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Sökning: WFRF:(Fallgren Henrik)

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1.
  • Artman, Henrik, 1968-, et al. (författare)
  • Effektiv miljötillsyn : slutrapport
  • 2013
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Målsättningen har varit att ta fram ny kunskap inom miljötillsynen och därigenom uppnå en effektivare miljötillsyn samt att få in nya vetenskapliga perspektiv på miljötillsyn.I rapporten studeras metoder för inspektioner och det kommunikativa samspelet mellan inspektören och företrädare för den verksamhet som inspekteras, hur den institutionella ramen för inspektionsprocessen fungerar samt visar på möjligheter att mäta effekterna av inspektioner och tillsyn.Naturvårdsverket kommer att ha resultatet som ett kunskapsunderlag i fortsatt arbete med tillsynsvägledning och utveckling av hur tillsyn och tillsynsvägledning kan följas upp och utvärderas.
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2.
  • Fallgren, Henrik (författare)
  • Kvalitetssäkringsprogram : Avseende IVL:s mätningar i omgivningsluft för kommuner och samverkansområden
  • 2022
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Rapporten beskriver hur IVL:s luftkvalitetsmätningar i omgivningsluft kvalitetssäkras. Mätningarna sker antingen helt i IVL:s regi eller i samverkan med beställare såsom kommuner och luftvårdsförbund. I det senare fallet är ansvarsfördelningen viktig.Kvalitetssäkringsprogrammet omfattar dels kontinuerliga mätningar, dels provtagningsrutiner som följs av analys på IVL:s laboratorium. Mätmetoderna beskrivs översiktligt med redovisning av kvalitetsrelaterade parametrar. Till mätmetoderna redovisas även viktiga rutiner för kalibrering, kontroll och underhåll.Kvalitetskontroll och validering av mätdata behandlas, vilket relaterar till luftkvalitetsförordningens kvalitetsmål för tidstäckning, datafångst och mätosäkerhet.
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3.
  • Fallgren, Jan-Henrik, 1959- (författare)
  • Farm and village in the Viking Age
  • 2008
  • Ingår i: The Viking World. - London and New York : Routledge. - 0415333156 ; , s. 67-76
  • Bokkapitel (populärvet., debatt m.m.)
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4.
  • Fallgren, Jan-Henrik, 1959- (författare)
  • Fornborgar, bebyggelse och odlingslandskap
  • 2008
  • Ingår i: Gråborg på Öland. - Stockholm : Kungl. Vitterhets Historie och Antikvitets Akademien. - 9789174023800 ; , s. 119-136
  • Bokkapitel (populärvet., debatt m.m.)
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5.
  • Fallgren, Jan-Henrik (författare)
  • Hus och gård på Öland
  • 1997
  • Ingår i: Bebyggelsehistorisk tidskrift. - : Föreningen Bebyggelsehistorisk tidskrift. - 0349-2834 .- 2002-3812. ; :33, s. 63-76
  • Tidskriftsartikel (refereegranskat)
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6.
  • Fallgren, Jan-Henrik, 1959- (författare)
  • Kontinuitet och förändring : Bebyggelse och samhälle på Öland 200-1300 e Kr
  • 2006
  • Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • The aim of this dissertation is partly to describe settlement deveopment on Öland from 200-1300 AD and how it changed, partly to explain when and why these changes occurred. The point of departure is the visible remains of ancient settlements with house foundations and stone enclosures from the early Iron Age to the onset of the late Iron Age (c. 200-700 AD). The relation between settlements and contemporary graves and cemeteries, historically known settlements and landscape topography are also discussed. Viking Age and early medieval settlement up until the formation of linear villages are examined. However, these are considered from other source materials than the earlier periods. Further, comparisons are made with Iron Age and medieval settlement in the rest of Northern Europe.
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7.
