Application of genetic algorithms for the calibration of an air quality model and its validation using pollutant measures from the surroundings of an electric power plant

[EN]This work presents the calibration and validation of an air quality finite element model applied to emissions from a thermal power plant located in Gran Canaria. The calibration is performed using genetic algorithms. To calibrate and validate the model, the authors use empirical measures of pollutants concentrations from 4 stations located nearby the power plant; an hourly record per station during 3 days is available. Measures from 3 stations will be used to calibrate, while validation will use measures from the remaining station…

Local scale air quality model with several pollutant sources

[EN]This paper shows a finite element method for pollutant transport with several pollutant sources. An Eulerian convection–diffusion–reaction model to simulate the pollutant dispersion is used. The discretization of the different sources allows to impose the emissions as boundary conditions. The Eulerian description can deal with the coupling of several plumes. An adaptive stabilized finite element formulation, specifically Least-Squares, with a Crank-Nicolson temporal integration is proposed to solve the problem. An splitting scheme has been used to treat separately the transport and the reaction. A mass-consistent model has been used to compute the wind field of the problem…

Transportation theory and planning

The aim of this research is to analyze the transport system and its subcomponents in order to highlight which are the design tools for physical and/or organizational projects related to transport supply systems. A characteristic of the transport systems is that the change of their structures can recoil on several entities, groups of entities, which constitute the community. The construction of a new infrastructure can modify both the transport service characteristic for all the user of the entire network; for example, the construction of a transportation infrastructure can change not only the transport service characteristics for the users of the entire network in which it is part of, but also it produces economical, social, and environmental effects. Therefore, the interventions or the improvements choices must be performed using a rational decision making approach. This approach requires that these choices are taken through the quantitative evaluation of the different effects caused by the different intervention plans. This approach becomes even more necessary when the decisions are taken in behalf of the community. Then, in order to understand how to develop a planning process in Transportation I will firstly analyze the transport system and the mathematical models used to describe it: these models provide us significant indicators which can be used to evaluate the effects of possible interventions. In conclusion, I will move on the topics related to the transport planning, analyzing the planning process, and the variables that have to be considered to perform a feasibility analysis or to compare different alternatives. In conclusion I will perform a preliminary analysis of a new transit system which is planned to be developed in New York City.

Advanced lithium battery chemistries for sustainable transportation

The specific energy of lithium-ion batteries (LIBs) is today 200 Wh/kg, a value not sufficient to power fully electric vehicles with a driving range of 400 km which requires a battery pack of 90 kWh. To deliver such energy the battery weight should be higher than 400 kg and the corresponding increase of vehicle mass would narrow the driving range to 280 km. Two main strategies are pursued to improve the energy of the rechargeable lithium batteries up to the transportation targets. The first is the increase of LIBs working voltage by using high-voltage cathode materials. The second is the increase of battery capacity by the development of a cell chemistry where oxygen redox reaction (ORR) occurs at the cathode and metal lithium is the anode (Li/O2 battery). This PhD work is focused on the development of high-voltage safe cathodes for LIBs, and on the investigation of the feasibility of Li/O2 battery operating with ionic liquid(IL)-based electrolytes. The use of LiMn1-xFexPO4 as high-voltage cathode material is discussed. Synthesis and electrochemical tests of three different phosphates, more safe cathode materials than transition metal oxides, are reported. The feasibility of Li/O2 battery operating in IL-based electrolytes is also discussed. Three aspects have been investigated: basic aspects of ORR, synthesis and characterization of porous carbons as positive electrode materials and study of limiting factors to the electrode capacity and cycle-life. Regarding LIBs, the findings on LiMnPO4 prepared by soluble precursors demonstrate that a good performing Mn-based olivine is viable without the coexistence of iron. Regarding Li/O2 battery, the oxygen diffusion coefficient and concentration values in different ILs were obtained. This work highlighted that the O2 mass transport limits the Li/O2 capacity at high currents; it gave indications on how to increase battery capacity by using a flow-cell and a porous carbon as cathode.

