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BACKGROUND: This article describes a new procedure to estimate the mean and variance of greenhouse gases (GHG) emission factors based on different, possibly conflicting, estimates for these emission factors. The procedure uses common information such as mean and standard deviation usually reported in IPCC (Intergovernmental Panel on Climate Change) database and other references in the literature that estimate emission factors. Essentially, it is a procedure in the class of meta-analysis, based on the computation of [Formula: see text], a new estimator for the variance of the emission factor. RESULTS: We discuss the quality of this estimator in terms of its probability distribution and show that it is unbiased. The resulting confidence interval for the mean emission factor is tighter than those that would have resulted from using other estimators such as pooled variance and thus, the new procedure improves the accuracy in estimating GHG emissions. The application of the procedure is illustrated in a case study involving the estimation of methane emissions from rice cultivation. CONCLUSIONS: The estimation of emission factors using [Formula: see text] was demonstrated to be more accurate because it is not biased and more precise than alternative methods.

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The Metropolitan Area of São Paulo (MASP) is among the largest urban areas in the Southern Hemisphere. Vehicular emissions are of great concern in metropolitan areas and MASP is unique due to the use of biofuels on a large scale (sugarcane ethanol and biodiesel). In this work, tunnel measurements were employed to assess vehicle emissions and to calculate emission factors (EFs) for heavy-duty and light-duty vehicles (HDVs and LDVs). The EFs were determined for particulate matter (PM) and its chemical compounds. The EFs obtained for 2018 were compared with previous tunnel experiments performed in the same area. An overall trend of reduction of fine and coarse PM, organic carbon (OC), and elemental carbon (EC) EFs for both LDVs and HDVs was observed if compared to those observed in past years, suggesting the effectiveness of vehicular emissions control policies implemented in Brazil. A predominance of Fe, Cu, Al, and Ba emissions was observed for the LDV fleet in the fine fraction. Cu presented higher emissions than two decades ago, which was associated with the increased use of ethanol fuel in the region. For HDVs, Zn and Pb were mostly emitted in the fine mode and were linked with lubricating oil emissions from diesel vehicles. A predominance in the emission of three- and four-ring polycyclic aromatic hydrocarbons (PAHs) for HDVs and five-ring PAHs for LDVs agreed with what was observed in previous studies. The use of biofuels may explain the lower PAH emissions for LDVs (including carcinogenic benzo[a]pyrene) compared to those observed in other countries. The tendency observed was that LDVs emitted higher amounts of carcinogenic species. The use of these real EFs in air quality modeling resulted in more accurate simulations of PM concentrations, showing the importance of updating data with real-world measurements.

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In the semiarid coast of northeast Brazil, climate change and changes in land use in drainage basins affect river hydrodynamics and hydrochemistry, modifying the estuarine environment and its biogeochemistry and increasing the mobilization of mercury (Hg). This is particularly relevant to the largest semiarid-encroached basin of the region, the Jaguaribe River. Major Hg sources to the Jaguaribe estuary are solid waste disposal, sewage and shrimp farming, the latter emitting effluents directly into the estuary. Total annual emission reaches 300 kg. In that estuary, the distribution of Hg in sediment and suspended particulate matter decreases seaward, whereas dissolved Hg concentrations increase sharply seaward, suggesting higher mobilization at the marine-influenced, mangrove-dominated portion of the estuary, mostly in the dry season. Concentrations of Hg in rooted macrophytes respond to Hg concentrations in sediment, being higher in the fluvial endmember of the estuary, whereas in floating aquatic macrophytes, Hg concentrations followed dissolved Hg concentrations in water and were also higher in the dry season. Animals (fish and crustaceans) also showed higher concentrations and bioaccumulation in the marine-influenced portion of the estuary. The variability of Hg concentrations in plants and sediments agrees with continental sources of Hg. However, Hg fractionation in water and contents in the animals respond to higher Hg availability in the marine-dominated end of the estuary. The results suggest that the impact of anthropogenic sources on Hg bioavailability is modulated by regional and global environmental changes and results from a conjunction of biological, ecological and hydrological characteristics. Finally, increasing aridity due to global warming, observed in northeast Brazil, as well as in other semiarid littorals worldwide, in addition to increased water overuse, augment Hg bioavailability and environmental risk and exposure of the local biota and the tradition of human populations exploiting the estuary's biological resources.

