Dissertations / Theses on the topic 'TRAFFICO E AMBIENTE'

2001/2002
La presente dissertazione parte da una constatazione fin troppo banale, ovvero dal fatto che: " ... Storicamente il mondo delle costruzioni, nella sua accezione più ampia, non si è mai reso ben conto, fino in fondo, dei cambiamenti epocali che hanno caratterizzato i problemi relativi alla sicurezza del lavoro nel corso di questi ultimi decenni ... ". Ora, partendo da questo presupposto così banale quanto nefasto nella sua semplicità e nelle sue implicazioni la ricerca propone una serie di considerazioni che in parte negano tale assunto. Se da una parte è vero che scorrendo gli annuari relativi agli infortuni sul lavoro, dello specifico settore delle costruzioni, ci si accorge che nonostante il tempo sia trascorso, anche con l'emanazione di un gran numero di nuove norme, le cose non sono poi cambiate un granché, dall'altra, analizzando attentamente e con senso maggiormente critico i dati quantitativi a disposizione si evince che, di fatto, il problema "sicurezza" si è, in qualche modo, evoluto nel tempo, ma non in eguale misura rispetto ad altri comparti delle attività produttive. Di fatto, il "cantiere edile" ha delle peculiarità e delle specificità che lo contraddistinguono fortemente da tutte le altre attività produttive specialmente per quanto concerne i rischi, insiti nel continuo evolversi delle situazioni ambientali, estremamente variabili al mutare della vita stessa del cantiere, e per quanto concerne l'importante materia della prevenzione dei rischi d'infortunio sul lavoro. Eppure, come si diceva poc'anzi, nel corso di questi ultimi decenni molti provvedimenti legislativi, specifici per il settore delle costruzioni, si sono susseguiti nel tempo richiedendo il rispetto di un numero sempre crescente di norme prevenzionali e comportamentali, tutte orientate alla tutela della sicurezza dei lavoratori impiegati nei cantieri. Ciò a dimostrare che la semplice emanazione ed applicazione di regole astratte non sono sufficienti da sole a risolvere l'annoso problema della sicurezza negli ambienti di lavoro. Si è quindi reso evidente che il ''problema sicurezza" doveva essere affrontato mediante un nuovo approccio ed efficaci nuove metodologie che richiedessero una innovativa ''presa di coscienza" da parte di tutti gli operatori del settore. Ovvero, in siffatta prospettiva, ci si è resi conto che era necessario far nascere una nuova "cultura della sicurezza" attraverso non solo l'emanazione di norme rivoluzionarie, per il ridisegno dell'intera disciplina in materia, ma anche e soprattutto attraverso la definizione di nuovi soggetti responsabili ai quali assegnare quei delicati e strategici compiti di "costruire", attraverso la collaborazione e con il concorso degli operatori tutti, una sicurezza che sia finalmente "effettiva ed efficace" e non solamente ipotetica e puramente teorica e come tale foriera di oscuri presagi. Ed è in questo contesto che nasce la nuova disciplina quadro per la sicurezza nei cantieri temporanei e mobili, ormai entrata in vigore da diversi anni. Di fatto, il nuovo impianto normativo è stata introdotto nel nostro ordinamento con l'entrata in vigore del famigerato D.Lgs. 494/96, detto anche "Decreto cantieri", che ha finalmente recepito i contenuti della direttiva comunitaria 92/57/CEE del 24 giugno 1992, in materia di "Prescrizioni minime di sicurezza e di salute da attuare nei cantieri temporanei e mobili". Vengono così individuate e analiticamente definite delle nuove figure professionali, alle quali viene richiesta una specifica preparazione e particolari attitudini, che in diversi modi e tempi e con diverso grado di responsabilità sono chiamate a porre concretamente in essere quanto sopra menzionato. Oltre a ciò, al fine di raggiungere tale obiettivo, si è resa palese la necessità di affrontare le tematiche legate alla sicurezza del lavoro in maniera preventiva, ovvero mentre l'opera sta per essere ideata, con il conseguente coinvolgimento di quel soggetto per il quale l'opera viene realizzata: il "committente dei lavori". Tale figura, strategicamente determinante nelle scelte progettuali e storicamente sinora sempre tenuta estranea alle questioni legate alla sicurezza del cantiere, oggi è chiamata a svolgere un compito fondamentale, con la contestuale attribuzione di pesanti responsabilità, per la salvaguardia della salute e dell'integrità fisica dei lavoratori, oltre che nella fase progettuale dell'opera, anche nella fase esecutiva della stessa. Nonostante tutto ciò il "mondo delle costruzioni", fatica non poco ad entrare in quest'ottica e ancor oggi le regole di cui sopra si faceva cenno stentano nel concreto ad essere pienamente ed efficacemente applicate. La dissertazione di che trattasi, quindi, è stata suddivisa in cinque capitoli, oltre alle conclusioni finali, nei quali sono state trattate approfonditamente le tematiche fin qui troppo superficialmente esposte. Nel primo di questi, preceduto da una serie di considerazioni formulate nelle premesse, è stata fatta un'analisi storica riguardante la sicurezza nei cantieri in relazione anche alle norme che nel tempo si sono susseguite. Più nello specifico, per meglio capire quali sono state e quali sono oggi le norme che governano questo particolare settore produttivo, è stata svolta un'analisi storica concernente l'evoluzione normativa in materia di sicurezza del lavoro partendo dai primi timidi tentativi di regolamentazione risalenti già agli inizi del novecento. Sono stati citati, nell'ordine, gli articoli del codice penale, del codice civile e della Costituzione della Repubblica Italiana, concernenti l'argomento, quali primi decisivi passi ancor oggi più che attuali. Sono stati altresì citati i primi provvedimenti legislativi degli anni '50 e '70 con un particolare riguardo alle norme più importanti in materia di prevenzione degli infortuni sul lavoro ancora oggi in vigore e ritenute unanimemente pietre miliari della materia. Ed è così che si è approfondita l'analisi dei singoli provvedimenti legislativi partendo dal D.P.R. 547/1955, passando poi al D.P.R. 164/1956 ed infine al D.P.R. 303/1956, ripeto, tutte norme facenti parte integrante della disciplina organica della sicurezza negli ambienti di lavoro. Le grandi riforme degli anni '90, anch'esse oggetto di attenta analisi, ispirate ed omologate alla forte azione propositiva e dinamica fornita dalla promulgazione di una numerosa serie di Direttive comunitarie, aventi come unico obiettivo dichiarato, da una parte, di omogeneizzare le diverse discipline degli Stati membri in materia di sicurezza ed igiene del lavoro, e dall'altra, aumentare di fatto gli standards di sicurezza in tutti i Paesi, nel ridisegnare completamente la disciplina, pur mantenendo in vigore le precedenti norme di dettaglio ritenute ancora attuali, hanno decisamente contribuito a far nascere una nuova "cultura della sicurezza". Così sono stati approfonditi meglio i vari aspetti legati all'entrata in vigore del D.Lgs. 277/91, del D.Lgs. 626/94, che del "decreto cantieri" ne è il precursore, del D.Lgs.459/96, del D.Lgs. 493/96, ed infine del D.Lgs. 494/96. Più nello specifico, le norme di cui al D.Lgs. 494/96 poi modificate ed integrate dal successivo D.Lgs. 528/99, definite a pieno titolo figlie delle Direttive comunitarie omologhe, rappresentano per loro stessa natura la disciplina quadro del settore di cui si argomenta. Disciplina quadro nel senso che con l'entrata in vigore di questo importante provvedimento legislativo la materia viene completamente ed organicamente rivisitata e, alla stessa stregua, vengono, da un lato, trasferite e meglio specificate talune responsabilità in capo ai vari soggetti e dall'altro, create nuove figure professionali con specifici ruoli e compiti, talora molto gravosi, da assolvere. Tutti aspetti ben evidenziati nel secondo capitolo della dissertazione che tratta, appunto, dei vari aspetti normativi e giuridicostituzionali della disciplina quadro. Sono stati quindi approfonditi importanti temi legati alla sicurezza cosiddetta "infra-aziendale" giustapposta alla cosiddetta "sicurezza coordinata" e posti in corretta relazione ai fattori di rischio "aggiuntivi" ed "interferenziali" caratterizzanti proprio quei luoghi di lavoro ove interagiscono diversi soggetti. Soggetti di cui sono state ampiamente descritte e inquadrate le varie prerogative e le relative responsabilità. Non sono quindi stati trascurati dall'analisi il committente, con le concernenti problematiche relative al trasferimento di responsabilità attraverso lo strumento della "delega di funzioni", il responsabile dei lavori e le altre figure professionali che intervengono nel processo, talune assolutamente inedite ed innovative rispetto al passato. Sono proprio questi soggetti e queste nuove figure professionali, alle quali vengono richieste una specifica preparazione e particolari attitudini, che sono state l'oggetto di quanto trattato nel terzo capitolo del presente lavoro. L'analisi fornita sulle varie figure, che in diversi modi e tempi vengono investite di responsabilità, e la disamina degli obblighi e dei compiti a cui quest'ultime vengono chiamate ad assolvere risulta completata da un utile, quanto mai esplicativo, quadro sanzionatorio applicabile in ordine alle eventuali infrazioni commesse. Allo stesso modo, nel quarto capitolo, si è tentato di fornire una analisi comparata tra appalti pubblici e privati, specificatamente per quanto concerne gli aspetti legati alla sicurezza nei cantieri, alla quale è stata anteposta una necessaria quanto attenta indagine sul complesso mondo degli appalti pubblici e sulla specifica, ancorché variegata, disciplina che lo accompagna ed assiste, sia di livello nazionale che di livello regionale. Infine, un approfondimento è stato dedicato agli aspetti economici e sociali intimamente collegati alla materia in trattazione, anche nel tentativo di contemperare degli aspetti meramente tecnici e giuridici con altri di natura sostanzialmente diversa, in base ai quali si è pervenuti alla considerazione che investire in "sicurezza" rappresenta, paradossalmente, uno dei più potenti strumenti di riduzione globale dei costi, sia dal punto di vista economico che sociale, anche perché agendo sugli aspetti legati alla prevenzione degli infortuni risulta evidente che i vantaggi che ne derivano sono quasi sempre superiori ai costi necessari per generarli. Il quinto capitolo di approfondimento teorico-applicativo è stato dedicato all'analisi dei vari documenti che costituiscono la sicurezza, e più precisamente: i piani di sicurezza e di coordinamento, i piani sostitutivi ed operativi, il diagramma di Gantt o cronoprogramma dei lavori, la notifica preliminare ed il fascicolo dell'opera, che sono stati oggetto, prima, di definizione e, in seguito, di ulteriore specificazione per quanto riguarda gli aspetti concernenti le loro specifiche funzioni ed i loro contenuti L'ultima parte della dissertazione è dedicata alle conclusioni a cui si è pervenuti, in relazione agli argomenti trattati ed alle tematiche che sono state ritenute meritevoli di approfondimento, fornendo, nel contempo, una panoramica di quanto si sta già facendo e quanto debba ancora essere fatto sull'argomento. Infine, segue una indispensabile appendice normativa con riportato il testo del D.Lgs. 494/96 come modificato ed integrato dal successivo D.Lgs. 528/99 e della L. 11 febbraio 1994, n.109, "Legge quadro in materia di lavori pubblici" così come modificata ed integrata dai successivi provvedimenti legislativi.
XV Ciclo
1962
Versione digitalizzata della tesi di dottorato cartacea.

2013 - 2014
The focus on environmental crime, which crimes related to illegal waste management represent a big chunk, also involves the European parliament who recently launched the international campaign against impunity for those who commit serious environmental crimes. It is, indeed, probably one of the materials that involves a series of thorny issues undefined and indefinable and branching pervading different disciplines, from the criminal protection of the environment in general, whereas the feedback ethical and sustainable development, Community law supranational and has always been involved in the formulation of a common and effective response to environmental issues and respect to criminal offenses related thereto, by their very nature intended for individual overstepped the borders, up to lead the issue of the so-called economic criminogenesis and criminodinamica criminals. The work has started from a preliminary analysis of the current considerations - doctrinal and jurisprudential - of what is considered as a value to be preserved beyond national borders with a first part delegated to emphasize the good environment and its developments - moving between the anthropocentric and eco-centric perspective - even in a vision markedly Community as a complementary tool to the internal standardization - a topic for discussion it was in fact the Directive 2008/99 / EC on the protection of criminal law and its implementation. It was also addressed, in the wider context of the environment, the problem of "waste matter", one of the components from which potentially originate sources of increased danger in terms of its protection. The problem of waste management has set with strong evidence from the 70s when the economic development there was a growth of the same which was accompanied by a heightened their risk which imposed to deal no longer exclusively, but to the issue of disposal of risks of environmental impact that these could cause. The current notion of refusal can be drawn from the cd Environmental Code which considers it as "any substance or object which the holder discards or intends or is required to discard". There were insights into some particularly thorny issues such as temporary storage and accurate determination of the boundary between the exhaust and liquid waste. During the period for the preparation of the work has emerged as, of all the criminal cases in some way linked to the illegal management of the waste cycle, there was a markedly more important and allegorical of the situation summed up in the neologism "eco-mafia"; This is the crime ex art. 260 of the Consolidated Law on the environment entitled "crime of organized activities for the illegal trafficking of waste," then the subject of careful study... [edited by Author]
XIII n.s.

Apresenta-se um framework que permite a caracterização, conformação e escalonamento de todas as categorias de serviços A TM, dentro do ambiente de usuário (CEP). Propõem-se um modelo de tráfego otimizado para este ambiente que oferece condições de garantias de QoS individuais para fluxos VBR, tempo real ou não, CBR, ABR e UBR. O modelo proposto, denominado de PCSTS (priority class services traffic shaping), inclui um módulo que permite a obtenção do descritor de tráfego de fluxos desconhecidos. Os fluxos são conformados de forma individual, e em tempo real, segundo um conformador baseado num algoritmo de escalonamento virtual duplo baseado no GCRA do ITU/ ATM Forum. Para a multiplexação dinâmica dos diferentes fluxos do ambiente de usuário, no enlace de acesso, é proposto um algoritmo de escalonamento EDD, modificado através de um sinal de realimentação entre conformador e escalonador, e desta forma tem-se condições de oferecer garantias de limite de atraso e jitter para fluxos individuais de serviços rt-VBR ou nrt-VBR. São apresentadas simulações, tanto da caracterização dos fluxos desconhecidos como da arquitetura do escalonador, que comprovam o comportamento esperado do modelo de tráfego PCSTS.
We present a framework that enhances the characterization, shaping and scheduling of ATM traffic flows for ali ATM service categories in the customer prernise equipment (CPE) environment. We propose an optirnized traffic model, capable to guarantee QoS parameters at per connection levei for VBR services, real time or not, CBR, ABR and UBR services. The model proposed, narned PCSTS (priority classes services traffic shaping), includes a module that performs the characterization of services with unknown traffic descriptor. The flows are shaped individually, in real time, through a shaper based on the double discrete time scheduling algorithm of the GCRA from ITU/ ATM Forum. For the dynarnic multiplexing of the different service flows , at the link levei, a modified EDD scheduling algorithm is proposed with a feedback signal between the scheduling and shaping modules. As a result, it is demonstrated that it is possible to grant jitter and delay bounds for the rt-VBR and nrt-VBR services. We present simulations of the traffic characterization module and of the scheduling architecture, for different services, which confirms the expected behavior of the PCSTS model.

O objetivo deste trabalho é contribuir para a área de segurança no trânsito, investigando como os biosinais estão relacionados com as ações do motorista. Devido ao sucesso no emprego de interfaces BCI, os potenciais elétricos evocados no córtex cerebral foram eleitos como objeto de estudo. Para tal estudo, foi construído então um ambiente de realidade virtual capaz de imergir o usuário em uma cena de trânsito através de um simulador composto de um monitor LCD, pedais e volante. Em paralelo, um eletroencefalograma (EEG) é responsável por condicionar os sinais. O resultado da análise dos sinais de EEG permite concluir que é possível estabelecer uma relação estatística válida, para um intervalo de confiança de 98%, entra sinais de trânsito, como placas de pare, vire à direita ou vire à esquerda, a resposta cognitiva do usuário às mesmas, através dos dados de EEG. A taxa média de acerto na identificação da ocorrência de um evento é de 81%, sem a discriminação entre o tipo de evento, com desvio padrão de 8,5%, considerando uma amostra de dois voluntários que realizaram duas seções de 40 eventos cada.
The cars are becoming safer and several anti collision devices begin to emerge. The aim of this work is to contribute to the area of traffic safety, investigating how the electrical potentials of the cerebral cortex are related to the actions of the driver. For this we built a virtual reality environment in a situation that mimics a driving scenario thought a driving Cena presented by an LCD monitor, pedals and steering wheel interface. An electroencephalogram (EEG) is responsible for conditioning the signals to be recorded on a computer and then analyzed. The result shows that it is possible to establish a relationship between the traffic signs and the EEG data (98% confidence interval). The identification rate obtained is 81% (8,5% standard deviation) for a two volunteer sample that performed two trials of 40 events each.

