dans le coût social de la mobilité entre les deux mécanismes de réglementation CO2 avec et sans indexation sur la masse pour une même cible d'émissions. Cependant les choix technologiques entre ces mécanismes sont différents, la réglementation CO2 indexée à la masse ne développe en aucun cas les technologies d'allègement.Dans un troisième temps, nous étudions comment les choix technologiques changent quand des politiques à objectifs multiples se superposent. Nous centrons notre analyse sur deux externalités associées à la mobilité: les émissions CO2 et la pollution de l'air locale. Nous montrons trois types d'impacts de la superposition de politiques. Premièrement, une politique technologiquement spécifique tel que le Mandat de Véhicule à Zéro Émission en combinaison avec la réglementation CO2 provoque le développement de technologies vertes coûteuses et empêche les technologies sales et peu coûteuses de disparaître. Dans le cas de l'application de la réglementation CO2 seule nous n'observons pas ce comportement. Deuxièmement, la superposition de politiques peut mener à un coût élevé quand les technologies adaptées à chacune des politiques sont très différentes. Troisièmement, nous trouvons un effet ambigu de la superposition de politiques relative à l'application d'une politique seule sur la performance environnementale. / Policy instruments on passenger vehicle emissions aim at reducing negative environmental externalities from vehicles use. To regulate CO2 emissions, fuel economy standards have been put in place in Europe and in the US, among others. These standards are made more stringent over time. This thesis analyzes how automotive firms anticipate and prepare their future technology portfolio to comply with expected future standards. To do so, we develop a model of optimal technology choice that captures technology diffusion constraints.With this framework, this thesis investigates three policy questions. First, we ask how the form of anticipation can affect near- and long-term technology choices. We find that focusing solely on near-term objectives can lead to failure to comply with a long-term target. In fact, meeting the near-term target is not a necessary nor a sufficient condition to satisfy long-term compliance. Moreover, when there is partial anticipation, as in a myopic view of the future, technology choices will be stuck with low abatement technologies creating a path dependency that limits long-term abatement potential.Second, we ask how much indexing fuel economy standard to mass (as in Europe or China) changes the optimal technology. We show that, for the same emission target, there is no significant difference in the social cost of mobility for an average vehicle with and without mass index. Thus a heavier vehicle fleet has the same cost than a lighter one. However, the technology choices are different, and mass indexed fuel economy standards lead to sidestepping lightweight technologies despite being cost effective from a CO2 emissions abatement point of view.Third, we ask how technology choices change when policies with multiple objectives overlap. We focus on two externalities associated with mobility: CO2 emissions and local air pollution. We show three type of effects of overlapping policies. First, a technology specific policy such as the Zero Emission Vehicle Mandate in combination with a fuel economy standard induces carmakers to develop more expensive green technologies and prevents cheap, dirty technologies from disappearing compared to the case of a fuel economy standard alone. Second, the combination of policies can lead to very high costs when technologies adapted to each policy are very different. Third, we find an ambiguous effect of overlapping policies relative to single-objective policy in terms of emissions performance.

The maintenance or replacement of deteriorated pipes and culverts is a constant and significant concern for municipalities and transportation agencies in the United States (Donaldson and Wallingford, 2010). Trenchless technologies and especially the Cured-in-place pipe (CIPP) method have become increasingly common ways to preserve infrastructures owing to their feasibility, cost-effectiveness, and fewer social impacts (Jung and Sinha, 2007). Therefore, there is a growing need to understand the direct and indirect effects of pipeline rehabilitation activities on the environment. Nearly all past CIPP studies have focused on its mechanical properties, and its environmental impacts are poorly investigated and documented (Allouche et al. 2012). Sewer pipelines and storm-water culverts are administered by municipalities and transportation agencies who bear the responsibility for rehabilitation and renewal of these infrastructures. In consequence, they rarely allow sampling and research projects in the field due to liability issues. This is a main obstacle to conducting comprehensive, precise, and unbiased research on CIPP environmental impacts and to date, the degree of relevant health effects and related environmental impacts have remained unknown. Numerous building indoor air contamination incidents indicate that work is needed to understand the magnitude of styrene emission from CIPP sanitary sewer repairs. The main goal of this study was to better comprehend Volatile Organic Compounds emission at three CIPP sanitary sewer installation sites in one U.S. city. Results showed that CIPP chemical emissions may be a health risk to workers and nearby building inhabitants. Additional testing and investigations regarding chemical emissions from CIPP should be commissioned to fill in the environmental and public health knowledge gaps. The acute and chronic chemical exposure risks of CIPP chemical steam constituents and styrene to sensitive populations should be further examined. Other goals of this study were to estimate the magnitude of solid waste generated as well as the amount of certain criteria air pollutants and greenhouse gases emitted from onsite heavy equipment for both CIPP and open-cut sites in a U.S city. The results indicated that the amount of open-cut related solid waste, criteria air pollutants, and greenhouse gases were greater than those during CIPP activities. Additional work is needed to quantify pollutant emissions from CIPP and open-cut activities and consider emissions from a cradle-to-grave standpoint.