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Black carbon (BC) inventories for cities are scarce, especially in developing countries, despite their importance to tackle climate change and local air pollution. Here, we draw on results from a case study in a Brazilian city to discuss the challenges of compiling a BC inventory for different activity sectors. We included traditionally inventoried sectors, such as industries and on-road transportation, other less reported sectors (food establishments and aviation), and open burning of household solid waste (HSW), typically found in developing countries. We present a machine-learning technique (Random Forest) as a novel approach to obtain HSW burning activity using a set of spatial predictors. The BC inventory was based on PM2.5 emissions weighted by the fraction of PM2.5 emitted as BC and developed for the year 2018. We also reported the disaggregated spatial PM2.5 emissions for the same combustion sources, and documented the databases used for activity data and emission factors (EF). The total estimated BC and PM2.5 emissions amounted to 57.88 and 234.75 tons, respectively, with on-road vehicle exhaust emissions and industrial combustion as the main BC sources (63 and 22%, respectively). For PM2.5 emissions, on-road transportation (exhaust and non-exhaust) contributed 48%, followed by industrial combustion (21%) and food establishments (20%). Population density, number of vacant lots, and property tax values were identified as the most important features to predict the HSW fire activity. A comparison with other inventories revealed that the BC emission profile of Londrina is similar to the profile reported for Greater Mexico City, another Latin American city. Thus, the methodology used in this study could be extended to other cities with similar local BC sources. Finally, we highlight that the lack of local activity data, representative EF, and even methodology may undermine the development of reliable BC inventories, and intensive research should be conducted to characterize the emission sources.

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Human remains and corpses' cremation is an increasing practice worldwide alternative to burials, which have increased their cost and reduced spaces in cemeteries. Alike to other combustion processes, cremation produces pollutant emissions that contribute to worsen air quality in modern cities. A 6-month sampling campaign was performed in order to characterize emissions from corpse cremation in three different crematorium ovens and develop emission factors which were used to determine the population exposure to those pollutants during cremation activities applying a dispersion model. The main difference among crematoria was the inclusion or non-inclusion of controlled air supply devices. Using isokinetic samplings in the chimneys crematoria, emissions were measured and characterized with different chemical analyses. No significant differences were found in arsenic and metal concentrations among different crematories, although carbon monoxide, particles, elemental carbon, organic carbon, and polycyclic aromatic hydrocarbon concentrations in facilities without controlled air supply were up to seven times higher than those with controlled air supply. Nevertheless, these pollutants exceeded standards in all crematoria. Except for elemental and organic carbon concentration that correlated with corpse weight, other recorded cadaver characteristics bear no relation with pollutant emissions. Emission factors among different ovens did not present significant differences; then, they were used for dispersion modeling of particles and mercury emissions over Mexico City when 35 crematoria operate simultaneously through an hour showing that PM2.5 and Hg increase 0.01-1 µg m-3 and 0.01-0.1 ng m-3, respectively, in that scenario.

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The burning of biomass in pizza ovens can be an important source of air pollution. Fine particulate matter represents one of the most aggressive pollutants to human health, besides the potential to interfere with global radiative balance. A study in real-world condition was performed in three pizzerias in São Paulo city. Two of the pizzerias used eucalyptus timber logs and one used wooden briquettes. The results from the three pizzerias revealed high average concentrations of PM2.5: 6171.2 µg/m3 at the exit of the chimney and 68.2 µg/m3 in indoor areas. The burning of briquette revealed lower concentrations of PM2.5. BC represented approximately 20% and 30% of the PM2.5 mass concentration in indoor and at chimney exhaust, respectively. Among the trace elements, potassium, chlorine and sulphur were the most prevalent in terms of concentration. Scanning electron microscopy (SEM) analysis revealed particles with an individual and spherical morphology, i.e. the conglomeration of spherical particles, flattened particles in the formation of fibres, the overlapping of layers and the clustering of particles with sponge-like qualities. The average emission factors for PM2.5 and BC due to the burning of logs were 0.38 g/kg and 0.23 g/kg, respectively. The total emissions of PM2.5 and BC were 116.73 t/year and 70.65 t/year, respectively, in the burning of timber logs.