Asthma prevalence is increasing worldwide and the causes of this increase are largely unknown. There is increasing recognition of the importance of early environmental exposures in childhood asthma development. Outdoor air pollution has been shown to trigger asthma symptoms but its role in incident disease remains controversial. To address these questions, I investigated the effect of in utero and first year of life exposure to ambient air pollution on risk of asthma diagnosis in a nested case-control study. All children born in Southwestern British Columbia in 1999 and 2000 (N=37,401) were assessed for incidence of asthma diagnosis at age 3 - 4 years using hospitalization and primary physician records. Exposure to ambient air pollution was estimated for the gestational period and first year of life using high-resolution pollution surfaces derived from government monitoring station data as well as land use regression models adjusted for temporal variation. Conditional logistic regression analyses were used to estimate effects of CO, NO, NO₂, PM₁₀, PM₂.₅, O₃, SO₂, black carbon, wood smoke and proximity to roads and point sources on asthma diagnosis. Elevated risks of asthma diagnosis were observed with increased early life exposure to CO, NO, NO₂, PM₁₀, SO₂, black carbon and proximity to point sources. Effects were generally larger for first year exposures than in utero exposures, and larger for girls than boys. The results indicate that early life exposure to air pollution is associated with increased risk of asthma diagnosis in early childhood. Although the effect sizes are small, air pollution exposure in urban areas is ubiquitous so may have significant effects at the population level. These results should be confirmed when children are older and asthma diagnosis is more robust.

Doutoramento em Ciências e Engenharia do Ambiente
Atualmente, a poluição atmosférica constitui uma das principais causas ambientais de mortalidade. Cerca de 30% da população europeia residente em áreas urbanas encontra-se exposta a níveis de poluição atmosférica superiores aos valores- limite de qualidade do ar legislados para proteção da saúde humana, representando o tráfego rodoviário uma das principais fontes de poluição urbana. Além dos poluentes tradicionais avaliados em áreas urbanas, os poluentes classificados como perigosos para a saúde (Hazard Air Pollutants - HAPs) têm particular relevância devido aos seus conhecidos efeitos tóxicos e cancerígenos. Neste sentido, a avaliação da exposição tornase primordial para a determinação da relação entre a poluição atmosférica urbana e efeitos na saúde. O presente estudo tem como principal objetivo o desenvolvimento e implementação de uma metodologia para avaliação da exposição individual à poluição atmosférica urbana relacionada com o tráfego rodoviário. De modo a atingir este objetivo, foram identificados os parâmetros relevantes para a quantificação de exposição e analisados os atuais e futuros potenciais impactos na saúde associados com a exposição à poluição urbana. Neste âmbito, o modelo ExPOSITION (EXPOSure model to traffIc-relaTed aIr pOllutioN) foi desenvolvido baseado numa abordagem inovadora que envolve a análise da trajetória dos indivíduos recolhidas por telemóveis com tecnologia GPS e processadas através da abordagem de data mining e análise geoespacial. O modelo ExPOSITION considera também uma abordagem probabilística para caracterizar a variabilidade dos parâmetros microambientais e a sua contribuição para exposição individual. Adicionalmente, de forma a atingir os objetivos do estudo foi desenvolvido um novo módulo de cálculo de emissões de HAPs provenientes do transporte rodoviário. Neste estudo, um sistema de modelação, incluindo os modelos de transporteemissões- dispersão-exposição, foi aplicado na área urbana de Leiria para quantificação de exposição individual a PM2.5 e benzeno. Os resultados de modelação foram validados com base em medições obtidas por monitorização pessoal e monitorização biológica verificando-se uma boa concordância entre os resultados do modelo e dados de medições. A metodologia desenvolvida e implementada no âmbito deste trabalho permite analisar e estimar a magnitude, frequência e inter e intra-variabilidade dos níveis de exposição individual, bem como a contribuição de diferentes microambientes, considerando claramente a sequência de eventos de exposição e relação fonte-recetor, que é fundamental para avaliação dos efeitos na saúde e estudos epidemiológicos. O presente trabalho contribui para uma melhor compreensão da exposição individual em áreas urbanas, proporcionando novas perspetivas sobre a exposição individual, essenciais na seleção de estratégias de redução da exposição à poluição atmosférica urbana, e consequentes efeitos na saúde.
Currently, air pollution represents one of the main environmental causes of mortality. About 30% of European citizens in urban areas are exposed to air pollution levels that exceed the air quality limits set by the legislation for the protection of human health, with road transport being the most significant pollution source. In addition to the traditional air pollutants evaluated in urban areas, the hazardous air pollutants (HAPs) has been the subject of particular concern because of their known toxic and carcinogenic effects. In this sense, the evaluation of exposure becomes essential in determining the relationship between urban air pollution and health effects. The main objective of the current study is the development and implementation of a consistent approach for the quantification of individual exposure to trafficrelated air pollutants. For this purpose, relevant parameters of exposure quantification were identified and the current and future potential impacts on human health associated with exposure to urban air pollution were analysed. In this context, the ExPOSITION model (EXPOSure model to traffIc-relaTed aIr) was developed by using a novel approach based on the trajectory analysis of the individuals collected by mobile phones with GPS and processed using the data mining approach and geo-spatial analysis within GIS. Also, the ExPOSITION model considers a probabilistic approach to characterize the variability of microenvironmental parameters and its contribution to personal exposure. Additionally, in order to achieve the objectives of the current study, a new module to quantify emissions of traffic-related HAPs was developed. In this study, a modelling system, including transport-emissions-dispersionexposure models was applied to the Leiria urban area for quantification of individual exposure to PM2.5 and benzene. The modelling results were validated based on measurements obtained by personal monitoring and biological monitoring evidencing a good agreement between the model results and measurement data. The methodology developed and implemented in this work allows to estimate and analyse the magnitude, frequency and the inter and intravariability of personal exposure levels, as well as the contribution of different microenvironments, clearly addressing the sequence of exposure events and source-receptor relationship, which is essential for health impact assessment and epidemiological studies. This research work contributes to a better understanding of individual exposure in urban areas, providing new perspectives on individual exposure, essential in the selection of strategies to reduce exposure to urban air pollution and related health effects.

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Coordenação de Aperfeiçoamento de Pessoal de Nível Superior
The traffic education may be an important tool to build values in public transit and also as an important tool for the dissemination of knowledge and practices for education. This study presents the non-formal education programs developed by the Companhia de Engenharia de Tráfego São Paulo and how these actions can contribute to a more harmonious coexistence in the urban Sao Paulo, including with respect to issues related to the environment. The programs were cited in Agenda 21 the city of Sao Paulo as vehicles for environmental education. In particular, it was described and analyzed the program "Doing School: educating for new values in traffic" which aims at training teachers to develop the transit issue and its different approaches, including citizenship and environment in schools. The analyzed segment refers to the elementary school II teachers and education to youth and adults teachers. We interviewed 86 teachers who participated in the training from April 2007 to February 2010. To tabulate the data collected was used Qualiquantsoft software, which allows obtaining the Collective Subject Discourse. With this research, it was possible to identify strengths in the program, such as carrying out projects at schools, which promote an interdisciplinary approach, including integrating the content of the environment and citizenship, the concern of the faculty in building projects that consider the specificity site. Among the points identified for improvement actions are the low compliance of the call for faculty participation in training and lack of instruments for monitoring the implementation or not projects in schools. However, the program is very well rated by teachers participating in training. Teachers say they are satisfied with the content, methodology, among other attributes evaluated in the research, which proves to be worth the investment in improvement actions for this type of program
A educação para o trânsito pode ser um importante instrumento tanto para a construção de valores cidadãos no trânsito quanto para a disseminação de saberes e práticas à educação ambiental. Este estudo apresenta os programas de educação não-formal desenvolvidos pela Companhia de Engenharia de Tráfego e como estas ações podem contribuir para uma convivência mais harmônica no espaço urbano paulistano, inclusive, com relação às questões relacionadas ao meio ambiente. Estes programas foram citados na Agenda 21 da cidade de São Paulo, como veículos para a educação ambiental. Em especial, foi descrito e analisado o Programa Fazendo Escola: educando para novos valores no trânsito , que objetiva capacitar os professores para o desenvolvimento do tema trânsito e suas diferentes abordagens, assim como cidadania e meio ambiente, nas escolas. O segmento analisado refere-se aos professores de Ensino Fundamental II e Educação de Jovens e Adultos. Foram entrevistados 86 professores que participaram da capacitação no período de abril de 2007 a fevereiro de 2010. Para tabulação dos dados coletados foi utilizado o software Qualiquantsoft, que permite a obtenção do Discurso do Sujeito Coletivo. Com esta pesquisa, foi possível identificarem-se pontos positivos no programa, como a realização de projetos, nas unidades escolares, que promovem uma abordagem interdisciplinar, inclusive integrando os conteúdos de meio ambiente e cidadania; a preocupação do corpo docente em construir projetos que consideram a especificidade local. Entre os pontos identificados para ações de melhoria estão a baixa adesão do professorado ao chamado para participação na capacitação e a falta de instrumentos para o acompanhamento da implantação ou não de projetos nas escolas. Contudo o programa é muito bem-avaliado pelos professores que participam da capacitação. Os docentes dizem-se satisfeitos com os conteúdos, a metodologia, entre outros quesitos avaliados pela pesquisa, o que demonstra ser válido o investimento em ações de melhoria para este tipo de programa

A poluição do ar é um fenômeno decorrente, principalmente, da atividade humana em vários setores, agravada pelo crescimento populacional e econômico, pelas grandes inovações tecnológicas e a rápida industrialização, que tornaram-na uma preocupação crescente, pois seus efeitos são claramente perceptíveis e sentidos por toda a sociedade, sejam crianças, adultos e idosos. Um dos maiores problemas ambientais atualmente é a poluição do ar. Os veícul os automotores são a pri nci pal fonte de pol ui ção atmosf éri ca e de ruído na ci dade de São Paul o como também, de outras regi ões metropol i tanas do país. Uma das al ternati vas que poderá mi ni mi zar este probl ema é a impl antação de um Programa de Carona Sol i dári a. O objetivo deste estudo portanto, foi: a) identificar os motivos que levam ou não as pessoas a participarem de um Programa de Carona Solidária na cidade de São Paulo-SP; b) verificar seus conhecimentos, opiniões e percepções sobre as relações entre a saúde e o meio ambiente; e em particular sobre o uso do automóvel e a poluição ambiental e c) verificar em que medida essas percepções poderão influenciar a decisão em participar de um Programa dessa natureza. A metodologia utilizada nesta pesquisa foi a quali-quantitativa, tendo sido aplicado um questionário voltado para os funcionários de uma Instituição Hospitalar e também foram realizadas entrevistas com profissionais das áreas de saúde e meio ambiente. Conclusão: todos os participantes da pesquisa demonstraram ter preocupação com a qualidade do meio ambiente, pensando nas futuras gerações. No entanto, nas questões práticas como compartilhar o automóvel para participar da Carona Solidária, verificou-se um certo desinteresse. O grupo não está preparado para compartilhar o automóvel principalmente por razões socioculturais. Dar e receber carona de pessoas conhecidas, também é um fator que influencia a adesão ao Programa, para que os entrevistados sintam segurança ao participar. Na opinião dos entrevistados a implementação da Carona Solidária será mais efetiva se for realizada em empresas, escolas, universidades ou outras instituições onde as pessoas já se conhecem. Possuir um carro constiui-se ainda em um valor para uma parcela considerável da população entrevistada. A dificuldade em estabelecer relação entre saúde e ambiente também interfere na adesão dos profissionais mesmo considerando uma iniciativa interessante. Acredita-se que a educação ainda seja o melhor caminho para que ocorram mudanças de atitudes
Air pollution is a phenomenon mainly derived from human activity in several sectors, aggravated by economy and population growth, by the large technological innovations and the rapid industrialization, which made it a growing concern, for its effects are clearly perceptible and felt by the entire society, whether they are children, adults or elderly. One of the major environmental problems is currently air pollution. Automotive vehicles are the main source of atmospheric pollution and noise in the city of São Paulo as well as in the other metropolitan regions of the country. One alternative to possibly minimize this problem is the implementation of a Sympathetic Car Ride Program. The objective of this study was therefore: a) to identify the reasons for people participating or not in a Sympathetic Car Ride Program in São Paulo City-SP; b) to verify their knowledge, opinions and perceptions about the relationship between health and environment; and particularly about the use of the automobile and environmental pollution and c) to verify in to what extent these perceptions would influence their decision to take part in a Program of this nature. The quail-quantitative research methodology was used: a hospital clerk oriented questionnaire was applied to the workers of a health institution and so were interviews with health and environment professionals. Conclusion: all the participants surveyed demonstrated to have preoccupation with the quality of the environment when thinking on future generations. Nonetheless, on practical issues such as sharing the automobile to participate in the Sympathetic Car Ride, a certain lack of interest was verified. The group showed not to be prepared to share the automobile mainly for socio-cultural reasons. To give and to get a ride from known people is also a factor that influences the adhesion to the Program in order that the interviewees feel safe when participating. In the interviewees´ opinion the implementation of the Sympathetic Ride will be more effective if it is carried out in companies, schools, universities or other institutions where people already got to know one another. A considerable part of the interviewed population still places high value on owning a car. The difficulty in establishing a relationship between health and environment also interferes in the adhesion of the professionals even though they consider it to be an interesting initiative. Education is still believed to be the best way in order that attitude change occurs

Neste trabalho são analisadas a conspicuidade (impacto visual), a estética e a harmonia com o meio ambiente dos principais sinais verticais de trânsito na área urbana. A análise é realizada com base nas respostas de questionários aplicados a grupos de pessoas (sujeitos), utilizando o método de comparação aos pares, da psicofísica. A pesquisa se concentrou nos seguintes sinais de regulamentação: sinal vertical de parada obrigatória, sinal vertical de sentido de circulação de via, sinal vertical de lombada, e no sinal de orientação de indicação de lugares. No caso dos sinais de regulamentação foram investigadas as seguintes características: tamanho da placa, largura do suporte e cor do suporte. No sinal de indicação de lugares, foram investigadas a cor do fundo da placa e a cor da estrutura de sustentação. No que concerne ao sinal de parada obrigatória, a pesquisa aponta como mais indicados uma largura da placa de 80 cm, suporte com largura de 12,5 cm e cor vermelha ou branca. Quanto ao sinal de sentido de circulação de via, as características mais indicadas são: largura da placa entre 60 e 70 cm, suporte com largura de 12,5 cm e cor vermelha. Em relação a placa de lombada, as características mais indicadas são: largura da placa de 80 cm, suporte com largura de 12,5 cm e cor preta. No que diz respeito de indicação de lugares, a pesquisa aponta como mais indicadas as seguintes características: cor da placa azul (distinta da cor verde regulamentada pelo Código de Trânsito Brasileiro) e suporte de sustentação da placa de cor verde (cor regulamentada pelo código do país) na cor preta ou verde. A comparação de alguns dos resultados encontrados no trabalho com aqueles obtidos em outras pesquisas mostram grande conformidade. Cabe ressaltar, contudo, que os resultados obtidos no trabalho devem ser vistos como tendências, pois o tamanho e a estratificação das amostras não satisfazem os requisitos para que os resultados tenham confiabilidade estatística.
In this work the conspicuity (visual impact), aesthetic and the environment harmony of the main traffic signs in the urban area are analyzed. The analysis is performed based on questionnaires answers applyed the groups of people (subjects), using the psychophysics method of comparison in pairs. The research is focus in the following traffic signs: regulatory signs - stop sign, one way sign - , speed bump warning sign and guide signs. In the case of the regulatory and warning signs the next attributes had been investigated: size of the sign, width and color of the support. In guide sings, the ground color sign and structure color had been investigated. About stop sign, the research points as more indicated a sign width of 80 cm, support width of 12,5 cm and red or white color. Concerning on one way sign, the pointed out characteristics are: sign width between 60 and 70 cm, support width of 12,5 cm and red color. In relation the speed bump warning sign, the more indicated characteristics: sign width of 80 cm, support width of 12,5 cm and black color. About guide sings, the research indicates as more indicated the following featuress: blue color to the sign ground (distinct of the green sing regulated by the brazilian traffic code) and black or green color to sustentation structure of the green color sign (color regulated by country laws). The comparison of some results found in the work with those gotten in other early research shows a great conformity. Its important to highlightes, however, that the results gotten in the work must be seen as tendencies, because the sample size and stratification does not satisfy the requirements to the trustworthiness statistics results.