Context-sensitive design in transportation infrastructure: relating tire/pavement noise with wearing course characteristics

A design can be defined as context-sensitive when it achieves effective technical and functional transportation solutions, while preserving and enhancing natural environments and minimizing impacts on local communities. Traffic noise is one of the most critical environmental impacts of transportation infrastructure and it affects both humans and ecosystems. Tire/pavement noise is caused by a set of interactions at the contact patch and it is the predominant source of road noise at the regular traffic speeds. Wearing course characteristics affect tire/pavement noise through various mechanisms. Furthermore, acoustic performance of road pavements varies over time and it is influenced by both aging and temperature. Three experimentations have been carried out to evaluate wearing course characteristics effects on tire/pavement noise. The first study involves the evaluation of skid resistance, surface texture and tire/pavement noise of an innovative application of multipurpose cold-laid microsurfacing. The second one involves the evaluation of the surface and acoustic characteristics of the different pavement sections of the test track of the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo. In the third study, a set of highway sections have been selected in Southern Ontario with various types of pavements. Noise measurements were carried out by means of the Statistical Pass-by (SPB) method in the first case study, whereas in the second and in the third one, Close-proximity (CPX) and the On-Board Sound Intensity (OBSI) methods have been performed in parallel. Test results have contributed to understand the effects of pavement materials, temperature and aging on tire/pavement noise. Negligible correlation was found between surface texture and roughness with noise. As a general trend, aged and stiffer materials have shown to provide higher noise levels than newer and less stiff ones. Noise levels were also observed to be higher with temperature increase.

Global modeling of pollutant transport and deposition from anthropogenic emission hot spots on global scale

Urban centers significantly contribute to anthropogenic air pollution, although they cover only a minor fraction of the Earth's land surface. Since the worldwide degree of urbanization is steadily increasing, the anthropogenic contribution to air pollution from urban centers is expected to become more substantial in future air quality assessments. The main objective of this thesis was to obtain a more profound insight in the dispersion and the deposition of aerosol particles from 46 individual major population centers (MPCs) as well as the regional and global influence on the atmospheric distribution of several aerosol types. For the first time, this was assessed in one model framework, for which the global model EMAC was applied with different representations of aerosol particles. First, in an approach with passive tracers and a setup in which the results depend only on the source location and the size and the solubility of the tracers, several metrics and a regional climate classification were used to quantify the major outflow pathways, both vertically and horizontally, and to compare the balance between pollution export away from and pollution build-up around the source points. Then in a more comprehensive approach, the anthropogenic emissions of key trace species were changed at the MPC locations to determine the cumulative impact of the MPC emissions on the atmospheric aerosol burdens of black carbon, particulate organic matter, sulfate, and nitrate. Ten different mono-modal passive aerosol tracers were continuously released at the same constant rate at each emission point. The results clearly showed that on average about five times more mass is advected quasi-horizontally at low levels than exported into the upper troposphere. The strength of the low-level export is mainly determined by the location of the source, while the vertical transport is mainly governed by the lifting potential and the solubility of the tracers. Similar to insoluble gas phase tracers, the low-level export of aerosol tracers is strongest at middle and high latitudes, while the regions of strongest vertical export differ between aerosol (temperate winter dry) and gas phase (tropics) tracers. The emitted mass fraction that is kept around MPCs is largest in regions where aerosol tracers have short lifetimes; this mass is also critical for assessing the impact on humans. However, the number of people who live in a strongly polluted region around urban centers depends more on the population density than on the size of the area which is affected by strong air pollution. Another major result was that fine aerosol particles (diameters smaller than 2.5 micrometer) from MPCs undergo substantial long-range transport, with about half of the emitted mass being deposited beyond 1000 km away from the source. In contrast to this diluted remote deposition, there are areas around the MPCs which experience high deposition rates, especially in regions which are frequently affected by heavy precipitation or are situated in poorly ventilated locations. Moreover, most MPC aerosol emissions are removed over land surfaces. In particular, forests experience more deposition from MPC pollutants than other land ecosystems. In addition, it was found that the generic treatment of aerosols has no substantial influence on the major conclusions drawn in this thesis. Moreover, in the more comprehensive approach, it was found that emissions of black carbon, particulate organic matter, sulfur dioxide, and nitrogen oxides from MPCs influence the atmospheric burden of various aerosol types very differently, with impacts generally being larger for secondary species, sulfate and nitrate, than for primary species, black carbon and particulate organic matter. While the changes in the burdens of sulfate, black carbon, and particulate organic matter show an almost linear response for changes in the emission strength, the formation of nitrate was found to be contingent upon many more factors, e.g., the abundance of sulfuric acid, than only upon the strength of the nitrogen oxide emissions. The generic tracer experiments were further extended to conduct the first risk assessment to obtain the cumulative risk of contamination from multiple nuclear reactor accidents on the global scale. For this, many factors had to be taken into account: the probability of major accidents, the cumulative deposition field of the radionuclide cesium-137, and a threshold value that defines contamination. By collecting the necessary data and after accounting for uncertainties, it was found that the risk is highest in western Europe, the eastern US, and in Japan, where on average contamination by major accidents is expected about every 50 years.