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Polycyclic aromatic hydrocarbons, PM2.5 and micrometer-sized particles are mainly emitted by residential wood combustion, affecting air pollution in the cities of Chile. Eucalyptus globulus (EG) at 0% and 25% wood moisture was burning using a new controlled combustion chamber for emissions (3CE) to determine the emission factors of PM2.5, micrometer-sized particle numbers (0.265µm to 34.00µm) and 16 EPA-PAHs plus retene adsorbed on PM2.5 quartz filters. A method using accelerated solvent extraction, concentration, clean-up and GC-MS is proposed for determining emission factors for 16 EPA-PAHs for the concentration from biomass combustion. Chromatographic conditions and analytical steps were optimized in terms of linearity, selectivity, limits of detection and quantification, precision and accuracy. The recovery obtained from urban dust SRM 1649A (NIST reference material) analyses was between 63% (benzo[b]fluoranthene) and 102% (benzo[k]fluoranthene). In this investigation, it was shown that increasing the wood moisture in combustion tests decreased combustion efficiency (93% to 49%) and increased the emission factors of total PAHs (5215.47ngg-1 to 7644.48ngg-1), the gravimetric PM2.5 (2.01g kg-1 to 22.90gkg-1) and the total number of measured micrometer-sized particles (3.15×1012 particles kg-1 to 1.33×1013 particles kg-1) due to incomplete combustion. The PM2.5 emission rates (ERs) were estimated using EG at 0% WM (2.39g-1 to 3.15gh-1) and 25% WM (27.32gh-1 to 35.77gh-1) for three regions of Chile. In almost all regions, the Chilean emission regulations were exceeded for PM2.5 from wood combustion in the heater (stove with thermal power ≤8kW and emission limit of 2.5gh-1). Finally, when using wet wood for residential combustion, the amount of PAHs on the PM2.5 increased, presenting a potential hazard to population health. Therefore, improvements are necessary in the current regulation of PM emissions.

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According to Act No. 17283 of November 28th, 2000, air quality protection is a general concern in Uruguay. Road transport is the main emitter of nitrogen oxides (NOx), as the National Inventory of Air Emissions 2006 stated. Actually, it is responsible for the emissions of 59.8% of NOx and 28% of carbon monoxide (CO). The number of households owning a car in Uruguay increased from 29% in 2005 to 39% in 2013, enhancing the importance of characterizing the vehicular emissions of the national fleet. In this paper, a first approach for this characterization is presented. It was carried out on a sample of 11 light vehicles currently in use in Montevideo city, Uruguay. On-road emissions measurements of nitrogen monoxide (NO), carbon monoxide (CO) and carbon dioxide (CO2) were carried out for calculating the emission factors. The fitness of the set of calculated emission factors values to different probability distributions was tested. When possible, the 95% confidence intervals were obtained for the mean emission factors (CO: 2.0g/km±0.3g/km; NO: 0.05g/km±0.01g/km). This procedure was useful to obtaining accurate confidence intervals from a relatively small sample size. Finally, the link between atmospheric emissions and some other parameters of the tested vehicles was studied using a multivariate statistical tool, highlighting the strong increase in carbon monoxide emissions observed for low vehicles speeds and fuel efficiencies.

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Open-air burning of agricultural wastes from crops like corn, rice, sorghum, sugar cane, and wheat is common practice in Mexico, which in spite limiting regulations, is the method to eliminate such wastes, to clear the land for further harvesting, to control grasses, weeds, insects, and pests, and to facilitate nutrient absorption. However, this practice generates air pollution and contributes to the greenhouse effect. Burning of straws derived from the said crops was emulated in a controlled combustion chamber, hence determining emission factors for particles, black carbon, carbon dioxide, carbon monoxide, and nitric oxide throughout the process, which comprised three apparent stages: pre-ignition, flaming, and smoldering. In all cases, maximum particle concentrations were observed during the flaming stage, although the maximum final contributions to the particle emission factors corresponded to the smoldering stage. The comparison between particle size distributions (from laser spectrometer) and black carbon (from an aethalometer) confirmed that finest particles were emitted mainly during the flaming stage. Carbon dioxide emissions were also highest during the flaming stage whereas those of carbon monoxide were highest during the smoldering stage. Comparing the emission factors for each straw type with their chemical analyses (elemental, proximate, and biochemical), some correlations were found between lignin content and particle emissions and either particle emissions or duration of the pre-ignition stage. High ash or lignin containing-straw slowed down the pre-ignition and flaming stages, thus favoring CO oxidation to CO2.