Background: Obstructive sleep apnea is a common disorder, especially in men. Patients with this condition often snore and suffer from excessive daytime sleepiness. It is a treatable condition related to cardiovascular disease, road traffic accidents and obesity. Aims: To study whether snoring and witnessed sleep apnea are related to diabetes mellitus and whether sleepy subjects who snore or report sleep apneas drive more than others. To investigate whether sleep apnea is related to stroke, mortality and myocardial infarction in patients with coronary artery disease. To study the effect of ambient temperature on sleep apnea, morning alertness and sleep quality in patients with obstructive sleep apnea. Methods and results: Questions on snoring, sleep apnea, daytime sleepiness and yearly driving distance were included in the northern Sweden component of the WHO MONICA study. Analyzed were 7905 randomly selected men and women aged 25-79 years. Snoring and witnessed sleep apnea were related to diabetes mellitus in women, (OR 1.58, p = 0.041 and OR 3.29, p = 0.012 respectively), independent of obesity, age and smoking, but not in men. Sleepy snoring men drove a mean of 22566 km per year which was more than others who drove 17751 km per year independent of age, BMI, smoking and physical activity (p = 0.02). Sleepy men reporting sleep apnea also drove more (p = 0.01). 392 men and women with coronary artery disease referred for coronary angiography were examined with overnight sleep apnea recordings and followed for 10 years. Sleep apnea was recorded in 211 (54%) of patients at baseline. Stroke occurred in 47 (12%) patients at follow up. Sleep apnea was associated with an increased risk of stroke (HR 2.89, 95% CI 1.37 - 6.09, p = 0.005) independent of age , BMI, left ventricular function, diabetes mellitus, gender, intervention, hypertension, atrial fibrillation, a previous stroke or TIA and smoking. The risk of stroke increased with the severity of sleep apnea. 40 patients with obstructive sleep apnea were investigated with overnight polysomnography in ambient temperatures of 16°C, 20°C and 24°C in random order. Total sleep time was a mean of 30 minutes longer (p = 0.009), sleep efficiency higher (p = 0.012), patients were more alert in the morning (p = 0.028), but sleep apnea was more severe when sleeping in 16°C (p = 0.001) and 20°C (p = 0.033) vs. 24°C. The AHI was 30 ± 17 in 16ºC room temperature, 28 ± 17 in 20°C and 24 ± 18 in 24°C. Conclusions: Snoring and witnessed sleep apneas are related to diabetes mellitus in women. Sleepy men who snore or report sleep apnea drive more than others. Sleep apnea is independently associated with the risk of stroke among patients with coronary artery disease. Subjects with obstructive sleep apnea sleep longer, are more alert in the morning after a night’s sleep, but sleep apnea is more severe when sleeping in a colder environment.

Introduction and Objectives. Pulmonary and cardiovascular responses in healthy volunteers, patients with chronic obstructive pulmonary disease (COPD) or ischaemic heart disease (IHD) were investigated following exposure to the high levels of diesel pollution on London’s Oxford Street. Methods. Using a cross-over design 40 healthy volunteers, 40 patients with COPD and 39 patients with IHD walked along Oxford Street (diesel only traffic) and, on a separate occasion, in Hyde Park (traffic free) for two hours. Cardio-respiratory measurements were performed at baseline and during and after each exposure, alongside personal particulate exposure measurements. Findings. Pulse wave velocity (PWV), a measure of arterial stiffness, increased in healthy subjects 24 hours after Oxford Street exposures started compared to Hyde Park (0.6m/s vs -0.4m/s, co-efficient=0.43, 95% CI 0.25-0.61, p < 0.001). This phenomenon was also seen in COPD subjects 24 hours after exposures started (0.4m/s vs -0.4m/s), with the ‘Oxford Street’ effect statistically significant (co-efficient=0.50, 95% CI 0.33-0.68, p < 0.001). There were no significant changes in PWV seen in the IHD subjects. Healthy volunteers had a 1.6% increase in FEV1 five hours after the start of exposure on Oxford Street, compared to a 7.2% increase in Hyde Park. Similar changes were noted six and 24 hours after the exposure started (co-efficient= -2.13, 95% CI -3.23 to -1.02), p < 0.001). FEV1 in COPD subjects dropped by 2.2% one hour after the exposure started on Oxford Street (co-efficient=-1.36, 95% CI -2.24 to -0.47), p < 0.003). Measurements of impulse oscillometry demonstrated increased airway resistance in subjects with COPD at 5 Hz (R5) of 0.05 kPa/l/s four hours after the exposure started on Oxford Street (co-efficient=-0.03, 95% CI 0.01 to 0.04), p=0.001), and at 20 Hz of 0.02 kPa/l/s 24 hours after exposure (co-efficient=0.017, 95% CI 0.01 to 0.027), p < 0.001). The IHD subjects had significant increases in airways resistance at R5 four hours and 24 hours after the exposure started on Oxford Street (0.07kPa/l/s and 0.01kPa/l/s respectively, co-efficient=0.03, 95% CI 0.01 to -0.06, p=0.015). Conclusions. Vascular dysfunction was observed in all the volunteer groups following exposures on Oxford Street. Volunteers with COPD were observed to have increased airflow obstruction.

Doutoramento em Ciências e Engenharia do Ambiente
The selection of the energy source to power the transport sector is one of the main current concerns, not only relative with the energy paradigm but also due to the strong influence of road traffic in urban areas, which highly affects human exposure to air pollutants and human health and quality of life. Due to current important technical limitations of advanced energy sources for transportation purposes, biofuels are seen as an alternative way to power the world’s motor vehicles in a near-future, helping to reduce GHG emissions while at the same time stimulating rural development. Motivated by European strategies, Portugal, has been betting on biofuels to meet the Directive 2009/28/CE goals for road transports using biofuels, especially biodiesel, even though, there is unawareness regarding its impacts on air quality. In this sense, this work intends to clarify this issue by trying to answer the following question: can biodiesel use contribute to a better air quality over Portugal, particularly over urban areas? The first step of this work consisted on the characterization of the national biodiesel supply chain, which allows verifying that the biodiesel chain has problems of sustainability as it depends on raw materials importation, therefore not contributing to reduce the external energy dependence. Next, atmospheric pollutant emissions and air quality impacts associated to the biodiesel use on road transports were assessed, over Portugal and in particular over the Porto urban area, making use of the WRF-EURAD mesoscale numerical modelling system. For that, two emission scenarios were defined: a reference situation without biodiesel use and a scenario reflecting the use of a B20 fuel. Through the comparison of both scenarios, it was verified that the use of B20 fuels helps in controlling air pollution, promoting reductions on PM10, PM2.5, CO and total NMVOC concentrations. It was also verified that NO2 concentrations decrease over the mainland Portugal, but increase in the Porto urban area, as well as formaldehyde, acetaldehyde and acrolein emissions in the both case studies. However, the use of pure diesel is more injurious for human health due to its dominant VOC which have higher chronic hazard quotients and hazard indices when compared to B20.
A escolha de fontes energéticas para o sector dos transportes é uma das preocupações da sociedade moderna devido a questões relacionadas com o paradigma energético, e ao facto de este ser uma das principais fontes de polução do ar nas cidades, afectando significativamente a saúde humana e a sua qualidade de vida. Devido às limitações técnicas com que as formas de mobilidade avançadas ainda se deparam, os biocombustíveis são considerados uma alternativa viável para as próximas décadas, contribuindo para a redução de gases com efeito de estufa e estimulando o desenvolvimento rural. Portugal, motivado pelas políticas Europeias, tem aposto nos biocombustíveis, em especial no biodiesel, a fim de atingir a meta da Directiva 2009/28/CE. No entanto, não são conhecidos os impactos na qualidade do ar decorrentes da utilização de biodiesel. Assim, este trabalho pretende clarificar esta situação respondendo à seguinte questão: a utilização de biodiesel promove uma melhoria na qualidade do ar em Portugal, particularmente nas áreas urbanas? A primeira tarefa deste trabalho consistiu na caracterização da cadeia de biocombustíveis em Portugal, verificando-se que a cadeia tem problemas de sustentabilidade, uma vez que toda a matéria-prima usada é importada, não estando a promover a redução da dependência energética externa. Posteriormente foram avaliados os impactos associados à utilização de biodiesel nas emissões de poluentes atmosféricos e na qualidade do ar em Portugal e em particular na área urbana do Porto, através da utilização do sistema de modelação numérica à mesoscala WRF-EURAD e tendo por base 2 cenários de emissões: o cenário de referência que considera que não é usado biodiesel e o cenário B20 que reflecte a utilização de um combustível constituído por 80% de gasóleo fóssil e 20% de biodiesel. Com este trabalho, verificou-se que o uso de B20 pode ajudar a controlar os níveis de poluição atmosférica tanto em Portugal como na área urbana do Porto, promovendo a redução das emissões de PM10, PM2.5, CO e COVNM e respectivas concentrações no ambiente atmosférico. Por outro lado, são esperados aumentos nas emissões de formaldeído, acetaldeído e acroleína com o uso de B20 e aumentos nas concentrações de NO2 na área urbana do Porto. Apesar destes compostos serem considerados tóxicos e cancerígenos, os COVNM dominantes no gasóleo de origem fóssil, presentes em quantidades reduzidas no biodiesel, têm coeficientes de perigo crónico mais elevados. Assim, a utilização de B20 nos transportes rodoviários apresenta maiores benefícios para a saúde humana e para a qualidade do ar quando comparado com a utilização de gasóleo convencional.

CAPES
Diferentes estudos avaliaram o desempenho de protocolos de roteamento Ad hoc para redes veiculares. No entanto, a maioria deles não são realistas pois utilizam modelos de propagação simples para redes veiculares sobre ambiente urbano, o que limita a precisão dos resultados. O objetivo deste trabalho é comparar o impacto no desempenho dos protocolos de roteamento Ad hoc (entre eles AODV, DSR, DYMO e OLSR) em diferentes modelos de propagação (entre eles Espaço Livre, Dois Raios, Nakagami e Sombreamento Log Normal) com valores de parâmetros reais em um mapa urbano real. Os cenários e parâmetros das simulações foram desenvolvidos nos simuladores Omnet++ e SUMO. As métricas avaliadas foram atraso médio fim-a-fim e a taxa de entrega de pacotes. Os resultados mostraram que o comportamento dos protocolos varia bastante conforme o modelo utilizado (modelos simples ou complexos). A contribuição deste trabalho diz respeito à configuração e avaliação de um cenário veicular real em um ambiente urbano, para ser base de estudos futuros e permitir que eles conheçam a resposta desses protocolos de roteamento em diferentes modelos de propagação.
Different studies evaluated the performance of Ad hoc routing protocols for vehicular networks. However, most of them are not realistic because on propagation models are used simple propagation models for vehicular networks on urban environment, which limits the accuracy of the results. The objective of this study is to compare the performance impact of Ad hoc routing protocols (including AODV, DSR, DYMO and OLSR) under different propagation models (including Free Space, Two Ray Ground, Nakagami and Log Normal Shadowing) with real parameters values in an existing urban map. The scenarios and parameters of the simulations were developed in Omnet++ and SUMO simulators. The evaluation metrics were the average end-to-end delay and the package delivery rate. The results showed that the behavior of protocols varies widely depending on the model used (complex or simple model). The contribution of this work concerns the configuration and evaluation of a real vehicular scenario in an urban environment, to be the basis of future studies to allow them know the response of these routing protocols in different propagation models.

Los Programas Caminos Escolares1 (CE) constituyen estrategias de intervención multidisciplinaria y multidimensional, que se han implantado en muchos países, especialmente en Europa y en el mundo anglosajón. Sus objetivos pueden asumir distintas perspectivas de acuerdo con los territorios y comunidades donde se implantan, siempre enfocando el estímulo a la movilidad infantil activa y autónoma. Mientras las investigaciones anteriores, ponen el foco sobre todo los aspectos que inciden en los resultados de referidos programas, en este caso se analizan sus impactos, considerándolos como intervenciones psico-socio-ambientales. Más específicamente, estos impactos se refieren a aspectos tales como: el conocimiento, el uso, el disfrute y la apropiación de los entornos escolares; la gestión comunitaria de la seguridad y la convivencia en el vecindario, así como la promoción de la participación de los niños y niñas en la toma de decisiones en la vida diaria y en las políticas públicas. El planteamiento general de la tesis se despliega en algunos principios o referencias metodológicas, como el estudio de caso colectivo (Stake, 1999), que se justifica por el interés instrumental en los casos a la vez que en una perspectiva comparativa. Ésta se caracteriza como una investigación cualitativa y comparativa que trata de mostrar la especificidad de cada contexto como cuestión fundamental, poniendo en valor el carácter situado del conocimiento y de la aplicación. Por lo tanto, lo que se busca en la comparación es no tanto la convergencia entre resultados sino resaltar las diferencias inter-contextuales. Además, se utilizó el método de comparación constante de la Grounded Theory como procedimiento de recogida y análisis simultáneo de datos, basado en Charmaz (2006). También se realizó una validación con los actores participantes de ambos casos del estudio y, asimismo, se utilizó del multimétodo o triangulación, empleándose diferentes técnicas para la recogida de los datos: observación, entrevistas, mapas cognitivos y análisis de documentos. Todo ello, guiado por el análisis interpretativo constructivista referenciado en Charmaz (2006), una aproximación interpretativa de la Teoría Fundamentada. La tesis está compuesta por tres estudios: 1) Caminos escolares y modelos de desplazamientos de los niños y niñas a la escuela – analiza los patrones de movilidad infantil encauzando el caso bus a pie2. A partir de las perspectivas de los participantes, se analizan los beneficios o posibles impactos positivos en sus contextos, pero, además, se enfocan sus límites y contradicciones, especialmente tomando como parámetro el desarrollo de la autonomía infantil comprometido en esta modalidad. 2) Posicionamientos de los actores acerca de los programas, presenta la posición de las familias sobre los desplazamientos autónomos, configurándose ésta en la intersección de tres aspectos: modelo de crianza, modelo de ciudad y percepción de seguridad. El foco se pone en la percepción de los actores sobre su entorno, conformando una imagen del barrio. Y, 3) Impactos psico-socio-ambientales (percibidos o potenciales) y sus dinámicas – abarca el análisis a partir de cuatro dimensiones: a) Actuación comunitaria/territorial e implicación de los actores locales; b) CE como un instrumento de participación ciudadana; c) ¿Camino escolar o proyecto de barrio/ciudad? d) Impactos y potencialidades en las políticas públicas para la infancia. A partir del análisis realizado de los impactos (tanto percibidos como potenciales) se evidencia que, más allá de una estrategia instrumental de carácter práctico -generar rutas seguras a la escuela facilitando que las familias enfrenten los miedos relativos al desplazamiento de sus hijos e hijas- estos programas representan una herramienta para promover la inclusión de la infancia en las ciudades. A la vez, en la teoría interpretativa propuesta, se explica la incidencia de dinámicas psico-socio-ambientales en la gestión de estos programas. Según esta interpretación, dichas dinámicas satelizan los programas de CE, potenciando sus impactos en la comunidad local y facilitando el desarrollo de una movilidad activa y autónoma. Poner el foco en las dinámicas psico-socio-ambientales en los Programas Caminos Escolares, constituye una aportación de esta tesis. En esta perspectiva, se puntúa la importancia estratégica del análisis de estos programas a partir del conocimiento organizado en la perspectiva transversal, teniendo como referente central la Psicología Socioambiental, especialmente en su contribución teórica para una comprensión holística de los fenómenos psico-socio-ambientales, aquí estudiados. Se enfatiza la importancia de factores como la identidad con el entorno (imagen del vecindario, apego al lugar, etc.), el sentido de comunidad, la cohesión social, así como aspectos ambientales de los barrios/vecindarios, como mediadores y propulsores de los impactos percibidos en los programas Camino Escolar. 1 Programas internacionalmente conocidos con distintos nombres: Walk to School (Inglaterra y otros países del norte europeo); Safe Routs to School en el mundo anglosajón fuera de Europa, especialmente Estado Unidos, Chemin de L’école, en Francia; son algunos de los ejemplos. 2 Traducción utilizada en España del Walking school bus o Pédibus, – Modalidad de desplazamiento infantil en que se forman grupos para caminar juntos hacia la escuela y que cuenta con el acompañamiento de adultos.
Walk to school or Caminos Escolares (CE6) Programs are multidisciplinary and multidimensional intervention strategies that have been implemented in many countries, especially in Europe and the Anglo-Saxon world. Their objectives can assume different perspectives according to the territories and communities where they are implemented, always focusing on the stimulation of active and autonomous child mobility. Most of the previous research focused on the results of this kind of programs, but in this study, their impacts are analysed, considering them as psychosocial-environmental interventions. More specifically, these impacts refer to aspects such as the knowledge, use, enjoyment and appropriation of school environments; community management of security and coexistence in the neighborhood, as well as promoting the participation of boys and girls in decision-making in daily life and in public policies. The general approach of the thesis is deployed in some principles or methodological references, such as the collective case study (Stake, 1999), which is justified by the instrumental interest in the cases as well as in a comparative perspective. The research takes a qualitative and comparative perspective that tries to show the specificity of each context as a fundamental question, putting in value the situated nature of knowledge and application. Therefore, what was sought out in the comparison, was not mainly the convergence between results, but rather, to highlight the inter-contextual differences. In addition, the Grounded Theory constant comparison method has been used as a simultaneous data collection and analysis procedure, based on Charmaz (2006). The participating actors of both cases of the study also have carried out a validation and, likewise, the multi-method or triangulation was managed, using different techniques for data collection: observation, interviews, cognitive maps and document analysis. All this, permeated by the constructivist interpretive analysis referenced in Charmaz (2006) that characterizes an interpretive approach to Grounded Theory. This thesis is composed of three studies: 1) School paths and models of children's movements to school - analyzes children's mobility patterns, focusing on ‘Walking bus’ strategy. From the perspectives of the participants, the benefits or possible positive impacts in their contexts are analysed, but, in addition, their limits and contradictions has been focused, especially taking as a parameter the development of children's autonomy engaged in this modality. 2) Stakeholders' positions on the programs, presents the position of families on autonomous displacements, configuring it at the intersection of three aspects: parenting model, city model and perception of security. The focus is on the perception of the actors about their environment, shaping an image of the neighborhood. And, 3) Psycho-socio-environmental impacts (perceived or potential) and their dynamics - the analysis is based on four dimensions: a) Community / territorial action and involvement of local actors; b) CE as an instrument of citizen participation; c) School Path or neighborhood/city project? d) Impacts and potentialities in public policies for children. From the analysis of the impacts (perceived and potential), it becomes evident that, in addition to a practical instrumental strategy - generating safe routes to school, facilitating families to face fears regarding the displacement of their sons and daughters - these programs represent a tool to promote the inclusion of children in cities. At the same time, in the proposed interpretive theory, the incidence of psycho-socio-environmental dynamics in the management of these programs has been explained. According to this interpretation, these dynamics surrounding CE Programs, enhancing their impact on the local community and facilitating the development of active and autonomous mobility. Putting the focus on the psycho-socio-environmental dynamics in the Caminos Escolares Programs constitutes a contribution of this thesis. In this perspective, the strategic importance of the analysis of these programs are scored from the knowledge organized in the transversal perspective, having Social Environmental Psychology as a central reference, especially in its theoretical contribution to a holistic understanding of psycho-socio-environmental phenomena studied here. The importance of factors such as identity with the environment (image of the neighborhood, attachment to the place, etc.), the sense of community, social cohesion, as well as environmental aspects of the neighborhoods, as mediators and promoters of the Perceived impacts of the Camino Escolar Programs. 6 Internationally known programs with different names: Walk to school (England and other northern European countries); Safe routes to school in the Anglo-Saxon world, especially the United States; Chemin de L'école, in France and ‘Caminos Escolares’ (CE) or ‘School Paths’ in Spain and Latin countries are some examples.

