Avaliação das concentrações de BTEX em ambiente indoor: estudo de caso da sala de spinning de uma academia de ginástica Rio de Janeiro / RJ.

Muitos dos locais onde as atividades são realizadas nas academias de ginásticas são salas pequenas e fechadas com sistema de climatização artificial, freqüentados por um grande número de alunos realizando seus exercícios e profissionais auxiliando as atividades. Com isso, há uma intensa transpiração desses indivíduos, uma freqüente rotina de limpeza do piso e de equipamentos com pequenos intervalos, possibilitando a alterações da qualidade do ar indoor. O presente trabalho busca mostrar as tendências de variações nos valores das concentrações dos poluentes atmosféricos BTEX em ambiente indoor, especificamente na sala de spinning de uma academia de ginástica do Rio de Janeiro. Para o monitoramento da qualidade do ar foram utilizados cartuchos de carvão ativado SKC, acoplado a uma bomba KNF com vazão de 1l min. Para a extração de cada amostra foi feita a análise cromatográfica com cromatógrafo a gás modelo 6890 acoplado a um espectrômetro de massa modelo 5973 da marca Agilent. Foram analisadas 34 amostras coletadas na salas de spinning durante as aulas com atividades aeróbicas, o que intensificava a respiração dos indivíduos, possibilitando uma maior inalação destes COVs. Em contrapartida, também foram coletadas 5 amostras outdoor, 4 delas pareadas indoor/ outdoor para uma análise comparativa das concentrações destes poluentes. Dentre os compostos orgânicos voláteis analisados, o tolueno é o BTEX mais abundante obtido neste trabalho, representando 81% destes COVs indoor. Todas as amostras medidas em pares indoor/ outdoor tiveram concentrações maiores no interior, exceto para o benzeno no dia 3/12/2010. Simples atividades usualmente realizadas pelo homem, como a inserção de piso emborrachado, manutenção do sistema de climatização artificial, e limpeza podem alterar o ar indoor. As conclusões alcançadas após as medições das concentrações de BTEX foram de que o ar indoor estava mais poluído do que o outdoor. Este monitoramento da qualidade do ar indoor ainda é escasso no Brasil. Alguns esforços tem sido feito em relação a ambientes confinados como a Portaria n˚3523 do Ministério da Saúde, regulamentando o controle dos ambientes climatizados e a Resolução n˚9 da Agência Nacional de Vigilância Sanitária, além da Resolução CONAMA n ˚3 estabelecendo padrões de qualidade do ar para alguns compostos químicos, porém muitos compostos químicos ainda não são legislados ou não possuem a devida atenção, não sendo suficientes para contemplar a complexidade do assunto

Air Quality and Europeans' Subjective Well-being

[EN]Happiness economics deals with self-reported subjective well-being, or life satisfaction, and its relationship to a wide variety of other variables. On the study of these other factors, this line of research has helped demonstrate that higher levels of environmental quality increase people’s subjective well-being. This paper focuses on analyzing the relationship between subjective well-being and air quality. On the one hand, the life satisfaction approach to environmental valuation is cautiously described, and on the other hand, the method is implemented in an empirical analysis that seeks to assess how an increase in the level of air pollution at a regional level affects individual-level subjective well-being in Europe. We use a dataset that merges the third wave of the European Social Survey (ESS) with a dataset that includes regional air pollution (including CO, PM10, NO2, SO2 and Benzene) and other regional variables. We find a robust negative impact for CO, a positive impact for SO2, and no conclusive evidence of any effect on subjective well-being for the remaining three pollutants.

Indoor air treatment by coupling biofiltration and adsortion

225 p.

Air quality and public health impacts of UK airports. Part I: Emissions

The potential adverse human health and climate impacts of emissions from UK airports have become a significant political issue, yet the emissions, air quality impacts and health impacts attributable to UK airports remain largely unstudied. We produce an inventory of UK airport emissions - including aircraft landing and takeoff (LTO) operations and airside support equipment - with uncertainties quantified. The airports studied account for more than 95% of UK air passengers in 2005. We estimate that in 2005, UK airports emitted 10.2 Gg [-23 to +29%] of NOx, 0.73 Gg [-29 to +32%] of SO2, 11.7 Gg [-42 to +77%] of CO, 1.8 Gg [-59 to +155%] of HC, 2.4 Tg [-13 to +12%] of CO2, and 0.31 Gg [-36 to +45%] of PM2.5. This translates to 2.5 Tg [-12 to +12%] CO2-eq using Global Warming Potentials for a 100-year time horizon. Uncertainty estimates were based on analysis of data from aircraft emissions measurement campaigns and analyses of aircraft operations.The First-Order Approximation (FOA3) - currently the standard approach used to estimate particulate matter emissions from aircraft - is compared to measurements and it is shown that there are discrepancies greater than an order of magnitude for 40% of cases for both organic carbon and black carbon emissions indices. Modified methods to approximate organic carbon emissions, arising from incomplete combustion and lubrication oil, and black carbon are proposed. These alterations lead to factor 8 and a 44% increase in the annual emissions estimates of black and organic carbon particulate matter, respectively, leading to a factor 3.4 increase in total PM2.5 emissions compared to the current FOA3 methodology. Our estimates of emissions are used in Part II to quantify the air quality and health impacts of UK airports, to assess mitigation options, and to estimate the impacts of a potential London airport expansion. © 2011 Elsevier Ltd.

Air quality and climate impacts of alternative bus technologies in Greater London.

The environmental impact of diesel-fueled buses can potentially be reduced by the adoption of alternative propulsion technologies such as lean-burn compressed natural gas (LB-CNG) or hybrid electric buses (HEB), and emissions control strategies such as a continuously regenerating trap (CRT), exhaust gas recirculation (EGR), or selective catalytic reduction with trap (SCRT). This study assessed the environmental costs and benefits of these bus technologies in Greater London relative to the existing fleet and characterized emissions changes due to alternative technologies. We found a >30% increase in CO2 equivalent (CO2e) emissions for CNG buses, a <5% change for exhaust treatment scenarios, and a 13% (90% confidence interval 3.8-20.9%) reduction for HEB relative to baseline CO2e emissions. A multiscale regional chemistry-transport model quantified the impact of alternative bus technologies on air quality, which was then related to premature mortality risk. We found the largest decrease in population exposure (about 83%) to particulate matter (PM2.5) occurred with LB-CNG buses. Monetized environmental and investment costs relative to the baseline gave estimated net present cost of LB-CNG or HEB conversion to be $187 million ($73 million to $301 million) or $36 million ($-25 million to $102 million), respectively, while EGR or SCRT estimated net present costs were $19 million ($7 million to $32 million) or $15 million ($8 million to $23 million), respectively.