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This study quantified the effects of traffic restrictions on diesel fuel heavy vehicles (HVs) on the air quality of the Bandeirantes corridor using hourly data obtained by continuous monitoring of traffic and air quality at sites located on this avenue. The study addressed the air quality of a city impacted by vehicular emissions and that PM10 and NOX concentrations are mainly due to diesel burning. Data collection was split into two time periods, a period of no traffic constraint on HVs (Nov 2008 and 2009) and a period of constraint (Nov 2010, 2011 and 2012). We found that pollutants on this corridor, mainly PM10 and NOX, decreased significantly during the period from 2008 to 2012 (28 and 43%, 15.8 and 86.9 ppb) as a direct consequence of HV traffic restrictions (a 72% reduction). Rebound effects in the form of increased traffic of light vehicles (LVs) during this time had impacts on the concentration levels, explaining the differences between rates of reduction in HV traffic and pollutants. Reductions in the number of trucks resulted in longer travel times and increased traffic congestion as a consequence of the modal shift towards LVs. We found that a 51% decrease in PM10 (28.8 µg m-3) was due to a reduction in HV traffic (vehicle emissions were estimated to be 71% of total sources, 40.1 µg m-3). This percentage was partially offset by 10% more PM10 emissions related to an increase in LV traffic, while other causes, such as climatic conditions, contributed to a 13% increase in PM10 concentrations. The relationships analyzed in this research served to highlight the need to apply urban transport policies aimed at decreasing pollutant concentrations in São Paulo, especially in heavily congested urban corridors on working days.

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Strategies to mitigate climate change by reducing deforestation and forest degradation (e.g. REDD+) require country- or region-specific information on temporal changes in forest carbon (C) pools to develop accurate emission factors. The soil C pool is one of the most important C reservoirs, but is rarely included in national forest reference emission levels due to a lack of data. Here, we present the soil organic C (SOC) dynamics along 20 years of forest-to-pasture conversion in two subregions with different management practices during pasture establishment in the Colombian Amazon: high-grazing intensity (HG) and low-grazing intensity (LG) subregions. We determined the pattern of SOC change resulting from the conversion from forest (C3 plants) to pasture (C4 plants) by analysing total SOC stocks and the natural abundance of the stable isotopes (13) C along two 20-year chronosequences identified in each subregion. We also analysed soil N stocks and the natural abundance of (15) N during pasture establishment. In general, total SOC stocks at 30 cm depth in the forest were similar for both subregions, with an average of 47.1 ± 1.8 Mg C ha(-1) in HG and 48.7 ± 3.1 Mg C ha(-1) in LG. However, 20 years after forest-to-pasture conversion SOC in HG decreased by 20%, whereas in LG SOC increased by 41%. This net SOC decrease in HG was due to a larger reduction in C3-derived input and to a comparatively smaller increase in C4-derived C input. In LG both C3- and C4-derived C input increased along the chronosequence. N stocks were generally similar in both subregions and soil N stock changes during pasture establishment were correlated with SOC changes. These results emphasize the importance of management practices involving low-grazing intensity in cattle activities to preserve SOC stocks and to reduce C emissions after land-cover change from forest to pasture in the Colombian Amazon.

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Nos últimos anos, a preocupação com o aumento das emissões de poluentes por veículos automotores tem aumentado. No Brasil há diversas regulamentações no sentido de controlar essas emissões. A quantificação dos poluentes emitidos, além de ser um instrumento de gestão ambiental, também é item necessário para atender à legislação. No Brasil, o Ministério do Meio Ambiente fez um levantamento geral das emissões veiculares e como resultado apresentou, no início de 2011, o Primeiro Inventário Nacional de Emissões Atmosféricas por Veículos Automotores Rodoviários. Nesse inventário são apresentados fatores de emissão para diferentes poluentes, combustíveis, e categorias de veículos. Com base nesses fatores, e tendo como objetivo facilitar o cálculo das emissões de poluentes por veículos automotores, neste trabalho é apresentada uma metodologia (simplificada) e um programa de computador (BRevê.py) capaz de calcular as emissões veiculares de frotas brasileiras de veículos. O programa apresentado possui código aberto e livre e pode ser solicitado aos autores via e-mail. Para demonstrar a facilidade de aplicação do programa desenvolvido, um exemplo simplificado, bem como seus resultados, são apresentados.

Recently, the vehicle emissions concern has been increasing. In Brazil there are several regulatory landmarks to control these emissions. Pollutant emission estimation is not only necessary for environmental management but also to meet specific legislation. A workgroup under the guidance of the Brazilian Ministry of the Environment has undertaken a wide effort to estimate emissions from vehicles; as a result, in 2011 the First National Atmospheric Emissions from Road Vehicles Inventory was published. In this inventory, emission factors are presented for different types of fuels and vehicle categories. Based on these factors and aiming at facilitating road vehicle pollutant emission calculation, we have developed a simplified methodology and a software (BRevê.py) to calculate Brazilian vehicle fleet emissions. The resulting software is a free and open-source software, available by email request. In order to demonstrate how easy it is to use the software, a simplified example and the corresponding results are presented in this paper.