The present study analyzed the hunting and wildlife trafficking in the neighbourship of the Ecological Station Raso da Catarina (ESEC Raso da Catarina), in Bahia, in order to contribute to environmental conservation strategies for the region. Among the specific objectives was seek to know five dimensions of hunting activity and wildlife trafficking practiced in the study region (socio-demographic profile of hunters and wildlife traffickers; behavior of hunters and traffickers, hunting profile, economic aspects involved in hunting and, the knowledge of the prohibition of illegal activities against wildlife and mitigation strategies). Also looked for to identify the network of agencies potentially involved in combating the hunting and wildlife trafficking, their strategies and difficulties of action, through the method of research in data and methodological triangulation, based on semi-structured interviews with hunters, employees of the ICMBio of ESEC Raso da Catarina and police officers of the Caatinga Independent Policing Company (Companhia de Policiamento Independente da Caatinga - CIPE / Caatinga); analysis of ICMBio infraction records, police reports records of CIPE / Caatinga and the Federal Highway Police (Polícia Rodoviária Ferderal - PRF). The results indicated that most hunters had between 41 and 50 years old, had incomplete primary education, were in majority farmers and residents of the Riacho Village, municipality of Paulo Afonso, Bahia. As for the most hunted species, there was a predominance for the group of birds, with higher value of use for the species arribaçã (Zenaida auriculata) (VU = 0.31), and for the group of mammals, the armadillo-peba (Euphractus sexcinctus) the species with higher value of use (VU = 0.85). Most hunters preferred to use animals as a means of transport, the dog as a hunting technique, and they preferred to hunt on Saturdays and Sundays, often once or twice a month, during nocturnal and rainy periods, motivated by subsistence reasons. All hunters revealed that they are aware of the prohibition on hunting but are unaware of who is responsible for the prohibition. Regarding surveillance, the ICMBio is the agency that is at the forefront of operations to combat hunting and trafficking of animals in the study area. However, it faces difficulties due to lack of resources and integration with other institutions.
O presente estudo analisou a caça e o tráfico de animais silvestres na área de abrangência da Estação Ecológica Raso da Catarina (ESEC Raso da Catarina), na Bahia, visando contribuir com estratégias de conservação ambiental para a região. Dentre os objetivos específicos buscou-se conhecer cinco dimensões da atividade de caça e tráfico de animais silvestres praticadas na região de estudo (perfil sóciodemográfico dos caçadores e traficantes de animais silvestres; comportamento dos caçadores e traficantes; perfil da caça; aspectos econômicos envolvidos na caça e o conhecimento sobre a proibição das atividades ilegais contra a fauna silvestre e propostas de mitigação). Procurou-se também identificar a rede de agências potencialmente envolvidas para combater a caça e tráfico de animais, suas estratégias e dificuldades de atuação, através do método de pesquisa em triangulação de dados e metodológica, com base em entrevistas semiestruturadas com caçadores, funcionários do ICMBio da ESEC Raso da Catarina e policiais da Companhia de Policiamento Independente da Caatinga (CIPE/Caatinga); análise de registros de infração do ICMBio e os registros de ocorrências policiais da CIPE/Caatinga e da Polícia Rodoviária Federal (PRF). Os resultados indicaram que a maioria dos caçadores tinha entre 41 e 50 anos de idade, possuía ensino fundamental incompleto, eram em maioria agricultores e residentes do Povoado Riacho, município de Paulo Afonso, Bahia. Quanto às espécies mais caçadas, houve predominância para o grupo das aves, com maior Valor de Uso para a espécie arribaçã (Zenaida auriculata) (VU=0,31), e para o grupo dos mamíferos, o tatu-peba (Euphractus sexcinctus) foi a espécie com maior valor de uso (VU=0,85). A maioria dos caçadores utilizou preferencialmente animais como meio de transporte, o cachorro como técnica de caça, preferiam caçar aos sábados e domingos, frequentemente de uma a duas vezes por mês, em períodos noturnos e chuvosos, motivados por razões de subsistência. Todos os caçadores revelaram ter conhecimento da proibição da caça, mas desconheciam de quem é a responsabilidade pela proibição. Em relação à fiscalização, o ICMBio é o órgão que está à frente das operações de combate à caça e tráfico de animais na área de estudo, entretanto enfrenta dificuldades por falta de recursos e integração com outras instituições.

Urban air pollution is responsible for high levels of morbidity and mortality in exposed populations due to its effects on cardiovascular and respiratory function. Transportation-related air pollutants account for the majority of harmful air pollution in urban areas. Forests are known to reduce air pollution through their ability to facilitate dry deposition and atmospheric gas exchange. This work characterizes the interactions between transportation air pollutants and urban forests in Hillsborough County, Florida. A highly spatially resolved passive air sampling campaign was conducted to characterize local concentrations of nitrogen oxides, benzene, toluene, ethylbenzene, and xylenes (BTEX) in Hillsborough County, Florida. Sampling locations included a proportion of densely forested urban areas in order to determine the effects of Hillsborough County's urban forest resources on localized concentrations of selected transportation pollutants. Recommended approaches for the use of urban forests as an effective air pollution mitigation technique in Hillsborough County were generated based on results from the sampling campaign. Results show mean concentrations of 2.1 parts per billion and 6.5 µg/m3 for nitrogen oxides and total BTEX, respectively. High spatial variability in pollutant concentrations across Hillsborough County was observed, with the coefficient of variation found to be 0.61 for nitrogen oxides and 0.79 for total BTEX. Higher concentrations were observed along interstate highways, in urban areas of the county, and near select point sources in rural areas. Differences in concentrations within forested areas were observed, but were not statistically significant at the 95% confidence level. These results can be used to identify elements of urban design which contribute to differences in concentrations and exposures. This information can be used to create more sustainable urban designs which promote health and equity of the population.

Urban air pollution is responsible for high levels of morbidity and mortality in exposed populations due to its effects on cardiovascular and respiratory function. Transportation-related air pollutants account for the majority of harmful air pollution in urban areas. Forests are known to reduce air pollution through their ability to facilitate dry deposition and atmospheric gas exchange. This work characterizes the interactions between transportation air pollutants and urban forests in Hillsborough County, Florida. A highly spatially resolved passive air sampling campaign was conducted to characterize local concentrations of nitrogen oxides, benzene, toluene, ethylbenzene, and xylenes (BTEX) in Hillsborough County, Florida. Sampling locations included a proportion of densely forested urban areas in order to determine the effects of Hillsborough County's urban forest resources on localized concentrations of selected transportation pollutants. Recommended approaches for the use of urban forests as an effective air pollution mitigation technique in Hillsborough County were generated based on results from the sampling campaign. Results show mean concentrations of 2.1 parts per billion and 6.5 µg/m3 for nitrogen oxides and total BTEX, respectively. High spatial variability in pollutant concentrations across Hillsborough County was observed, with the coefficient of variation found to be 0.61 for nitrogen oxides and 0.79 for total BTEX. Higher concentrations were observed along interstate highways, in urban areas of the county, and near select point sources in rural areas. Differences in concentrations within forested areas were observed, but were not statistically significant at the 95%#37; confidence level. These results can be used to identify elements of urban design which contribute to differences in concentrations and exposures. This information can be used to create more sustainable urban designs which promote health and equity of the population.

La contaminación del aire urbano tiene efectos negativos en la salud humana, los ecosistemas y se asocia con el transporte de contaminantes a larga distancia. La región del sur del Mediterráneo y en concreto la Península Ibérica se ven sometidos frecuentemente a episodios de contaminación fotoquímica. Los niveles de O3 troposférico y, en zonas urbanas, las concentraciones de NO2 y material particulado, superan frecuentemente los niveles establecidos por la legislación europea. El tráfico rodado constituye la mayor fuente de emisiones antropogénicas en el entorno urbano. Actualmente, se están ensayando distintas alternativas para reducir su contribución. El pronóstico cuantitativo de sus efectos es fundamental y proporciona la base para la toma de decisiones. La herramienta más adecuada para llevar a cabo este tipo de evaluaciones es la modelización atmosférica. Esta tesis propone el uso del modelo mesoescalar WRF-ARW/HERMES/CMAQ con alta resolución para pronosticar el efecto de distintas estrategias de reducción de emisiones de tráfico. Se centra en las dos mayores ciudades de España: Barcelona y Madrid, representativas de un entorno costero y un entorno continental. Como caso de estudio se ha seleccionado el 17 y 18 de Junio de 2004, que se corresponde simultáneamente con altos niveles de contaminación y con un patrón de circulación de tráfico habitual (días laborables) Se han seleccionado distintas estrategias realizables a corto plazo, que incluyen: el uso de combustibles alternativos: como gas natural o biodiesel, la introducción de nuevas tecnologías en vehículos, como el uso de vehículos híbridos, o sistemas de planificación urbana, como la introducción de un límite de velocidad. Se han evaluado en términos de cambio de emisiones, consumo de combustible y calidad del aire, no sólo en las zonas urbanas si no a escala regional (en el Noreste y Centro de la Península Ibérica) Los efectos de dichas estrategias dependen de la zona de aplicación. Los factores principales que condicionan dichas diferencias son: (1) la composición específica de la flota, teniendo la de Barcelona mayor número de vehículos pesados diesel y menor número de turismos que la de Madrid, (2) el peso de los distintos sectores de actividad en el balance de emisiones total, que en Barcelona y el noreste peninsular refleja una mayor actividad industrial frente a Madrid y el centro de la Península, (3) las distintas contribuciones de los procesos atmosféricos a la concentración final de contaminantes, la cuantificación de dichos procesos permite definir patrones de circulación característicos de zonas costeras y con una orografía muy compleja en el área de Barcelona, mientras que en Madrid, el comportamiento es más simple, (4) el régimen de sensibilidad química, que es diferente en ambas ciudades, determina la respuesta del O3 troposférico a la disminución de emisiones de NOx. El efecto de las estrategias estudiadas es positivo en términos de concentración de NO2, SO2 y PM10, siendo éstas menores que en el escenario base (sin cambios). Sin embargo, el alcance depende en gran medida de las flotas específicas afectadas y del área urbana que se considere. La introducción de vehículos a gas natural constituye una medida eficaz para reducir los niveles de SO2 y PM10 en las ciudades. El uso de biodiesel B20 disminuye fundamentalmente la concentración de SO2, aunque puede conllevar un ligero incremento de concentración de NO2. El uso de vehículos híbridos reduce fundamentalmente las emisiones de NOx, lo que produce una disminución de los niveles de NO2 urbanos. En Madrid este hecho tiene efectos positivos en la concentración de O3 local, sin embargo en Barcelona la disminución de emisiones de NOx supone un incremento del O3 local en todos los casos. La limitación de velocidad a 80 km h-1 en el área de Barcelona reduce los niveles de NO2 y PM10, sobre todo en las zonas directamente afectadas por la medida. La introducción en el modelo de velocidades de circulación horarias, en lugar de la velocidad constante previamente considerada, ha permitido determinar estos cambios en calidad del aire de manera más precisa, teniendo en cuenta patrones de circulación reales y el efecto de la congestión. En general las estrategias seleccionadas tienen efectos positivos en zonas a sotavento de las ciudades, incluso en el caso del O3. La aplicación de modelización atmosférica con alta resolución es una herramienta útil para determinar cuantitativamente los efectos de estrategias de reducción de emisiones de tráfico. Los inventarios de emisiones detallados y la disponibilidad de factores de emisión para nuevas tecnologías o combustibles alternativos son un factor clave para este tipo de desarrollos.
The urban air pollution affects human health, causes damage to ecosystems and transboundary air pollution. The southern Mediterranean region and specifically the Iberian Peninsula are commonly affected by highly polluted episodes. The high O3 levels, and specifically the NO2 and PM concentrations in urban areas, are of special concern, frequently exceeding the European air quality targets. On road traffic is the main source of anthropogenic emissions in the urban environment. Different strategies addressed to reduce this contribution are being currently implemented and tested. The quantitative assessment of their effects in advance is fundamental to help decision makers. Air quality modelling is the most suitable tool to perform this kind of evaluations. This PhD Thesis proposes the use of the mesoscalar WRF-ARW/HERMES/CMAQ modelling system with high resolution to test in advance such strategies for on-road traffic emissions abatement. It focuses on the two most populated urban areas of Spain, Barcelona and Madrid, which constitute a typically coastal and continental environment. The 17-18 June, 2004 is chosen as the study case. It fits in a poor air quality situation in both areas but also in an usual traffic circulation pattern (working days). Several feasible short-term strategies are selected and implemented in the emission model in the most realistic way as possible. They include: use of alternative fuels, such as natural gas or biodiesel, introduction of new technologies, such as hybrid electric vehicles, and urban management schemes, such as speed circulation limit. They are evaluated in terms of emissions, fuel consumption and air quality changes in the urban areas and at a regional scale, over the North-eastern and Central Iberian Peninsula. The effects of these strategies depend on the study areas. The factors that condition these differences are mainly: (1) the specific vehicle fleet composition, having Barcelona a larger proportion of diesel and commercial vehicles and lower quantity of passenger cars than Madrid; (2) the different contributions of the activity sectors to anthropogenic emissions, which in Barcelona and the North-eastern Iberian Peninsula reflect a heavier industrial activity against Madrid and the Central Iberian Peninsula region; (3) the different contributions of atmospheric processes leading to the concentration of pollutants; their quantification leads to the observance of characteristic transport patterns of a coastal area and very complex terrains in Barcelona, and a much simpler behaviour in Madrid, a typically continental area; (4) the chemical sensitivity regime also differs, which particularly affects the O3 response to NOx abatement strategies. The effect of all the tested strategies in urban NO2, SO2 and PM10 concentrations is positive, being lower than in the base case. Nevertheless the extent of this effect largely depends on the affected fleets and on the urban area of application. The introduction of natural gas vehicles proved to be specifically effective in reducing SO2 and PM10 concentrations in Barcelona and Madrid areas. The introduction of biodiesel as a fuel would slightly affect the urban air quality levels, improving mainly the SO2 levels. The use of hybrid cars affects the NOx emissions considerably, reducing NO2 urban levels. Moreover in Madrid it causes a noticeable reduction in the local O3 concentrations. The Barcelona photochemical regime involves local O3 concentrations increase when reducing NOx emissions. The introduction of an 80 km h-1 speed limit in the Barcelona area reduces NO2 and PM10 levels, specifically in the zones affected by the measure. The inclusion in the model of hourly speed data from measurement campaigns instead of the previously constant speed considered, allowed assessing the gains of such a measure in a more realistic manner, taking into account real circulation patterns and the congestion effect. The effects of the selected strategies are always positive in downwind areas, even in terms of O3 concentration. The application of high resolution modelling proved to be a useful tool to quantitatively asses the effect of management strategies. The detailed emissions inventories and the availability of emission factors for new technology vehicles or alternative fuels are key factors to this kind of developments.

