Fant 9758 publikasjoner. Viser side 325 av 391:
The who, why and where of Norway's CO
We present emissions from Norway’s tourist travel by the available transport modes, i.e., aviation, maritime (ferries and cruises) and land-based transport (road and railways). Our study includes detailed information on both domestic and international tourist travel within, from and to Norway. We have coupled statistics from several large surveys with detailed emission data to allow us to separate the purpose of the travel (holiday or business).
Total transport emissions for tourists in 2018 were estimated to be 8 530 kt, equivalent to 19% of the reported Norwegian national emissions. Of these emissions, international tourists visiting Norway were responsible for 3 273 kt , whereas travel by Norwegians accounted for 4 875 kt , most of which occur outside Norway’s reporting obligations. Aviation and maritime transport were found to be the largest emission sources, responsible for 71% and 21% of total emissions, respectively. The reduction due to the COVID-19 pandemic was approximately 60% in 2020, and was sustained throughout the year.
Our study shows that officially reported emissions, as limited to the countries territory, are not suitable for accurate evaluation of transport emissions related to tourism. A consumer or tourist-based calculation gives a marked redistribution of emission responsibility. Our results indicate that emissions from Norwegian residents travelling abroad are 1 602 kt higher than those from tourists coming to Norway. This is driven by frequent trips to popular tourist destinations such as Spain, Thailand, Turkey and Greece. Globally consumer based calculations would shift the responsibility of emissions by tourists to the large wealthy nations, with the most international tourists. The understanding of emission distributed by population group or market support in addition the developing of marketing strategies to attract low emission tourist markets and create awareness among the nations with higher shares of international tourist.
Elsevier
2021
2021
2021
2021
2021
Luftkvalitet i Ny-Ålesund. Målinger av lokal luftkvalitet 2019 og 2020.
De målte konsentrasjonene var generelt lave for alle komponenter og under nasjonale grenseverdier for beskyttelse av menneskets helse og økosystemet. Vind fra nordlige sektorer ga de høyeste gjennomsnittskonsentrasjonene av nitrogenoksider og svoveldioksid, noe som peker på kraftstasjonen og havnen som mulige kilder. Vi ser også enkelte episoder med langtransport av svoveldioksid.
NILU
2021
The increased availability of commercially-available low-cost air quality sensors combined with increased interest in their use by citizen scientists, community groups, and professionals is resulting in rapid adoption, despite data quality concerns. We have characterized three out-the-box PM sensor systems under different environmental conditions, using field colocation against reference equipment. The sensor systems integrate Plantower 5003, Sensirion SPS30 and Alphasense OCP-N3 PM sensors. The first two use photometry as a measuring technique, while the third one is an optical particle counter. For the performance evaluation, we co-located 3 units of each manufacturer and compared the results against optical (FIDAS) and gravimetric (KFG) methods for a period of 7 weeks (28 August to 19 October 2020). During the period from 2nd and 5th October, unusually high PM concentrations were observed due to a long-range transport episode. The results show that the highest correlations between the sensor systems and the optical reference are observed for PM1, with coefficients of determination above 0.9, followed by PM2.5. All the sensor units struggle to correctly measure PM10, and the coefficients of determination vary between 0.45 and 0.64. This behavior is also corroborated when using the gravimetric method, where correlations are significantly higher for PM2.5 than for PM10, especially for the sensor systems based on photometry. During the long range transport event the performance of the photometric sensors was heavily affected, and PM10 was largely underestimated. The sensor systems evaluated in this study had good agreement with the reference instrumentation for PM1 and PM2.5; however, they struggled to correctly measure PM10. The sensors also showed a decrease in accuracy when the ambient size distribution was different from the one for which the manufacturer had calibrated the sensor, and during weather conditions with high relative humidity. When interpreting and communicating air quality data measured using low-cost sensor systems, it is important to consider such limitations in order not to risk misinterpretation of the resulting data.