Evaluation of green algae deployment for organic pollutant removal in urban wastewater through ERE-CALUX potency assessment

The interest of the scientific community towards organic pollutants in freshwater streams is fairly recent. During the past 50 years, thousands of chemicals have been synthesized and released into the general environment. Nowadays their occurrence and effects on several organism, invertebrates, fish, birds, reptiles and also humans are well documented. Because of their action, some of these chemicals have been defined as Endocrine Disrupters Compounds (EDCs) and the public health implications of these EDCs have been the subject of scientific debate. Most interestingly, among those that were noticed to have some influence and effects on the endocrine system were the estrone, the 17β-estradiol, the 17α-estradiol, the estriol, the 17α-ethinylestradiol, the testosterone and the progesterone. This project focused its attention on the 17β-estradiol. Estradiol, or more precisely, 17β-estradiol (also commonly referred to as E2) is a human sex hormone. It belongs to the class of steroid hormones. In spite of the effort to remove these substances from the effluents, the actual wastewater treatment plants are not able to degrade or inactivate these organic compounds that are continually poured in the ecosystem. Through this work a new system for the wastewater treatment was tested, to assess the decrease of the estradiol in the water. It involved the action of Chlorella vulgaris, a fresh water green microalga belonging to the family of the Chlorellaceae. This microorganism was selected for its adaptability and for its photosynthetic efficiency. To detect the decrease of the target compound in the water a CALUX bioassay analysis was chosen. Three different experiments were carried on to pursue the aim of the project. By analysing their results several aspects emerged. It was assessed the presence of EDCs inside the water used to prepare the culture media. C. vulgaris, under controlled conditions, could be efficient for this purpose, although further researches are essential to deepen the knowledge of this complex phenomenon. Ultimately by assessing the toxicity of the effluent against C. vulgaris, it was clear that at determined concentrations, it could affect the normal growth rate of this microorganism.

Next-state comfort in learning a vertical stick transportation sequence

Over the last decade, the end-state comfort effect (e.g., Rosenbaum et al., 2006) has received a considerable amount of attention. However, some of the underlying mechanisms are still to be investigated, amongst others, how sequential planning affects end-state comfort and how this effect develops over learning. In a two-step sequencing task, e.g., postural comfort can be planned on the intermediate position (next state) or on the actual end position (final state). It might be hypothesized that, in initial acquisition, next state’s comfort is crucial for action planning but that, in the course of learning, final state’s comfort is taken more and more into account. To test this hypothesis, a variant of Rosenbaum’s vertical stick transportation task was used. Participants (N = 16, right-handed) received extensive practice on a two-step transportation task (10,000 trials over 12 sessions). From the initial position on the middle stair of a staircase in front of the participant, the stick had to be transported either 20 cm upwards and then 40 cm downwards or 20 cm downwards and then 40 cm upwards (N = 8 per subgroup). Participants were supposed to produce fluid movements without changing grasp. In the pre- and posttest, participants were tested on both two-step sequencing tasks as well as on 20 cm single-step upwards and downwards movements (10 trials per condition). For the test trials, grasp height was calculated kinematographically. In the pretest, large end/next/final-state comfort effects for single-step transportation tasks and large next-state comfort effects for sequenced tasks were found. However, no change in grasp height from pre- to posttest could be revealed. Results show that, in vertical stick transportation sequences, the final state is not taken into account when planning grasp height. Instead, action planning seems to be solely based on aspects of the next action goal that is to be reached.

Climate Change Adaptation Tool for Transportation: Mid-Atlantic Region Case Study

Transportation has contributed to climate change and will most likely be impacted by changes in sea level, temperature, precipitation, and wind, for example. As the risk of climate change impacts become more imminent, pressure for adaptation within transportation agencies to address these impacts continues to rise. The most logical strategy is to integrate consideration of adaptation projects into the long-range transportation planning (LRTP) process. To do this, tools and experience are needed to assist transportation agencies. The Climate Change Adaptation Tool for Transportation (CCATT) is a step-by-step method to evaluate climate change scenarios and impacts, inventory at-risk existing and proposed infrastructure, and assess mitigation practices to identify supporting adaptation efforts. This paper focuses on the application of CCATT to the Mid-Atlantic region using a case study on the Wilmington Area Planning Council (WILMAPCO), the Metropolitan Planning Organization for northern Delaware. The results of the application and case study demonstrate the importance of climate change adaptation practices in long-range transportation planning. DOI: 10.1061/(ASCE)TE.1943-5436.0000515. (C) 2013 American Society of Civil Engineers.