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This study describes and analyses the programs of the courses taught at a distance for training the teachers, mediated by computers and internet, developed by the Companhia de Engenharia de Tráfego de São Paulo - CET, as a subsidy for the construction of knowledge and the realization of educative actions focused on the traffic theme and with a purpose of non-formal education in the tuition of basic education teachers in the city of São Paulo. Since the mid of the 1970's, CET develops attendance programs on the non-formal education, with the goal of spread the knowledge and teach the practices that involves the sharing of the public space of the São Paulo city in a citizen and safe way for everybody. Since 2009, attentive to the social and educational context that shows an increasingly use of the Information and Communication Technologies (TIC), the company starts studying the utilization of these tools in its educational programs, resulting, in 2010, in the implementation of the first course at a distance, whose target audience was the teachers of the second cycle of fundamental education and the education for adults. Since these first experience, which was successful, seven other courses were developed until the mid of 2012, being five of these courses focused on the tuition of teachers. The specific goals for this research contemplates the investigation about the perception of the teachers about the contribution of the content of the courses taught by CET in the modality of teaching at a distance for their professional development and for the development of their own projects related to the traffic in their disciplines, identifying the needs and expectations provided by them; the analysis and identification of dialogues, in the interface between the students and the tutors of the courses at a distance of CET, which shown an involvement and a participation of the student in the theme traffic , citizenship, environment and art/education and in which form they express the possibility or the use of these themes in their practices; the identification about the approach of the themes citizenship, environment and art/education in the projects developed by the teachers that participate of the courses at a distance of CET; the thinking about the use of education at a distance in subjects related to the education of teachers. The methodological procedures involve the application of a questionnaire for the teachers, interviewing via telephone and analyzing the discussion forums. The period was since July of 2010 until December of 2012. The research pointed out that the results were satisfying in what relates to the perception of the teachers about the structure of the courses and the importance of the offered content, indicating the use of the discussed themes in the conception of projects in the school units. The analyze of the dialogues between students and tutors provides results that indicates the need of improvements, in the sense of a better utilization of the discussion forums space and for the construction of a knowledge related to education for the traffic, citizenship, environment and art/education.
O presente estudo descreve e analisa os programas dos cursos ministrados a distância para a capacitação de professores, mediados por computador e internet. Esses programas foram desenvolvidos pela Companhia de Engenharia de Tráfego de São Paulo-CET, como subsídio à construção de conhecimento e a realização de ações educativas com foco no tema trânsito e como proposta de educação não formal na formação de professores do Ensino Infantil ao Fundamental II e Educação de Jovens e Adultos - EJA, no Município de São Paulo. Desde meados da década de 1970, a CET desenvolve programas presenciais de educação não formal, com a finalidade de disseminar conhecimentos e práticas que envolvam o compartilhamento do espaço público da cidade de São Paulo de forma cidadã e segura para todos. A partir de 2009, atenta ao contexto social e educacional que apresenta o uso cada vez mais frequente das Tecnologias de Informação e Comunicação - TICs, a Companhia inicia estudos para a utilização desses recursos em seus programas educativos, culminando, em 2010, com a implantação do primeiro curso a distância, cujo público-alvo eram professores do Ensino Fundamental II e EJA. A partir dessa primeira experiência, que mostrou-se exitosa, foram desenvolvidos até meados de 2012 mais sete cursos; desse total, cinco eram voltados à capacitação de professores. Os objetivos específicos dessa pesquisa contemplam a investigação da percepção dos professores sobre a contribuição dos conteúdos dos cursos na modalidade de ensino a distância para seu aperfeiçoamento profissional e para o desenvolvimento de projetos relacionados com o trânsito em suas disciplinas, identificando as necessidades e expectativas apresentadas por eles; a análise e identificação de diálogos, na interface entre alunos e tutores dos cursos a distância, que demonstrem o envolvimento e participação do aluno na temática cidadania, meio ambiente e arte/educação e de que forma expressam a possibilidade ou o uso destes temas em suas práticas; a identificação da abordagem dos temas cidadania, meio ambiente e arte/educação nos projetos desenvolvidos pelo grupo de professores (as) participantes; a reflexão sobre o uso da educação a distância no que se refere à formação dos professores. Os procedimentos metodológicos envolveram a aplicação de questionário, entrevista via telefone e análise dos fóruns de discussão. O período compreendido foi de julho de 2010 a dezembro de 2012. A pesquisa apontou resultados bastante satisfatórios com relação à percepção dos professores sobre a estrutura dos cursos e a importância dos conteúdos oferecidos, indicando o uso dos temas abordados na elaboração de projetos nas unidades escolares. A análise dos diálogos entre alunos e tutores apresentam resultados que indicam a necessidade de melhorias, no sentido de melhor aproveitamento do espaço dos fóruns de discussão para a construção de conhecimento voltado à educação para o trânsito, cidadania, meio ambiente e arte educação.

La Pianura Padana, situata nella parte settentrionale dell'Italia, è una delle aree più critiche del paese per livelli d’inquinamento. La ragione di questo problema non è solo legata all'elevata densità di popolazione con relative attività antropiche, ma è anche dovuta alla conformazione orografica del territorio, delimitato dalla catena alpina ad ovest e a nord e dagli Appennini a sud. Queste caratteristiche geografiche determinano condizioni meteorologiche sfavorevoli alla dispersione atmosferica, quali: velocità medie annue del vento inferiori a 2 m s-1, inversioni termiche ricorrenti nei primi strati di atmosfera a contatto con il suolo, ridotte altezze dello strato rimescolato e persistenti nebbie durante il periodo invernale. Uno degli inquinanti atmosferici più rilevanti per effetti critici sulla salute umana è il biossido di azoto (NO2), i cui livelli negli ultimi anni hanno superato i limiti nazionali e dell’OMS in molte aree urbane della Pianura Padana, esponendo la popolazione al rischio di patologie legate all’inquinamento. L’obiettivo principale di questo studio è stato lo sviluppo di un sistema di modellazione multi-scala in grado di fornire campi di concentrazione oraria di NOx (NO + NO2) sulla città di Modena ad una scala spaziale in grado di risolvere gli effetti dovuti alla presenza degli edifici, al fine di supportare politiche ambientali, studi epidemiologici e di aiutare la pianificazione della mobilità urbana. Il sistema di modellazione si basa su due diversi tool: il modello euleriano di chimica e di trasporto WRF-Chem, in grado di calcolare campi di concentrazione su un dominio regionale considerando specifici scenari di emissione, e Parallel Micro SWIFT e SPRAY (PMSS) suite modellistica sviluppata per risolvere i fenomeni di dispersione all'interno di ambienti urbani. PMSS è stato utilizzato per simulare la dispersione di NOx prodotta dai flussi di traffico urbano nella città di Modena, mentre il modello WRF-Chem è stato applicato per stimare le concentrazioni di NOx di fondo su più domini innestati fra loro, utilizzando emissioni a scala regionale ed escludendo allo stesso tempo le fonti di emissioni da traffico entro la città di Modena. Nella prima parte del lavoro il sistema di modellazione è stato impiegato per riprodurre le concentrazioni comprese nell’arco temporale tra il 28 ottobre e l'8 novembre 2016, corrispondente al periodo in cui è stata condotta una campagna di rilevazione dei flussi di traffico, attraverso radar Doppler su una strada di Modena a quattro corsie, al fine di riprodurre una modulazione temporale delle emissioni il più possibile realistica. Nella seconda parte dello studio lo stesso sistema di modellazione è stato utilizzato per produrre previsioni orarie delle concentrazioni di NO2 e NO, fino ad un giorno in avanti, per tutto il mese di febbraio 2019 sulla città di Modena. Le concentrazioni orarie simulate e osservate mostrano un andamento molto concorde fra loro, specialmente per il sito di traffico urbano, dove le stime dettagliate sulle emissioni del traffico si sono dimostrate molto efficaci nel riprodurre la tendenza osservata. Nella stazione urbana di fondo, nonostante una generale sottostima delle concentrazioni osservate, la combinazione di WRF-Chem con PMSS ha fornito comunque un andamento medio giornaliero in linea con le osservazioni. Infine, l'analisi statistica ha mostrato che il sistema di modellazione, in entrambi i siti urbani (di traffico e di fondo), soddisfa i criteri di accettazione standard per la valutazione dei modelli di dispersione urbana, confermando che tale sistema può essere impiegato come strumento per verificare gli effetti delle politiche locali riguardanti il traffico e a supporto di valutazioni di impatto sulla salute umana.
In Europe, emissions of many air pollutants have decreased substantially over the past decades, resulting in improved air quality across the region. However, air pollutant concentrations are still too high, and air quality problems persist. The Po Valley, located in the northern part of Italy, is one of the most critical area of the country in terms of pollution level. The reason to this problem is not only related to the high population density with its related activities, but it is also due to the orographic conformation of the territory which appears surrounded by mountains on three sides: the Alps to the west and to the north and the Apennines to the south. These geographical characteristics lead to meteorological conditions unfavorable to the atmospheric dispersion: average annual wind speed less than 2 m s-1, recurrent thermal inversions at low altitude, low mixing layer heights and persistent foggy and hazy events during winter time. One of the main critical air pollutants in terms of health effects is nitrogen dioxide (NO2), whose levels in the last years exceeded national and WHO (World Health Organization) standards in many urban areas across the Po Valley, exposing urban population to the risk of pollution-related diseases and health conditions. The main goal of this study was to develop a multi-scale modelling system able to provide hourly NOx (NO + NO2) concentration fields at a building-resolving scale in the urban area of Modena, a city in the middle of the Po Valley, in order to support environmental policies, epidemiological studies and urban mobility planning. The modelling system relied on two different models: the Weather Research and Forecasting model coupled with Chemistry (WRF-Chem), which is able to compute concentration fields over regional domain by considering specific emission scenarios, and the Parallel Micro SWIFT and SPRAY (PMSS) modelling suite accounting for dispersion phenomena within the urban area. The PMSS modelling suite was used to simulate at building-scale resolution the NOx dispersion produced by urban traffic flows in the city of Modena. Conversely, the WRF-Chem model was selected to estimate the NOx background concentrations on multiple domains with a nesting technique, in order to take into account emissions both at regional and local scale by excluding traffic emissions sources over the city of Modena. In the first part of the work the modelling system was performed for the period between 28 October and 8 November 2016, the same period whereby a direct vehicle flow measurement campaign was carried out continuously with 4 Doppler radar counters in a four-lane road in Modena, in order to reproduce emission hourly modulation rates. In second section of the study the modelling system was set-up with the aim of produce hourly forecast of NO2 and NO concentrations, up to one day ahead, for the city of Modena for the entire month of February 2019. Simulated and observed hourly concentrations exhibited a large agreement in particular for urban traffic site where detailed traffic emission estimations proved to be very successful in reproducing the observed trend. At urban background stations, despite a general underestimation of the observed concentrations, the combination of WRF-Chem with PMSS provided daily pattern in line with observations. Finally, the statistical analysis showed that PMSS combined with WRF-Chem at both traffic and background sites fulfilled standard acceptance criteria for urban dispersion model evaluation, confirming that the proposed multi-modelling system can be employed as a tool to support human exposures and health impact assessments as well as the effects of local traffic policies on urban air quality.

El objetivo de esta tesis es proporcionar un mayor grado de conocimiento sobre ciertos aspectos medioambientales del transporte por carretera que aún no han sido investigados en profundidad. En concreto, la tesis aborda las siguientes líneas de investigación: análisis del ciclo de vida (ACV) de los pavimentos de carreteras, ACV del ruido del transporte por carretera, y valoración de los costes externos del ruido del transporte por carretera.

La evaluación ambiental del transporte rodado se ha centrado fundamentalmente en los impactos ambientales de las emisiones atmosféricas de los vehículos que circulan por las carreteras, mientras que los impactos de la construcción, mantenimiento y fin de vida de las carreteras no han recibido demasiada atención. La metodología del ACV puede ser útil para abordar esta limitación, ya que tiene como objetivo evaluar los impactos ambientales asociados a todas las etapas del ciclo de vida de un producto o servicio desde la cuna hasta la tumba. En esta tesis se ha realizado un ACV exhaustivo de pavimentos de carreteras, y se ha desarrollado una herramienta de ACV para calcular de forma automática los impactos ambientales de los pavimentos. Se han analizado distintos tipos de pavimentos, incluyendo mezclas bituminosas en caliente (MBC, fabricadas a 165 °C), mezclas bituminosas templadas (MBT, fabricadas a 135 °C) mediante la adición de zeolitas sintéticas, y mezclas bituminosas con pavimento asfáltico reciclado (PAR). De este modo, se han evaluado los impactos ambientales asociados al consumo de energía y a las emisiones atmosféricas, así como otros impactos ambientales debidos a la extracción y procesado de minerales, betunes y aditivos químicos; fabricación de asfaltos; transporte de materiales; pavimentación; tráfico durante la vida útil del pavimento; transformación y ocupación del suelo; desmantelamiento del pavimento al final de su vida útil y su reciclaje o eliminación en vertedero. También se han realizado simulaciones mediante el método de Monte Carlo para tener en cuenta la variabilidad de ciertos parámetros de entrada críticos. Al considerar todo el ciclo de vida, se ha observado que los impactos de los pavimentos de MBT a base de zeolita son casi idénticos a los impactos de los pavimentos de MBC con el mismo contenido de PAR. La reducción de los impactos que se obtiene en las MBT al disminuir la temperatura de fabricación queda contrarrestada por los mayores impactos de los materiales utilizados, sobre todo los impactos de las zeolitas sintéticas. Por otro lado, al comparar mezclas bituminosas con distintos contenidos de PAR, se ha observado que los impactos de las mezclas se reducen de forma significativa al añadir PAR. Todos los impactos en las categorías "de punto final", así como los impactos en las categorías de cambio climático, agotamiento de recursos fósiles y demanda de energía acumulada, se han reducido un 13-14% mediante la adición de un 15% de PAR. Una ventaja clave de las MBT es el uso potencialmente mayor de PAR. Por lo tanto, la reducción de los impactos que se consigue añadiendo grandes cantidades de PAR a las MBT podría convertirlas en una buena alternativa a las MBC desde el punto de vista medioambiental.