  • Fallgren, Jan-Henrik, et al. (författare)
  • The Ritual Use of Brooches in Early Medieval Forts on Öland, SwedenL'usage rituel des fibules dans les enceintes fortifiées de l’île d’Öland en Suède au haut moyen âgeDer rituelle Gebrauch von Fibeln in den frühmittelalterlichen Befestigungen auf der schwedischen Insel Öland
  • 2016
  • Ingår i: European Journal of Archaeology. - : Cambridge University Press (CUP). - 1461-9571 .- 1741-2722. ; 19:4, s. 681-703
  • Tidskriftsartikel (refereegranskat)abstract
    • In 2010, the largest find of exquisite gilded silver brooches ever made in Scandinavia came to light during a metal detector survey in a small fort on oland in the Baltic Sea. It consisted of five hoards buried in five different houses within the fort. The brooches were of the Dreiknopfbugelfibeln/radiate-headed and relief types. Three of the hoards also contained large quantities of beads and pendants, some quite exclusive and rare. In addition, the upper part of another relief brooch probably belonged to a sixth hoard ploughed up in the late nineteenth century. In 2011, Kalmar County Museum excavations at the site of these hoard finds also revealed the traces of a massacre. Though a connection between the deposition of the hoards and the massacre is plausible, several elements suggest that the deposits are ritual in character and unrelated to the attack on the fort. The regular placing of the hoards in the right corner inside the entrance of the houses suggests ritual acts, and the composition of the hoards demonstrates that the deposits are symbolic. We conclude that the hoards and the brooches are props belonging to the interior of the forts and to activities conducted inside them; they may have been worn by some women during rituals. Why these hoards were left in the Sandby fort is, however, no doubt related to its destruction.
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8.
  • Hallquist, Åsa M., et al. (författare)
  • Particle and gaseous emissions from individual diesel and CNG buses
  • 2013
  • Ingår i: Atmospheric Chemistry And Physics. - : Copernicus GmbH. - 1680-7316 .- 1680-7324. ; 13:10, s. 5337-5350
  • Tidskriftsartikel (refereegranskat)abstract
    • In this study size-resolved particle and gaseous emissions from 28 individual diesel-fuelled and 7 compressed natural gas (CNG)-fuelled buses, selected from an in-use bus fleet, were characterised for real-world dilution scenarios. The method used was based on using CO2 as a tracer of exhaust gas dilution. The particles were sampled by using an extractive sampling method and analysed with high time resolution instrumentation EEPS (10 Hz) and CO2 with a non-dispersive infrared gas analyser (LI-840, LI-COR Inc. 1 Hz). The gaseous constituents (CO, HC and NO) were measured by using a remote sensing device (AccuScan RSD 3000, Environmental System Products Inc.). Nitrogen oxides, NOx, were estimated from NO by using default NO2/NOx ratios from the road vehicle emission model HBEFA3.1. The buses studied were diesel-fuelled Euro III–V and CNG-fuelled Enhanced Environmentally Friendly Vehicles (EEVs) with different after-treatment, including selective catalytic reduction (SCR), exhaust gas recirculation (EGR) and with and without diesel particulate filter (DPF). The primary driving mode applied in this study was accelerating mode. However, regarding the particle emissions also a constant speed mode was analysed. The investigated CNG buses emitted on average a higher number of particles but less mass compared to the diesel-fuelled buses. Emission factors for number of particles (EFPN) were EFPN, DPF = 4.4 ± 3.5 × 1014, EFPN, no DPF = 2.1 ± 1.0 × 1015 and EFPN, CNG = 7.8 ± 5.7 ×1015 kg fuel−1. In the accelerating mode, size-resolved emission factors (EFs) showed unimodal number size distributions with peak diameters of 70–90 nm and 10 nm for diesel and CNG buses, respectively. For the constant speed mode, bimodal average number size distributions were obtained for the diesel buses with peak modes of ~10 nm and ~60 nm. Emission factors for NOx expressed as NO2 equivalents for the diesel buses were on average 27 ± 7 g (kg fuel)−1 and for the CNG buses 41 ± 26 g (kg fuel)−1. An anti-relationship between EFNOx and EFPM was observed especially for buses with no DPF, and there was a positive relationship between EFPM and EFCO.
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9.