MDPI
2021
2021
American Meteorological Society
2021
2021
2021
Oceanic long-range transport of organic additives present in plastic products: an overview
Most plastics are made of persistent synthetic polymer matrices that contain chemical additives in significant amounts. Millions of tonnes of plastics are produced every year and a significant amount of this plastic enters the marine environment, either as macro- or microplastics. In this article, an overview is given of the presence of marine plastic debris globally and its potential to reach remote locations in combination with an analysis of the oceanic long-range transport potential of organic additives present in plastic debris. The information gathered shows that leaching of hydrophobic substances from plastic is slow in the ocean, whereas more polar substances leach faster but mostly from the surface layers of the particle. Their high content used in plastic of several percent by weight allows also these chemicals to be transported over long distances without being completely depleted along the way. It is therefore likely that various types of additives reach remote locations with plastic debris. As a consequence, birds or other wildlife that ingest plastic debris are exposed to these substances, as leaching is accelerated in warm-blooded organisms and in hydrophobic fluids such as stomach oil, compared to leaching in water. Our estimates show that approximately 8100–18,900 t of various organic additives are transported with buoyant plastic matrices globally with a significant portion also transported to the Arctic. For many of these chemicals, long-range transport (LRT) by plastic as a carrier is their only means of travelling over long distances without degrading, resulting in plastic debris enabling the LRT of chemicals which otherwise would not reach polar environments with unknown consequences. The transport of organic additives via plastic debris is an additional long-range transport route that should also be considered under the Stockholm Convention.
Springer
2021
2021
PM10/PM2.5 comparison exercise in Oslo, Norway. Study in 2015-2016 and 2018.
Formålet med sammenligningen var å ekvivalensteste og etablere kalibreringsfaktorer for de vanligste automatiske PM-målere som er i bruk i Norge. For å etablere faktorene utførte Referanselaboratoriet en feltstudie på tre steder i Oslo under sommer- og vinterforhold i periodene september 2015 til juli 2016 og februar til mars 2018. Måleinstrumentene som deltok var Palas Fidas 200, Grimm EDM 180, TEI TEOM 1405 DF, TEI FH 62 I-R, og R&P TEOM 1400AB.
Rapporten beskriver et mulig system for kontinuerlig verifikasjon av kalibreringsfaktorene i de norske målenettene og hvordan analysedata skal kalibreres.
NILU
2021
Atmospheric corrosion due to amine emissions from carbon capture plants
The atmospheric corrosion due to pure amines emitted from carbon capture plants was investigated. Amine exposure was found to initially inhibit the corrosion of steel, by its film formation and alkalinity, but reduce corrosion product layers and lead to freezing point depression, which could in turn increase the corrosion. Very high amine doses were observed to dissolve the metal without the establishing of a corrosion layer. These effects seem much more pronounced on copper than on steel. Climate and air quality variations affect the steel corrosion much more than the expected maximum amine deposition from carbon capture plant emissions.
Elsevier
2021
Safety assessment of titanium dioxide (E171) as a food additive
The present opinion deals with an updated safety assessment of the food additive titanium dioxide (E 171) based on new relevant scientific evidence considered by the Panel to be reliable, including data obtained with TiO2 nanoparticles (NPs) and data from an extended one-generation reproductive toxicity (EOGRT) study. Less than 50% of constituent particles by number in E 171 have a minimum external dimension < 100 nm. In addition, the Panel noted that constituent particles < 30 nm amounted to less than 1% of particles by number. The Panel therefore considered that studies with TiO2 NPs < 30 nm were of limited relevance to the safety assessment of E 171. The Panel concluded that although gastrointestinal absorption of TiO2 particles is low, they may accumulate in the body. Studies on general and organ toxicity did not indicate adverse effects with either E 171 up to a dose of 1,000 mg/kg body weight (bw) per day or with TiO2 NPs (> 30 nm) up to the highest dose tested of 100 mg/kg bw per day. No effects on reproductive and developmental toxicity were observed up to a dose of 1,000 mg E 171/kg bw per day, the highest dose tested in the EOGRT study. However, observations of potential immunotoxicity and inflammation with E 171 and potential neurotoxicity with TiO2 NPs, together with the potential induction of aberrant crypt foci with E 171, may indicate adverse effects. With respect to genotoxicity, the Panel concluded that TiO2 particles have the potential to induce DNA strand breaks and chromosomal damage, but not gene mutations. No clear correlation was observed between the physico-chemical properties of TiO2 particles and the outcome of either in vitro or in vivo genotoxicity assays. A concern for genotoxicity of TiO2 particles that may be present in E 171 could therefore not be ruled out. Several modes of action for the genotoxicity may operate in parallel and the relative contributions of different molecular mechanisms elicited by TiO2 particles are not known. There was uncertainty as to whether a threshold mode of action could be assumed. In addition, a cut-off value for TiO2 particle size with respect to genotoxicity could not be identified. No appropriately designed study was available to investigate the potential carcinogenic effects of TiO2 NPs. Based on all the evidence available, a concern for genotoxicity could not be ruled out, and given the many uncertainties, the Panel concluded that E 171 can no longer be considered as safe when used as a food additive.
2021
2021
2021