A diferencia de otros contaminantes del transporte rodado (por ejemplo, las emisiones gaseosas), el ruido rara vez se incluye en los estudios de ACV, debido a que tiene ciertas particularidades (dependencia de factores locales, imposibilidad de agregar linealmente sus emisiones, etc.) que dificultan la evaluación de su impacto. La escasez de datos sobre ruido ha supuesto un inconveniente añadido para evaluar su impacto. Sin embargo, la publicación reciente de los mapas estratégicos de ruido ofrece la oportunidad de superar estas limitaciones. En esta tesis se ha desarrollado un método para evaluar el impacto del ruido del transporte rodado e integrarlo en el marco del ACV. Este método resuelve las limitaciones metodológicas observadas en otros trabajos previos y permite realizar las evaluaciones a partir de datos de los mapas estratégicos de ruido. Los impactos del ruido sobre la salud se cuantifican en DALYs (años de vida ajustados por discapacidad), posibilitando la comparación y agregación del ruido con otros contaminantes nocivos para la salud. La tesis también incluye un caso de estudio donde el método propuesto se ha aplicado para calcular el impacto del ruido causado por un vehículo pesado adicional en tres carreteras distintas. El impacto del ruido causado por el vehículo pesado varía considerablemente de una carretera a otra (hasta el punto de doblarse), debido a la dependencia del impacto del ruido de factores locales, como las condiciones de tráfico y la densidad de población cercana a las carreteras. La extrapolación de los resultados obtenidos para una carretera determinada a otras carreteras puede, por lo tanto, conducir a estimaciones erróneas de los impactos del ruido, siendo difícil predecir el error incurrido. Por esta razón, se recomienda realizar evaluaciones específicas del impacto del ruido para cada caso particular, siempre que haya datos de tráfico y de exposición al ruido. El método propuesto permite realizar tales evaluaciones de forma sencilla y eficaz a partir de datos públicos disponibles en los mapas estratégicos de ruido. Además, el impacto del ruido causado por el vehículo pesado se ha comparado y agregado con los impactos sobre la salud debidos al consumo de combustible y a las emisiones atmosféricas de ese mismo vehículo. El impacto del ruido ha supuesto entre el 2,58% y el 4,96% del impacto total causado por el vehículo pesado adicional. El ruido ha resultado ser la tercera categoría de impacto más significativa en términos de daños a la salud, únicamente superado por el cambio climático y por la formación de partículas. Por lo tanto, el ruido del transporte rodado puede tener un impacto significativo comparado con otras categorías de impacto evaluadas normalmente en el ACV, lo que justifica su inclusión como categoría de impacto habitual en los estudios de ACV del transporte rodado. Una solución eficaz para reducir los impactos ambientales del transporte rodado es internalizar los costes externos de tales impactos mediante instrumentos de tarificación; por ejemplo, tasas a los usuarios de las carreteras según la contaminación que producen. Estas tasas pueden alentar a los usuarios a utilizar tecnologías del automóvil más limpias y a optimizar sus comportamientos logísticos, mientras que los ingresos de las tasas pueden destinarse a reducir la contaminación en su origen y a fomentar la movilidad sostenible. La Directiva Euroviñeta permite a los Estados miembros de la UE aplicar tasas a los vehículos pesados con el fin de compensar los costes de la contaminación acústica que originan. Para ello, proporciona un método para el cálculo de los costes externos del ruido del tráfico rodado. Este método requiere el uso de factores de ponderación para cada categoría de vehículo y para cada período del día con vistas a permitir la diferenciación de los costes del ruido, sin embargo, la Directiva Euroviñeta no proporciona valores específicos o directrices para el cálculo de tales factores. Por esta razón, en esta tesis se ha desarrollado un método alternativo para calcular los costes externos del ruido del tráfico rodado en Europa. Asimismo, se han desarrollado factores de ponderación mejorados que constituyen la base del método propuesto. Estos factores son más fiables que los que se aportan en otros estudios, ya que están altamente diferenciados para reflejar de forma precisa la influencia de los factores clave, como la categoría de vehículo, la velocidad y el período del día. El método propuesto permite obtener tasas basadas en la distancia para cualquier categoría de vehículo (turismos, furgonetas, vehículos pesados, ciclomotores y motocicletas) y período del día (día, tarde y noche), mientras que el método de la Directiva Euroviñeta solo es aplicable a los vehículos pesados en los períodos diurno y nocturno. La tesis también incluye un caso de estudio donde el método propuesto se ha aplicado para calcular los costes medios del ruido por vehículo-kilómetro según la categoría de vehículo y el período del día para tres carreteras distintas. Los costes del ruido difieren considerablemente de una carretera a otra (hasta el punto de casi triplicarse), debido a la dependencia de los costes del ruido de factores locales. Si se hubiera aplicado un enfoque "top-down", como establece la Directiva Euroviñeta, los costes del ruido habrían sido iguales en todas las carreteras, lo cual no es coherente con el principio de "quien contamina paga", que debe regir la tarificación por el uso de la infraestructura vial. Por otro lado, se ha comprobado que la falta de diferenciación en base a la velocidad, que presentan los factores de ponderación aportados en otros estudios previos, puede llevar a errores significativos de los costes del ruido atribuibles a los vehículos de las distintas categorías. Si en el caso de estudio se hubieran aplicado los factores de ponderación de otro estudio, el error cometido habría variado entre -37,36% y -24,27% para los turismos y entre 30,24% y 57,46% para los vehículos pesados, dependiendo de la carretera. Por lo tanto, las tasas aplicadas a los vehículos pesados se habrían sobrestimado considerablemente, lo cual también es incoherente con el principio de quien contamina paga.

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Fundação de Amparo à Pesquisa do Estado de Goiás - FAPEG
Road Ecology is a scientific discipline that studies the effects of transport’s infrastructure such as roads, railways and canals on the ecosystem. Ecological effects including habitat destruction and fragmentation, increased erosion and pollution, and, particularly disturbing, the roadkill, which can be highly impacting populations of low-density species such as endangered species, having the potential to significantly affect biodiversity. Even with a considerable increase in recent studies on the subject, there are large gaps in knowledge about the effects of highways, and especially on how these effects affect animal populations, man, and ways to minimize or mitigate environmental impacts. These gaps are especially worrying in countries such as Brazil, which opted for a road modal and thus, presents an extensive network of highways. Brazil even develops research and publishes on road ecology, being the third country that contributes most to the world scientific production, but there is a predominance of roadkill studies and a low number of studies on mitigation measures, and roadkill studies are lacking standardization in the methodology adopted by the researchers. In this study, the detection rate of animals of different taxonomic classes was analyzed using different tracking speeds, and it was observed that the speed of 5 km.h-1 is the one that best serves the purpose of pointing to the actual trampling rate. Then within road ecology, several problems affect the human being, but traffic accidents are considered a neglected public health problem, especially in developing countries. There is a need to understand the factors contributing to the aggravation of traffic accidents, and as a contribution to this understanding, this study investigated automobile accidents with runway exit with or without collision in the vegetation of the domain strip. It was found that tree collision increases the probability of mortality (3.16 times) and severity of injury in accidents when vehicles left the roadway.
Ecologia de estradas é uma disciplina científica que estuda os efeitos de infraestruturas de transporte como estradas, ferrovias e canais sobre o ecossistema. Efeitos ecológicos que incluem a destruição e fragmentação do habitat, aumento da erosão e poluição, e, particularmente preocupante, o atropelamento animal(AA), que pode ser altamente impactante para populações de espécies que existem em baixas densidades, como as ameaçadas de extinção, tendo potencial para afetar significativamente a biodiversidade. Mesmo com um aumento considerável de estudos recentes sobre o tema, existem grandes lacunas de conhecimento sobre os efeitos das rodovias, e principalmente sobre como esses efeitos afetam as populações animais e o homem. Essas lacunas são especialmente preocupantes nos países como o Brasil, que optou por um modal rodoviário e assim, apresenta uma extensa rede de rodovias. O Brasil até desenvolve pesquisas e publica sobre ecologia de estradas, sendo o terceiro país que mais contribui com a produção científica mundial, mas há uma predominância de estudos sobre AA e baixo número de estudos sobre medidas mitigadoras, e os estudos sobre AA pecam pela falta de padronização na metodologia adotada pelos pesquisadores. Neste estudo é analisado o índice de detecção de animais de diferentes classes taxonômicas utilizando diferentes velocidades de monitoramento, sendo observado que a velocidade de 5 km.h-1 é a que melhor atende o propósito de apontar a real taxa de atropelamento. Ainda dentro de ecologia de estradas, vários problemas afetam o ser humano, mas os acidentes de trânsito são considerados um problema de saúde pública negligenciado, principalmente em países em desenvolvimento. Há necessidade de compreender os fatores que contribuem para agravamento dos acidentes de trânsito, e como contribuição para essa compreensão, este estudo investigou acidentes automobilísticos com saída de pista com ou sem colisão na vegetação da faixa de domínio. Constatou-se que a colisão com árvore aumenta a probabilidade de mortalidade (3,16 vezes) e gravidade da lesão em acidentes em que os veículos saíram da pista nas rodovias.

Motor vehicles are a major source of gaseous and particulate matter pollution in urban areas, particularly of ultrafine sized particles (diameters < 0.1 µm). Exposure to particulate matter has been found to be associated with serious health effects, including respiratory and cardiovascular disease, and mortality. Particle emissions generated by motor vehicles span a very broad size range (from around 0.003-10 µm) and are measured as different subsets of particle mass concentrations or particle number count. However, there exist scientific challenges in analysing and interpreting the large data sets on motor vehicle emission factors, and no understanding is available of the application of different particle metrics as a basis for air quality regulation. To date a comprehensive inventory covering the broad size range of particles emitted by motor vehicles, and which includes particle number, does not exist anywhere in the world. This thesis covers research related to four important and interrelated aspects pertaining to particulate matter generated by motor vehicle fleets. These include the derivation of suitable particle emission factors for use in transport modelling and health impact assessments; quantification of motor vehicle particle emission inventories; investigation of the particle characteristic modality within particle size distributions as a potential for developing air quality regulation; and review and synthesis of current knowledge on ultrafine particles as it relates to motor vehicles; and the application of these aspects to the quantification, control and management of motor vehicle particle emissions. In order to quantify emissions in terms of a comprehensive inventory, which covers the full size range of particles emitted by motor vehicle fleets, it was necessary to derive a suitable set of particle emission factors for different vehicle and road type combinations for particle number, particle volume, PM1, PM2.5 and PM1 (mass concentration of particles with aerodynamic diameters < 1 µm, < 2.5 µm and < 10 µm respectively). The very large data set of emission factors analysed in this study were sourced from measurement studies conducted in developed countries, and hence the derived set of emission factors are suitable for preparing inventories in other urban regions of the developed world. These emission factors are particularly useful for regions with a lack of measurement data to derive emission factors, or where experimental data are available but are of insufficient scope. The comprehensive particle emissions inventory presented in this thesis is the first published inventory of tailpipe particle emissions prepared for a motor vehicle fleet, and included the quantification of particle emissions covering the full size range of particles emitted by vehicles, based on measurement data. The inventory quantified particle emissions measured in terms of particle number and different particle mass size fractions. It was developed for the urban South-East Queensland fleet in Australia, and included testing the particle emission implications of future scenarios for different passenger and freight travel demand. The thesis also presents evidence of the usefulness of examining modality within particle size distributions as a basis for developing air quality regulations; and finds evidence to support the relevance of introducing a new PM1 mass ambient air quality standard for the majority of environments worldwide. The study found that a combination of PM1 and PM10 standards are likely to be a more discerning and suitable set of ambient air quality standards for controlling particles emitted from combustion and mechanically-generated sources, such as motor vehicles, than the current mass standards of PM2.5 and PM10. The study also reviewed and synthesized existing knowledge on ultrafine particles, with a specific focus on those originating from motor vehicles. It found that motor vehicles are significant contributors to both air pollution and ultrafine particles in urban areas, and that a standardized measurement procedure is not currently available for ultrafine particles. The review found discrepancies exist between outcomes of instrumentation used to measure ultrafine particles; that few data is available on ultrafine particle chemistry and composition, long term monitoring; characterization of their spatial and temporal distribution in urban areas; and that no inventories for particle number are available for motor vehicle fleets. This knowledge is critical for epidemiological studies and exposure-response assessment. Conclusions from this review included the recommendation that ultrafine particles in populated urban areas be considered a likely target for future air quality regulation based on particle number, due to their potential impacts on the environment. The research in this PhD thesis successfully integrated the elements needed to quantify and manage motor vehicle fleet emissions, and its novelty relates to the combining of expertise from two distinctly separate disciplines - from aerosol science and transport modelling. The new knowledge and concepts developed in this PhD research provide never before available data and methods which can be used to develop comprehensive, size-resolved inventories of motor vehicle particle emissions, and air quality regulations to control particle emissions to protect the health and well-being of current and future generations.

Motor vehicles are a major source of gaseous and particulate matter pollution in urban areas, particularly of ultrafine sized particles (diameters < 0.1 µm). Exposure to particulate matter has been found to be associated with serious health effects, including respiratory and cardiovascular disease, and mortality. Particle emissions generated by motor vehicles span a very broad size range (from around 0.003-10 µm) and are measured as different subsets of particle mass concentrations or particle number count. However, there exist scientific challenges in analysing and interpreting the large data sets on motor vehicle emission factors, and no understanding is available of the application of different particle metrics as a basis for air quality regulation. To date a comprehensive inventory covering the broad size range of particles emitted by motor vehicles, and which includes particle number, does not exist anywhere in the world. This thesis covers research related to four important and interrelated aspects pertaining to particulate matter generated by motor vehicle fleets. These include the derivation of suitable particle emission factors for use in transport modelling and health impact assessments; quantification of motor vehicle particle emission inventories; investigation of the particle characteristic modality within particle size distributions as a potential for developing air quality regulation; and review and synthesis of current knowledge on ultrafine particles as it relates to motor vehicles; and the application of these aspects to the quantification, control and management of motor vehicle particle emissions. In order to quantify emissions in terms of a comprehensive inventory, which covers the full size range of particles emitted by motor vehicle fleets, it was necessary to derive a suitable set of particle emission factors for different vehicle and road type combinations for particle number, particle volume, PM1, PM2.5 and PM1 (mass concentration of particles with aerodynamic diameters < 1 µm, < 2.5 µm and < 10 µm respectively). The very large data set of emission factors analysed in this study were sourced from measurement studies conducted in developed countries, and hence the derived set of emission factors are suitable for preparing inventories in other urban regions of the developed world. These emission factors are particularly useful for regions with a lack of measurement data to derive emission factors, or where experimental data are available but are of insufficient scope. The comprehensive particle emissions inventory presented in this thesis is the first published inventory of tailpipe particle emissions prepared for a motor vehicle fleet, and included the quantification of particle emissions covering the full size range of particles emitted by vehicles, based on measurement data. The inventory quantified particle emissions measured in terms of particle number and different particle mass size fractions. It was developed for the urban South-East Queensland fleet in Australia, and included testing the particle emission implications of future scenarios for different passenger and freight travel demand. The thesis also presents evidence of the usefulness of examining modality within particle size distributions as a basis for developing air quality regulations; and finds evidence to support the relevance of introducing a new PM1 mass ambient air quality standard for the majority of environments worldwide. The study found that a combination of PM1 and PM10 standards are likely to be a more discerning and suitable set of ambient air quality standards for controlling particles emitted from combustion and mechanically-generated sources, such as motor vehicles, than the current mass standards of PM2.5 and PM10. The study also reviewed and synthesized existing knowledge on ultrafine particles, with a specific focus on those originating from motor vehicles. It found that motor vehicles are significant contributors to both air pollution and ultrafine particles in urban areas, and that a standardized measurement procedure is not currently available for ultrafine particles. The review found discrepancies exist between outcomes of instrumentation used to measure ultrafine particles; that few data is available on ultrafine particle chemistry and composition, long term monitoring; characterization of their spatial and temporal distribution in urban areas; and that no inventories for particle number are available for motor vehicle fleets. This knowledge is critical for epidemiological studies and exposure-response assessment. Conclusions from this review included the recommendation that ultrafine particles in populated urban areas be considered a likely target for future air quality regulation based on particle number, due to their potential impacts on the environment. The research in this PhD thesis successfully integrated the elements needed to quantify and manage motor vehicle fleet emissions, and its novelty relates to the combining of expertise from two distinctly separate disciplines - from aerosol science and transport modelling. The new knowledge and concepts developed in this PhD research provide never before available data and methods which can be used to develop comprehensive, size-resolved inventories of motor vehicle particle emissions, and air quality regulations to control particle emissions to protect the health and well-being of current and future generations.

This doctoral thesis talks about the importance of the analysis and evaluation of public policies. The case of Mexico is used to illustrate this importance of this stage during the policy making process. The first policy to be analyzed is the implementation of the bus rapid transit (BRT) network in Mexico City. This policy was introduced to reduce congestion, increase city transport efficiency and cut air polluting emissions. In June 2005, the first BRT line in the metropolitan area began service. I use the differences-in-differences technique to make the first quantitative assessment of the policy impact of a BRT system on air polluting emissions. Results show that BRT constitutes an effective environmental policy, reducing emissions of CO, NOX, and PM10. The second policy analyzed here was implemented during the administration of Mexican President Felipe Calderón, who took office in December 2006. From the outset, his government deployed an aggressive security policy to fight drug trafficking organizations, in what became known as the ‘Mexican Drug War’. In this article, I study the effects of the rise in the homicide rate and changes in the military budget on economic growth. Using dynamic panel data econometrics, I find that while the growth in the number of homicides had negative and significant effects on state GDP growth, state military expenditure aimed at fighting drug trafficking had a positive and significant effect on the per capita economic growth rate. The third policy that is evaluated here is from 2012. The Mexican government reformed its minimum wage territorial policy and reduced the previous three minimum wage areas to only two. The minimum wage in the area that disappeared was increased to be on a par with that fixed for the area with the highest minimum wage. The results from this natural experiment show that the increase of minimum wages in these territories resulted in a reduction in employment, above all among male workers employed in the formal labor market. Finally, public policy recommendations are made and future research lines are proposed as logical next steps given the results of the evaluations made throughout this thesis.

碩士
國立成功大學
環境工程研究所
82
Twenty seven PAH (Polycyclic aromatic hydrocarbon) samples in the ambient air of traffic-source associated with concen- tration, particle-bound PAH composition, phase distribution, time variation, and distance variation were investigated in this study. In addition, eighteen and twelve PAH samples in the ambient air of an urban site and a rural site, respectively , were determined and compared with those of traffic-source. The total-PAH concentrations (gas + particle phases) in the ambient air of traffic-source averaged approximately 5.8 and 8.3 times of magnitude higher than those mean value in the urban and rural atmosphere, repectively. The condensation pro- cess prevailed in the ambient air of traffic-source. Even though the TSP concentration near the traffic-source averaged only two times of magnitude higher than the mean value measured on urban or rural site, the particle-bound composition of nine potentially carcinogenic PAHs, BbF∼BghiP, in the ambient air of traffic-source averaged approximately 7.95 and 18.0 times of magnitude higher than those measured at the urban and rural site, respectively. It is a strongly potential factor that the high concentration of carcinogenic PAHs induced high rate of lung cancer near traffic sources in Taiwan. The results of both time-variation and distance- variation investigations showed that the traffic sources had a very significant impact on the urban air quality. The results of PAH analysis for five commercial vehicle-fuels show that diesel had the highest total-PAH concen- tration(7,341 mg/L) among them. The comparison of individual-PAH patterns in the vehicle fuels and in the ambient air of traffic- source showed that a significant fraction of PAHs were formed during the incomplete combustion with thermal synthesis process.

