Use of coatings to minimise acid emissions during ceramic tile firing

The manufacture of traditional ceramic products (ceramic tiles, roof tiles, and bricks) is often associated with the emission of F, Cl, and S compounds during the firing stage. According to the literature, fluorine emissions can be reduced by adding CaCO₃ to the raw materials mixture used in fabricating these products. However, data available to the authors indicate that this procedure, which has been successfully applied in manufacturing structural ceramics (roof tiles and bricks), is ineffective in ceramic tile manufacture and modifies tile end properties.This paper examines the possibility of reducing such emissions by applying coatings of alkaline-earth carbonates on to the ceramic tile bottom surface to retain the acid compounds emitted during tile firing. The effectiveness of MgCO₃, CaCO₃, SrCO₃, and BaCO₃ coatings for retaining these acid emissions was studied, using the evolved gas analysis (EGA) technique with a TG-DSC-FTIR-QM instrument.The SrCO₃ coating was found to provide the greatest retention, showing that SO₂ and HCl were retained more efficiently than HF. The presence of fluorides, chlorides, and sulphates of Ca, Sr, and Ba was verified in the respective fired coatings, confirming the existence of chemical reactions between the emitted acid compounds and the coating materials at high temperature.     

Unexpected bias of freeze-drying on the performance assessment of chemical oxidation of soils contaminated by polychlorinated biphenyls

Environmental Chemistry Letters - Processes based on chemical oxidation are widely used for environmental remediation. Analysis of environmental samples such as soils often requires a freeze-drying...     

PM sources in a highly industrialised area in the process of implementing PM abatement technology. Quantification and evolution

Principal component analysis (PCA) coupled with a multilinear regression analysis (MLRA) was applied to PM(10) speciation data series (2002-2005) from four sampling sites in a highly industrialised area (ceramic production) in the process of implementing emission abatement technology. Five common factors with similar chemical profiles were identified at all the sites: mineral, regional background (influenced by the industrial estate located on the coast: an oil refinery and a power plant), sea spray, industrial 1 (manufacture and use of glaze components, including frit fusion) and road traffic. The contribution of the regional background differs slightly from site to site. The mineral factor, attributed to the sum of several sources (mainly the ceramic industry, but also with minor contributions from soil resuspension and African dust outbreaks) contributes between 9 and 11 microg m(-3) at all the sites. Source industrial 1 entails an increase in PM(10) levels between 4 and 5 microg m(-3) at the urban sites and 2 microg m(-3) at the suburban background site. However, after 2004, this source contributed less than 2 microg m(-3) at most sites, whereas the remaining sources did not show an upward or downward trend along the study period. This gradual decrease in the contribution of source industrial 1 coincides with the implementation of PM abatement technology in the frit fusion kilns of the area. This relationship enables us to assess the efficiency of the implementation of environmental technologies in terms of their impact on air quality.     

Effect of ceramic industrial particulate emission control on key components of ambient PM10

The relationship between specific particulate emission control and ambient levels of some PM₁₀ components (Zn, As, Pb, Cs, Tl) was evaluated. To this end, the industrial area of Castellón (Eastern Spain) was selected, where around 40% of the EU glazed ceramic tiles and a high proportion of EU ceramic frits are produced. The PM₁₀ emissions from the ceramic processes were calculated over the period 2000–2006, taking into account the degree of implementation of corrective measures throughout the study period. Abatement systems were implemented in the majority of the fusion kilns for frit manufacture in the area as a result of the application of the Directive 1996/61/EC, leading to a marked decrease in PM₁₀ emissions. By contrast, emissions from tile manufacture remained relatively constant because of the few changes in the implementation of corrective measures. On the other hand, ambient PM₁₀ levels and composition measurements were carried out from 2002 to 2006. A high correlation between PM₁₀ emissions from frit manufacture and ambient levels of Zn, As, Pb and Cs (R² from 0.61 to 0.98) was observed. On the basis of these results, the potential impact of the implementation of corrective measures to reduce emissions from tile manufacture was quantified, resulting in a possible decrease of 3–5 μg/m³ and 2 μg/m³ in ambient mineral PM₁₀ (on an annual basis) in urban and suburban areas, respectively. This relatively simple methodology allows us to estimate the direct effect of a reduction in primary particulate emissions on ambient levels of key particulate components, and to make a preliminary quantification of the possibilities of air quality improvement by means of further emission reduction. Therefore, it is a useful tool for developing future air quality plans in the study area and in other industrialised areas.     

Trends in aggressivity and driver risk for cars,SUVs, and pickups: Vehicle incompatibility from 1989 to 2016

Abstract

Objective: When 2 vehicles of different sizes collide, the occupants of the smaller vehicle are more likely to be injured than the occupants of the larger vehicle. The larger vehicle is both more protective of its own occupants and more aggressive toward occupants of the other vehicle. However, larger, heavier vehicles tend to be designed in ways that amplify their incompatibility with smaller, lighter vehicles (by having a higher ride height, for example). A 2012 study by the Insurance Institute for Highway Safety (IIHS) concluded that fatalities caused by design incompatibility have decreased in recent years. The current study was conducted to update the 2012 IIHS analysis and to explore trends in vehicle incompatibility over time.

Methods: Analyses examined deaths in crashes involving 1- to 4-year-old passenger vehicles from 1989 to 2016 collected from the Fatality Analysis Reporting System (FARS). Trends in driver risk were examined by comparing driver death rates per million registered vehicle years across vehicle type and size. Trends in aggressivity were examined by comparing partner driver death rates across vehicle type and size.

Results: Cars and SUVs have continued their trend toward reduced incompatibility. In 1989–1992, SUVs were 132% more likely to kill the driver in a partner car compared with when a car crashed with another car. By 2013–2016, this value had dropped to 28%. Pickups and cars remain just as incompatible in 2013–2016 as they were in 1989–1992, however (159% vs. 158%). Remaining pickup incompatibility may be largely due to excess curb weight rather than to shape or design features, because light pickups were just 23% more likely to kill the driver in a partner car compared with when a car crashed with another car.

Conclusions: The trend toward reduced fleet incompatibility has continued in the latest crash data, particularly for cars and SUVs. Although pickup–car incompatibility has also decreased over time, pickups remain disproportionately aggressive toward other vehicles, possibly due to their greater average curb weight. Reducing the weight of some of the heaviest vehicles and making crash avoidance technology fitment more widespread may be promising means to reduce remaining fleet incompatibility. Identifying the source of remaining incompatibility will be important for safety improvements going forward.     

Simple estimates of vehicle-induced resuspension rates

Road dust emissions are considered to be a major source of airborne particulate matter (PM). This is particularly true for industrial environments, where there are high resuspension rates of deposited dust. The calculation of roads as PM emission sources has mostly focused on the consequences of this emission, viz. the increase in PM concentrations. That approach addresses the atmospheric transport of the emitted dust, and not its primary origin. In contrast, this paper examines the causes of the emission. The study is based on mass conservation of the dust deposited on the road surface. On the basis of this premise, estimates of emission rates were calculated from experimental data obtained in a road in a ceramic industrial area.