  • Jerksjö, Martin, et al. (författare)
  • Avgasmätningar på bussar i verklig drift för identifiering av högemitterare
  • 2013
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Inom ramen för ett forskningsprojekt samfinansierat av Västtrafik och Stiftelsen IVL har IVL under 2011 och 2012 genomfört avgasmätningar på ett hundratal bussar i Västsverige. Avgasmätningarna utfördes utomhus på gårdsplanerna hos de bussoperatörer där bussarna testats. Avgaserna mättes från varje buss när de vid upprepade tillfällen passerade mätutrustningen under fullgas¬acceleration. För att inte behöva ta hänsyn till utspädningen med luften mättes alla utsläpp relativt CO2 eftersom förhållandet till CO2 förblir konstant oberoende av utspädningen. Resultaten rapporteras som föroreningarnas massa per kilo förbrukat bränsle. I syfte att validera de vägkantsbaserade utsläppsmätningarna utfördes även inom projektet ombordmätningar på en buss (Euro V) med PEMS (Portable Emission Monitoring System). PEMS-mätningarna syftade även till att undersöka hur de uppmätta utsläppen under acceleration relaterar till utsläppen under körning i linjetrafik med en blandning av körning i stads- och landsbygdstrafik. Utifrån ombordmätningarna har för partiklar kunnat uppskattas gränsvärden på utsläpp under fullgasacceleration, vilka kan användas som indikation på att bussar vars utsläpp överskrider detta värde inte uppfyller de lagkrav de är certifierade mot. Bland annat till följd av den stora inverkan avgastemperaturen har på NOX-reningen hos Euro IV och Euro V bussar med SCR-katalysator, har motsvarande gränsvärden inte kunnat uppskattas för utsläpp av kväveoxider. Då bussar med olika drivmedel ingått i mätningarna har även drivmedlets inverkan på utsläppen kunnat studeras. Detta har dock främst varit möjligt för utsläpp av partiklar. När det gäller utsläpp av kväveoxider har det i de flesta fall inte gått att bedöma i vilken grad variationer i utsläpp berott på vilket bränsle som använts eller på otillräcklig reningsfunktion hos SCR-systemet till följd av för låg avgastemperatur. Om den vägkantsbaserade avgasmätmetoden ska kunna användas för att bedöma utsläpps-prestanda med avseende på kväveoxider i relation till gällande avgaskrav för bussar som är certifierade att klara Euro IV och Euro V kraven och som har SCR-katalysator, måste man försäkra sig om att avgastemperaturen vid mättillfället är tillräckligt hög för att SCR-systemet ska fungera optimalt. Detta är möjligt att uppnå om mätplatsen väljs så att mätningarna kan utföras i direkt anslutning till att bussen kommit från körning på landsväg eller motorväg.
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10.
  • Liu, Qianyun, et al. (författare)
  • Roadside assessment of a modern city bus fleet: Gaseous and particle emissions
  • 2019
  • Ingår i: Atmospheric Environment: X. - : Elsevier BV. - 2590-1621. ; 3
  • Tidskriftsartikel (refereegranskat)abstract
    • © 2019 The Authors In many cities worldwide, modern fleets have been introduced to reduce gaseous and particle emissions from city buses. To date, most emission studies are limited to a few vehicles, making a statistically significant assessment of control options difficult, especially under real-world driving conditions. Exhaust emissions of 234 individual city buses were measured under real-world stop-and-go traffic conditions at a bus stop in Gothenburg, Sweden. The buses comprised models fulfilling Euro III-VI and EEV (Enhanced Environmentally Friendly Vehicle) standards with different engine technologies, fuels, and exhaust after-treatment systems, and also included hybrid-electric buses (HEV). Both gaseous (NOx, CO, HC, and SO2) and size-resolved particle number (PN) and mass (PM) emission factors (EF) were calculated for vehicles using compressed natural gas (CNG), diesel (DSL), Rapeseed Methyl Ester (RME) and Hydro-treated Vegetable Oil (HVO) equipped with various after-treatment technologies, e.g., diesel particulate filter (DPF), selective catalytic reduction (SCR) and exhaust gas recirculation (EGR) systems. The highest median EFPN was obtained from Euro VHEV-HVO-SCR buses (MdEFPN = 18×1014 # kg-1) when their combustion engines were used though 53% of their accelerations were below detection limits indicating the use of their electrical engine. The highest MdEFPM was obtained from the Euro V-DSL-SCR buses (MdEFPM = 150 mg kg-1) and the lowest from EEV-CNG buses (below detection threshold) and Euro VIHEV-HVO- SCR+EGR+DPF buses (MdEFPM = 19 mg kg-1). The highest MdEFNOx was obtained from the Euro V-RME-SCR (MdEFNOx = 30 g kg-1) and Euro VHEV-HVO-SCR buses (MdEFNOx = 24 g kg-1), and the lowest from CNG buses (MdEFNOx = 4.8 g kg-1) and Euro VIHEV-HVO-SCR+EGR+DPF buses (MdEFNOx = 7.4 g kg-1). Hybrid buses can give higher PN emissions compared to traditional diesel engines, likely due to downsized combustion engines. Replacing diesel by biodiesel fuel reduced MdEFPM significantly but increased MdEFNOx which may be due to the higher combustion temperature and oxygen contents of the fuel (for RME). Overall, the EEV-CNG buses performed the best regarding both the MdEF and low contribution to the high emitters. It was also found that a small (5%) proportion of the buses contributed significantly (14-30%) to the total emissions. Identification and monitoring the maintenance of the high emitters in the fleets should be considered for the improvement of air quality.