Masters Research - Master of Information Technology (Advanced) (MIT(Adv))
The WaveWatch display was developed through an iterative design process, with a number of prototypes being developed before the deployment and evaluation of the final design. Overall it was found that creating an Ambient Information System that utilises 3D graphics and an ocean wave metaphor was technically feasibility. However, building the display was a complicated and lengthy process taking around 200 man-hours. This process was complicated by a number of design challenges including the creation of an aesthetically pleasing scene, the time for each scene to render, the creation of a real-time dynamic looping ocean animation and the limitations of current video playback technology. Despite these technical difficulties it was possible to combine existing technologies to create the novel Ambient Information System known as WaveWatch. An instrumental case study was performed, where the WaveWatch display was deployed in a real life office environment for a period of two weeks. After this two-week evaluation period, participants who worked in the area were given the chance to complete a questionnaire related to the utility and perceived ease of use of the display. The key finding from this instrumental case study was that the majority of respondents found the novel wave metaphor for peripheral information visualisation to be a useful tool for generating interest in the underlying data source, where the metaphor itself was perceived to be both intuitive and easy to understand.

碩士
國立暨南國際大學
資訊管理學系
105
The issue of air pollution continues in Taiwan. Experts have pointed out that 70% of the sources of pollution come within the territory, but they cannot be accurately identified. Therefore, this study detected the exhaust emissions of vehicles, one of the major sources of pollution in Taiwan, to adopt a correlation analysis of traffic flow and PM2.5. It applied image processing technique to supervise real-time traffic flow, and it also detected the PM2.5 concentration on the road to understand the correlation between the two. The ungrouped overall data were of significant moderate correlation, and value R was 0.338, which showed that traffic flow had a certain impact on PM2.5. According to the PM2.5 Warning Concentration Grading Standard in the Daily Air Quality Index (DAQI) published by the Environmental Protection Administration, the third class interval was from 24 μg/m3 to 35 μg/m3. It would reach the warning standard once it was above the third class interval, which was therefore used as the standard to differentiate the concentration. After dividing the data into high concentration and low concentration, it was shown that the value R of the high concentration group was 0.433, which was higher than that of the ungrouped data, while the low concentration group did not show significant correlation. The possible reason to explain the non-correlation was that there had been heavy rain one or two days before data collection. The PM2.5 at that time was under 10 μg/m3.

Dissertação de mestrado integrado em Engenharia Civil
O número de mortes que acontecem nas estradas são um grande problema existente no seio da sociedade global. Com a alteração do paradigma da mobilidade, onde o conceito de mobilidade sustentável ganha ênfase, é dada uma maior relevância aos modos de transporte mais eficientes energética e ambientalmente como é o caso da circulação pedonal e ciclista. Neste contexto é essencial apostar na prevenção de possíveis acidentes resultantes dos conflitos entre estes utilizadores mais vulneráveis da rede viária, peões e ciclistas, e os automóveis. O trabalho desenvolvido nesta dissertação tem por objetivo estudar os parâmetros que influenciam o risco de acidentes com peões abordando uma metodologia de análise pouco comum nos estudos existentes neste âmbito, a simulação em ambiente virtual. Com recurso à apresentação de estímulos auditivos que simulam a circulação de veículos, estudou-se a influência do ruído proveniente do tráfego rodoviário na avaliação do risco e a forma como as varáveis que para ele contribuem (velocidade, tipo de pavimento e tipo de som, real ou virtual) conseguem influenciar a tomada de decisão dos peões numa situação de atravessamento de uma rodovia. Desta forma verificou-se que o nível de ruído do tráfego rodoviário apresenta grande importância na forma como os peões avaliam uma potencial situação de risco numa passagem para peões, sendo que quanto mais intenso for o ruído do tráfego mais conservadora é a opção tomada pelos peões na generalidade.
The number of deaths that happens in the roads is a serious problem within the global society. By the changing of the mobility paradigm, where the concept of sustainable mobility has gained emphasis, greater relevance to the more efficient transportation modes like the walking and cycling is given. In this context, it is essential to invest in the prevention of potential accidents resulting from conflicts between these most vulnerable roadway users, pedestrians and cyclists, and the others. The work in this thesis aims to study the parameters that influence the risk of pedestrian accidents by an uncommon method of analysis in what concerns the studies in this area, the simulation in virtual environment. By the presentation of auditory stimuli which simulate the road traffic, it was studied the influence of the traffic noise in the risk assessment task, as well how the variables that contribute to it (speed, pavement type and type of sound, real or virtual) can influence pedestrians’ decision making on a crossing situation. Through data analysis, it was found that the traffic noise level has a great importance in the mode which pedestrians assess a potentially hazardous situation on a pedestrian crossing. The more intense is the traffic noise, the more conservative is the option taken by pedestrians.

Dissertação de Mestrado Integrado em Engenharia Electrotécnica e de Computadores apresentada à Faculdade de Ciências e Tecnologia da Universidade de Coimbra.
A presente dissertação descreve um simulador que permite implementar e avaliar o desempenho de técnicas de gestão de tráfego. Para o referido simulador foram desenvolvidos/integrados diversos métodos de posicionamento, tais como, sistemas de navegação inercial, sistemas de navegação por satélite, odometria, fusão sensorial e fontes de informação auxiliar tais como medidores de distância laser e marcadores magnéticos. Uma vez que a comunicação entre veículos e entre veículos e infra-estruturas constitui um importante avanço na área dos sistemas de transportes inteligentes, este aspecto foi também contemplado no simulador de forma a proporcionar uma maior versatilidade e capacidade de expansão. Por forma a tornar o simulador o mais abrangente possível, foram incluídas duas das situações mais comuns usadas para regular intersecções, os cruzamentos e as rotundas. Foram ainda desenvolvidos métodos de gestão descentralizados para cada uma destas situações e os respectivos desempenhos foram avaliados através de diversos cenários simulados. Esta dissertação foi realizada no âmbito do projecto EVSIM09 – Modelos para a simulação de tráfego de veículos eléctricos com comunicações e capacidade de decisão dinâmica (Projecto PTDC/SEN-TRA/099413/2008, 2010-2012) financiado por Fundação para a Ciência e Tecnologia (FCT).
This work aimed to the realization of a simulator that allows the implementation of traffic management techniques and evaluates their performance. To achieve this purpose various methods of positioning are simulated, such as inertial navigation systems, satellite navigation systems, odometry, sensorial fusion and auxiliary sources of information such as laser range finders and magnetic markers. Since the communication V2V (vehicle-to-vehicle) and V2I (vehicle-to-infrastructure) are an important advancement in ITS (intelligent transport systems) area, this feature was also included in the simulator in order to provide a higher versatility and expandability. In order to make the simulator as comprehensive as possible, two of the most common methods used in the regulation of intersections, the crossings and roundabouts were included. Decentralized gestion methods are developed for each of these situations and their impact was evaluated through several simulated scenarios. This thesis was performed under the project EVSIM09 - Models for Traffic Simulation of Electric Vehicles with communications and dynamic decision capacity (Project PTDC/SEN-TRA/099413/2008, 2010-2012) funded by Fundação para a Ciência e Tecnologia (FCT).

碩士
國立成功大學
環境工程研究所
83
In order to evalute the differences of characteristic profiles of PAHs between industrial sources and traffic sources , similar sampling schemes were conducted at vehicle and motorcycle tunnels . The results show that the order of the concentrations of total PAHs is motorcycle tunnel (19870ng/m3) > industrial area(789ng/m3) > suburban area (775ng/m3) > town area (676ng/m3).The greater concentrations in the suburban area than those at the town area are due to the large values of NaP concentration in the suburban area.The fraction of particulate PAHs is motorcycle tunnel(54%) > Vehicle tunnel(31%) > town area(12%) > industrial area(10%) >suburban (8%). This is , More fraction is in particulate phase for PAHs emitted from traffic sources . The histograms of size distributions measured with MOUDI were converted tolog-normal distributions with the Twomey algorithm . The results show that the size distributions of individual PAHs are multi-modes: two modes for dp < 1 μ m and one to three modes for dp > 1 μ m. Most of the particulate PAHs at the motorcycle tunnel are with diameter less than 1μm and the percentages are greater than 90%. However , the results measured at other sites show significant different patterns sampling sites. The mass median aerodynamic diameters of each PAHs compounds are vehicle tunnel (1.61 ± 1.07μm) >industrial area (1.19± 0.41μm) > suburban area (0.75 ±0.45μm) > motorcycle tunnel(0.48 ± 0.33μm). Emission rates of total PAHs are 1.872mg/km for motorcycle. According to the ratio of concentrations for VOCs in motorcycle tunnel and vehicle tunnel, the emissions rates for vehicle are 1/10 to 1/100 times compared with motorcycle.

碩士
國立屏東技術學院
環境工程技術研究所
84
The research is to investigate the characteristics of PAHs in the traffic-intersection ambient air and its correlation with carbon content in the particles, by using PS-1 samplers, Micro- orifice Uniform Deposite Impactors (MOUDIs), and Noll Rotary Impactor (NRI) as sampling tools. Three sampling locations are chosen in this research: 1.5 and 17 meter heights at traffic- intersection sites and rural site (represented by sites A, B, and C). The results showed that the concentrations of total suspended particles at site A range from 402 to 795μg/m3. The average concentration is 517μg/m3 and 3.0 times of that at site B. And the concentration at site B is 2.1 times of that at site C. The average concentration of total PAHs at site A is 3,970ng/ m3, 3.4 times of that at site B and 8.8 times of that at site C. Therefore, the air quality is mainly affected by the traffic pollution. From the experiments it shows that the percentages of PAHs exist in the gaseous phase are 69.7%、80.9% and 74.6% at sites A, B, and C respectively. Most of the 2-4 cyclic PAHs over 80% exist in gas phase. The higher percentage of PAHs in particle phase at site A than others may result from the process of condensation. However, the transport of PAHs is primarily controlled by gas phase since they are gaseous mostly. At site A, the total carbon (TC) concentration ranges from 80.5 to 113μ g/m3. The average concentrations of total carbon, elemental carbon, and organic carbon are 95.5μg/m3, 39.8μg/m3 and 55.7μ g/m3 respectively. They are 2.7, 2.2, and 3.3 times of those at site B, and are 5.8, 4.3, and 7.8 times of those at site C. It shows the significant contribution of transportation vehicles to the carbon concentration in the atmosphere, and especially the organic carbon. If the concentrations divided by suspended particle concentrations, the differences of carbon per unit mass of particles among those three sites decrease compared with the differences among the original concentration. It shows that the inorganic fugitive dust is the major part of the suspended particles in the traffic ambient air. The size distribution of the suspended particles is bimodal and dominated by coarse part in the ambient air at the traffic-intersection. The mass median diameter (MMD) is 34.9μm. The size distribution of the total PAHs is bimodal also but dominated by fine part since the MMD is 0.396μm. The size distribution of PAHs varies in different season. Although the MMD of PAHs of low molecular weights in summer is higher than that in winter, the MMD of total PAHs in summer is lower. Since the carcinogenic and mutagenic properties of PAHs are different, the size distributions of twelve higher mutagenic PAHs (CYC, BaA, CHR, BbF, BkF, BeP, BaP, PER, IND, DBA, BbC, and BghiP) are studied. The results show that about 79.5% of the PAHs particles are less than 2.5μm. This may be one of the reasons of high lung cancer percentage in Taiwan. It is also found that the PAHs content in suspended particles is proportional to that of the elemental carbon in suspended particles, especially in the better mixed atmosphere. By using F test, the contents of DBA and CYC in particles is linear to the elemental carbon content at site A. However, the contents of Flu, Ant, Pyr, and BaA in particles are linear to that of the elemental carbon at site B. The results also show that the contents of PAHs of lower molecular weights are linear to that of elemental carbon at different sites. This phenomemon results in the PAHs adsorpted in particles transporting longer and further when the elemental carbon content is higher. The correlation of PAHs and organic carbon in particles is not significant at the traffic-intersection sites. This may result from the influence of other organic substance. But the content of PAHs in particles does increase as that of organic carbon increases, especially in the better mixed atmosphere.

Dissertação de mestrado integrado em Engenharia Civil
O trabalho desenvolvido ao longo deste projeto de investigação pretende avaliar o ruído ambiente na envolvente de três escolas do 1º ciclo do ensino básico da cidade de Braga. Na avaliação dos níveis de ruído adotou-se três metodologias: avaliação objetiva, avaliação subjetiva e modelação matemática do ruído ambiente. A avaliação objetiva baseou-se na caraterização do ruído ambiente através de medições com um sonómetro que mediu os níveis de pressão sonora no exterior, próximo das fachadas dos edifícios escolares, e no interior das salas de aula. As medições seguiram a norma NP ISO1996:2011, 1-2. Os resultados obtidos nas medições de ruído ambiente no exterior foram comparados com os valores limites de exposição do artigo 11º do Regulamento Geral do Ruído, aprovado pelo Decreto-Lei n.º 9/2007, de 17 de janeiro. A avaliação subjetiva baseou-se na elaboração de inquéritos a alunos do 3º e 4º ano de escolaridade, a professores e a auxiliares de ação educativa. Na modelação matemática do ruído ambiente utilizou-se o método recomendado pela Diretiva 2002/49/CE do Parlamento Europeu e do Conselho de 25 de junho de 2002 relativa à avaliação e gestão do ruído ambiente. Esta diretiva recomenda que para o cálculo do ruído de tráfego rodoviário deve ser utilizado o método provisório de cálculo, NMPB 96. Os resultados das medições de ruído ambiente revelaram que as fachadas mais expostas estão sujeitas a valores superiores ao valor limite imposto pela legislação para zonas sensíveis, 55 dB(A). Os resultados das medições no interior das salas de aula, com os alunos, foram superiores aos valores medidos no exterior. Na análise da avaliação percetual, constatou-se que o ruído gerado no interior da sala de aula é o mais percetível. Também se verificou a perceção ao ruído proveniente do exterior da escola. O modelo utilizado na modelação matemática do ruído ambiente encontra-se ajustado e apto a receber as contagens médias reais de tráfego rodoviário para a elaboração dos mapas de ruído na envolvente das escolas. Conclui-se que o ruído ambiente na envolvente das escolas atinge valores superiores ao valor limite imposto pela legislação e que os níveis de ruído medidos no interior devem-se ao ruído gerado na sala de aula e nas salas adjacentes.
The work developed during this research project assesses the environmental noise around three primary schools in the city of Braga. In the assessment of noise levels was adopted three methodologies: objective evaluation, subjective evaluation and mathematical environmental noise modeling. The objective evaluation based on the characterization of environmental noise through measurements with a sound level meter that measured the sound pressure levels outside, near the building facades and inside the classrooms. The measurements followed the NP ISO 1996:2011, 1-2, the results obtained in measurement of environmental noise abroad were compared with the exposure limits of article 11º of the General Regulation of Noise, approved by Decree-Law no. 9/2007 of 17 January. Subjective evaluation was based on inquests to students who attend the third and fourth grade, to teachers and educational auxiliary’s action. In mathematical modeling of environmental noise, it was used the method recommended by Directive 2002/49/CE of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise. This policy recommends that for the calculation of road traffic noise should be used the provisional method of calculating, NMPB 96. Measurement results of environmental noise show that the most exposed facades of schools are subject to values higher than the value imposed by law for sensitive areas, 55 dB(A). The results of measurements inside the classrooms, with the students, were higher to values measured on the facades. In the analysis of subjective evaluation, it was found that the noise generated inside the classroom is more noticeable. It was found also the perception to outside noise of school. The model used in the mathematical modeling of environmental noise is adjusted and ready to receive average counts of traffic road to obtain noise maps around schools. Concluding, the environmental noise around schools reaches values higher to value imposed by the law and that the noise levels measured inside owe the noise generated in classrooms.

碩士
東海大學
環境科學系
86
Dry deposition plates, PS-1, MOUDI (micro orifice uniform deposit impacotr)and NRI (Noll rotary impactor) sampler were used to measure dry deposition fluxes, ambient particle concentrations during day and night periods at a traffic sampling site in Taichung. Dry deposition plates, PS-1, MOUDI and Universal sampler were used to collect dry deposition fluxes and ambientparticle concentrations during day and night periods at a rural samplingsite in Taichung. Generally, dry deposition flux and particle concentrationare larger during the day period at both the traffic and the rural samplingsite. Furthermore, the particle size distribution shifts to large particle mode at higher wind speed for the traffic sampling site. The correlationcoefficient (R2) among dry deposition flux, particle concentration and windspeed in the night period are better than the day period. The reasons arethat there are more influence factors in the day period, thus, reducing theinfluence caused by wind speed. NRI, MOUDI and Universal sampler were used in predicting dry depositionin this study. The results of models show that the majority of the flux isdue to particles greater than 10 um in size. The results obtained by comparison of simultaneous measurements of PM2.5, PM2.5-10, coarse particles (> 10 um) and dry deposition fluxes suggest that the combination of NRI withUniversal sampler can be applied to predict dry deposition more accurately

Dissertação de Mestrado Integrado em Engenharia Civil apresentada à Faculdade de Ciências e Tecnologia
O ambiente suburbano, associado a Estradas Nacionais classificadas, releva-se particularmentecomplexo, já que frequentemente, o sistema viário, tem de responder simultaneamente afunções de circulação e de acesso, assim como o desenvolvimento económico local impõe umaresposta cumulativa às necessidades de vivência e funções urbanas.As interseções são representativas de pontos críticos em qualquer rede viária. Estas constituemsecomo espaços onde se formam as filas de espera e se concentram demoras, enquanto seconfiguram como zonas potenciais de acumulação de conflitos e acidentes. O seu nível dedesempenho depende, de forma significativa, entre outros fatores, dos níveis de procura detráfego, do ambiente rodoviário envolvente, do volume e da tipologia dos utilizadores queacomoda.O presente trabalho de investigação centrou-se na definição de uma metodologia de apoio àseleção do modo de regulação mais adequado à interseção da Localidade de Santa Luzia com aEstrada Nacional 1, segundo duas fases fundamentais.A primeira fase de trabalho consistiu na definição de critérios de apoio à seleção da tipologiamais adequada, tendo por base o estado da arte a nível Nacional e, em particular, as disposiçõestécnicas normativas e legislativas Nacionais. A segunda fase centrou-se na avaliação desoluções alternativas de regulação semafórica, recorrendo a soluções de baixo custo e apropostas de reformulações físicas que envolvem uma solução mais ambiciosa.Em termos conclusivos, esta dissertação apresenta as opções assumidas e descreve as diferentessoluções alternativas avaliadas, procurando definir soluções que resultassem em melhorias doseu desempenho global, seja em termos de fluidez seja de segurança assumindo a situação atualcomo referência: (i) alteração da regulação semafórica; (ii) reestruturação física dos trechos queenglobam a zona urbana. A segunda opção mostrou ser a que apresentou melhor desempenhoquer em termos de indicadores de desempenho representativos da segurança quer da fluidez ecapacidade.
The suburban environment, associated with classified national roads, is particularly complex,because the road system often must respond simultaneously to traffic and access functions, aslocal economic development imposes a cumulative response to living needs. and urbanfunctions.Intersections are representative of critical points in any road network. These constitute spaceswhere queues are formed and delays are concentrated, while they are configured as potentialzones for the accumulation of conflicts and accidents. Its level of performance significantlydepends, among other factors, on traffic demand levels, the surrounding road environment, thevolume and the typology of users it accommodates.The present research work focused on the definition of a methodology to support the selectionof the most appropriate mode of regulation to the intersection of Santa Luzia and NacionalRoute 1, according to two fundamental phases.The first phase of work consisted of defining criteria to support the selection of the mostappropriate typology, based on the state of the art at the national level and the nationalregulatory and legislative technical provisions. The second phase focused on the evaluation ofalternative semaphore regulation solutions, using low cost solutions and proposals for physicalreformulations that involve a more ambitious solution.In conclusion, this dissertation presents the options assumed and describes the differentalternative solutions evaluated, seeking to define solutions that result in improvements in theiroverall performance, both in terms of fluidity and safety, taking the current situation as areference: semaphore regulation; (ii) physical restructuring of the stretches that encompass theurban area. The second option proved to be the best performer in terms of both safety and flowperformance indicators.

Submitted in partial fulfilment of the requirements for the Degree of Master of Technology: Chemical Engineering, Durban Institute of Technology, 2003.
Motor vehicles are considered a major source of air pollution in urban environments. Nitrogen dioxide (N02) and nitric oxide (NO) which are collectively referred to as oxides of nitrogen (NOx) are formed at high temperatures during combustion processes in the engines of motor vehicles and are emitted via the exhaust into the atmosphere. Nitrogen dioxide is regarded as an irritant of the respiratory system.
M

A complexidade, mutabilidade e incerteza intrínsecas à atividade policial, e por extensão às operações de fiscalização de trânsito, impossibilitam o decisor policial de estimar com precisão todos os fluxos de ação. Para suplantar esta situação adversa o decisor, não raras vezes, recorre a um conjunto de estratégias cognitivas que facilitam o processo de tomada de decisão. O presente trabalho insere-se na linha de investigação “Tomada de decisão na Atividade Policial”, em desenvolvimento no Laboratório de Grandes Eventos do Centro de Investigação do Instituto Superior de Ciências Policiais e Segurança Interna, e tem como desígnio compreender como os polícias, a desempenhar funções operacionais na Divisão de Trânsito do Comando Metropolitano de Lisboa da Polícia de Segurança Pública, tomam as decisões de ordem de paragem em contexto naturalístico, mais concretamente durante as operações de fiscalização de trânsito. Foi realizado um estudo qualitativo em ambiente naturalístico, tendo sido acompanhados 19 polícias, do género masculino com sete ou mais anos de experiência, em oito operações de fiscalização de trânsito. A recolha de dados ocorreu por intermédio da técnica pensar em voz alta estimulada retrospetivamente e de entrevista. Os dados foram sujeitos a uma análise de conteúdo. Os resultados proporcionaram, num primeiro estudo, compreender e caracterizar o processo de tomada de decisão e demonstram quais os indícios que os polícias sinalizam e empregam para firmar a ordem de paragem de um veículo. Num segundo estudo procurou-se analisar a validade dos indícios utilizados pelos polícias durante o processo de decisão, recorrendo à técnica da deteção de sinal. Num terceiro estudo, os resultados foram comparados com os de Alves (2019).
The complexity, mutability and uncertainty intrinsic to police activity, and by extension to traffic surveillance operations, make it impossible for the police decision maker to accurately estimate all action flows. To overcome this adverse situation, the decision-maker often uses a set of cognitive strategies that facilitate the decision-making process. The present work is part of the research line “Decision-making in the Police Activity”, under development in the Laboratory of Major Events of the Research Center of the Higher Institute of Police Sciences and Internal Security, and its purpose is to understand how police officers, perform operational functions in the Transit Division of the Lisbon Metropolitan Command of the Public Security Police, make stopping decisions in a naturalistic context, more specifically during traffic surveillance operations. A qualitative study was carried out in a naturalistic environment, with 19 male police officers with seven or more years of experience, accompanied in eight traffic surveillance operations. Data collection occurred through the technique of thinking aloud stimulated retrospectively and through interviews. The data were subjected to a content analysis. The results provided, in a first study, to understand and characterize the decision-making process and demonstrate what evidence the police signal and use to sign the order to stop a vehicle. In a second study, we sought to analyze the validity of the evidence used by police officers during the decision-making process, using the signal detection technique. In a third study, the results were compared with those of Alves (2019).

With 7 million people dying and $3 billion loss to the global economy each year, air pollution is among the most dangerous threats to human life, to the economy and to the environment. Research has shown that traffic is among the biggest sources of air pollution and that city dwellers are the most affected group. To deal with the problem, governments have started to resort to the use of technologies as Internet of Things (IoT), given their potential to lead to outstanding results. However, research on the use of IoT to address air pollution is scarce. This dissertation aims at studying the status quo of IoT, how it is being implemented to tackle air quality issues in cities and the business opportunity coming from its deployment. Based on ten semi-structured interviews with experts in the fields of IoT, air quality, traffic management and smart cities and a review of the literature available on these fields, this work provides an analysis of a road pricing scheme powered by IoT-sensors, able to considerably reduce key air pollutants. To study its economic impact and prove its effects on key stakeholders, a cost-benefit analysis has been performed. The analysis showed the profitability of the project on the mid-term and positive effects on the society as a whole. On this basis, the research provides governments with the guidelines for a profitable and effective policy implementation harnessing IoT potential to target bad air quality.
Com 7 milhões de fatalidades e $3 bilhões de perdas na economia mundial cada ano, a poluição atmosférica está entre as maiores ameaças para a vida humana, economia e o meio ambiente. A literatura tem mostrado que o tráfego está entre as maiores fontes de poluição atmosférica, e que a população residente em centros urbanos está entre os grupos mais afetados. Para enfrentar o problema os governos começaram a recorrer ao uso de tecnologias como Internet of Things (IoT), dado o seu potencial para obter resultados excecionais. Contudo, a investigação para o uso da IoT em relação à poluição atmosférica é escassa. Este estudo pretende refletir sobre o status quo da IoT, como esta tecnologia está a ser implementada para lidar com problemas relacionados com a poluição atmosférica nas cidades, e as oportunidades de negócio provenientes do seu desenvolvimento. Baseado em dez entrevistas semiestruturadas com expertos nas áreas de IoT, qualidade do ar, gestão de tráfego, “Smart cities”, e uma revisão da literatura existente nestas áreas, este trabalho fornece uma análise de um esquema de tarifação rodoviária, proporcionado por sensores-IoT, que permitem uma redução considerável de poluentes atmosféricos em cidades. Para estudar o seu impacto económico e provar o seu impacto nas partes interessadas, foi realizada uma análise custo-benefício. Esta análise mostrou a rentabilidade do projeto a médio-prazo e os seus efeitos positivos na sociedade. A investigação oferece aos governos diretrizes para implementação de políticas rentáveis e eficazes, aproveitando o potencial de IoT para mitigar a má qualidade do ar.

碩士
弘光科技大學
環境工程研究所
105
This study measured particulate, metallic elements and water-soluble ionic concentrations in ambient air by using PS-1, VAP, MOUDI and Wilbur PM2.5 sampler at SES, QES and H.P.B. sampling sites. In addition, the sources of pollutants were founded by method of back trajectory analysis. Moreover, Spearman method was used to test the average differences for atmospheric meteorological conditions and pollutants concentrations. And ANOVA analysis was also used to test the average differences for pollutants concentrations among the monthly differences and different sampling sites. Finally, the carcinogenic and non-carcinogenic risk values were calculated for human health at SES, QES and H.P.B. sampling sites. The results indicated that SES has the highest TSP pollutants concentrations, and QES has the highest PM2.5 pollutants concentrations. The pathways of pollutants were similar at those three sampling sites. In addition, Spearman statistical method displayed atmospheric meteorological conditions and pollutants concentrations almost had no significant relationship. Moreover, ANOVA analysis displayed that the three sampling sites almost had no significant differences for pollutants concentrations. Furthermore, the carcinogenic risks via inhalation exposure displayed above the acceptable values at three sampling sites. However, the non-carcinogenic risks via inhalation exposure displayed all the metallic elements were harmful free to human health at those three sampling sites. Finally, daily average PM2.5 particulate matter concentrations for three sampling sites were not exceeded the current Taiwan EPA standard. To sum up, it still remains rooms for improvements for the PM2.5 particulate matter concentrations for this area in Taiwan.

碩士
臺灣大學
職業醫學與工業衛生研究所
98
Gasoline and diesel are petroleum-derived liquid mixture as fuel in motor vehicle engines. In Taiwan, manganese concentration was detectable in gasoline and diesel, which may exhaust to air. This study was conducted to investigate the relationship between the concentration of manganese in cord blood and the density of petrol stations, a surrogate for manganese emissions from traffic gasoline consumption. In total, 1,526 consecutive births of full-term newborns without major congenital malformation were recruited from different levels of medical unit from May 2004 to July 2005. Questionnaires on demographic characteristics, medical history, and living environment, among other factors, were completed by newborns’ mothers after delivery. Cord blood samples were collected at birth and analyzed by inductively coupled plasma mass spectrometry. Petrol station density (PSD) within a 10-km buffer zone around each newborn’s residence, which was used as a surrogate for exposure to traffic-related manganese emissions, was calculated for 1,343 newborns using the Arc9 Geographic Information System. The geometric means of cord blood manganese and lead concentrations were 47.0 μg/L (GSD=1.4) and 12.6 μg/L (GSD=1.8), respectively. After adjusting for confounding factors, such as maternal education, gestational age, etc., the results of a multiple linear regression model indicated that cord blood manganese concentration was associated with petrol station density (p&lt;0.0001). However, no such association was found for cord blood lead. This finding suggests that exposure to traffic-related air pollution might have led to fetal exposure to elevated manganese levels. Further research is warranted to explore the relationship of traffic-related manganese exposure with potential adverse health effects in fetal development.

Ultrafine particles (UFP) are defined as particulate matter with a diameter smaller than 0.1 μm. Because of their reduced size and consequently very low mass, they are usually expressed in particle number concentration (PNC), in particles per cubic centimetre (pt.cm-3). There have been growing evidences that long-term exposure to UFP may induce or aggravate pulmonary and cardio-respiratory health conditions and are linked to increased hospitalization and mortality rates. More recently, they have also been linked to neurological diseases and to children cognitive development issues. Airports, road traffic and maritime transport have been identified as significant sources of ultrafine particulate matter. There is lack of information regarding PNC in the vicinity of airports. In the case of Lisbon Airport (LA), located within the city and surrounded by housing areas, offices, schools, hospitals and sport and recreational complexes, knowing their levels assumes vital relevance. In-land passenger ferries are also a source of UFP, far less addressed. A significant fraction of a person's total daily exposure to fine and ultrafine particles occurs during home-work commuting periods. Therefore, microenvironments influenced by different transport modes are particularly relevant. Thus, to associate their contribution with to UFP concentrations is important and allows the estimation of their contribution to air quality degradation within the city and the degree of population exposure. This work aims to assess the effect on UFP concentrations from road, air and river traffic modes, in Lisbon. UFP monitoring campaigns were carried out between July 2017 and December 2018, for a 36 nonconsecutive days period, complying approximately 160 hours of suitable measurements. Concerning road traffic, three sites were chosen with different traffic patterns, vehicle circulation, legal restrictions and different flow intensity of pedestrians close-by. Regarding air traffic, the monitoring network was designed to include several sampling sites in the vicinity of LA and a set of sites further away, under the landing and take-off path. Finally, to assess the in-land ferries-related UFP levels, the sampling sites were chosen in order to maximize measurements under downwind conditions and allow the association between ferry operations and PNC response. Based on the information collected, the obtained levels were analysed and several statistical analysis were performed, particularly searching for correlations between UFP concentrations and the three different traffic activity modes. Concerning road traffic, in Av. da Liberdade, results show high peak values of 1-minute PNC mean (up to 75 x 103 pt.cm-3). This avenue (downtown, in the most striker Low Emission Zone (LEZ1)) presents the higher PNC levels and dispersion (18.2 ± 13.2 x 103 pt.cm-3) followed by a highspeed road (2nd Circular, 15.0 ± 12.2 x 103 pt.cm-3). The lowest values were found at an interception close to LEZ2 boundary (Entrecampos, 10.3 ± 5.1 x 103 pt.cm-3). Moreover, the results of analysis of variance (ANOVA) show that PNC levels are statistically different among the sampled locations. Results suggest that PNC are strongly dependent on the type and age of vehicles: light-duty vehicles, taxis and buses. PNC peak values were mainly associated with vehicles prior to the Euro 3/III Standard. Finally, results show a strong positive correlation, statistically significant, between hourly mean values of PNC and PM10 (r = 0.76, p < 0.01) and a moderate positive correlation between PNC and nitrogen oxides (r coefficients of 0.55, 0.51 and 0.59, with all p-values lower than 0.01, for NO, NO2: and NOx, respectively). Regarding air traffic, results show the occurrence of high UFP concentrations in LA vicinity. Considering 10-minutes means, the particle counting increases by 18 to 26-fold at downwind locations near the airport, and by 4-fold at locations up to 1 km distance to LA. Results show that particle number increases with the number of flights and decreases with the distance to LA. Finally, concerning ferries, data show that UFP emitted contributes to PNC increase in the surrounding area. Results show an increase in PNC, ranging from 25 to 197% during the third minute before an arrival or departure of a ship, with moderate to positive correlations, statistically significant, between PNC values and the number of ferry operations (r = 0.79 to r = 0.94). Moreover, negative correlations (r = -0.85 to r = -0.93) between PNC and wind intensity were also found. This work, based on Lisbon study-case, show that people working, living or spending a considerable amount of time close to intense traffic roads, nearby the airport or close to ferries’ stations or downwind to their cruising path are exposed to high UFP concentrations with a magnitude which may lead to considerable health risks.