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11.
  • Moldanova, Jana, et al. (författare)
  • Resonance-Enhanced Detection of Metals in Aerosols using Single Particle Mass Spectrometry
  • 2020
  • Ingår i: Atmospheric Chemistry And Physics. - : Copernicus GmbH. - 1680-7316 .- 1680-7324. ; 20:12, s. 7139-7152
  • Tidskriftsartikel (refereegranskat)abstract
    • We describe resonance effects in laser desorption–ionization (LDI) of particles that substantially increase the sensitivity and selectivity to metals in single-particle mass spectrometry (SPMS). Within the proposed scenario, resonant light absorption by ablated metal atoms increases their ionization rate within a single laser pulse. By choosing the appropriate laser wavelength, the key micronutrients Fe, Zn and Mn can be detected on individual aerosol particles with considerably improved efficiency. These ionization enhancements for metals apply to natural dust and anthropogenic aerosols, both important sources of bioavailable metals to marine environments. Transferring the results into applications, we show that the spectrum of our KrF-excimer laser is in resonance with a major absorption line of iron atoms. To estimate the impact of resonant LDI on the metal detection efficiency in SPMS applications, we performed a field experiment on ambient air with two alternately firing excimer lasers of different wavelengths. Herein, resonant LDI with the KrF-excimer laser (248.3 nm) revealed iron signatures for many more particles of the same aerosol ensemble compared to the more common ArF-excimer laser line of 193.3 nm (nonresonant LDI of iron). Many of the particles that showed iron contents upon resonant LDI were mixtures of sea salt and organic carbon. For nonresonant ionization, iron was exclusively detected in particles with a soot contribution. This suggests that resonant LDI allows a more universal and secure metal detection in SPMS. Moreover, our field study indicates relevant atmospheric iron transport by mixed organic particles, a pathway that might be underestimated in SPMS measurements based on nonresonant LDI. Our findings show a way to improve the detection and source attribution capabilities of SPMS for particle-bound metals, a health-relevant aerosol component and an important source of micronutrients to the surface oceans affecting marine primary productivity.
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12.
  • Sjödin, Åke, et al. (författare)
  • On-Road Emission Performance of Late Model Diesel and Gasoline Vehicles as Measured by Remote Sensing
  • 2017
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • A newly developed remote sensing instrument with NO2 and NOX measurement capability was operated in the fall of 2016 over 19 workdays in Gothenburg, Sweden, to measure real driving emissions from a large number light- and heavy-duty vehicles. From more than 30,000 registered vehicle passages, a final QA/QC-reviewed dataset consisting of about 15,000 paired records containing emissions, driving condition and detailed vehicle information data, was used to evaluate the real-world emission performance of in particular Euro 5 and Euro 6 diesel vehicles. More than 9,000 records were of diesel vehicles, of which about 5,500 were of Euro 5 vehicles and about 2,600 of Euro 6 vehicles. The following conclusions were made from the evaluation: - Measurements on more than 6,000 diesel passenger cars reveal that the real driving emissions of NOX from Euro 6 diesel cars on average have been reduced by about 60% from pre-Euro 6 levels, e.g. Euro 5. This may be considered a major breakthrough, since the real-world NOX emissions from diesel passenger cars have been virtually unchanged between Euro 2 and Euro 5, although the NOX emission standard has been significantly lowered from Euro 2 to Euro 5. Still, Euro 6 diesel passenger car real-world NOX emissions are roughly more than 5 times higher than the Euro 6 standard, as well as than the measured average on-road NOX emissions from Euro 6 gasoline passenger cars. - For NOX emissions, an almost identical pattern as for diesel passenger cars was observed for both diesel light-duty commercial vehicles and diesel heavy-duty vehicles (trucks and buses), i.e. virtually no change in real-world emissions between Euro 2 and Euro 5, followed by a major drop in emissions for Euro 6. - Primary NO2 emissions from diesel light-duty vehicles (both PC and LCV) have been reduced from Euro 4 through Euro 6, implying that the emission ratio of NO2 to NOX has also been reduced, but the ratio is still as high as about 25% for both Euro 5 and Euro 6 (compared to about 15% for Euro 2). The opposite pattern exists for heavy-duty vehicles, for which the NO2/NOX-ratio increased from about 10% for Euro 4-5 to ≈35% for Euro 6. - For all categories of diesel vehicles, real-world PM emissions have dropped steadily from Euro 2 through Euro 6 – reductions are in the order of 90% for Euro 6 compared to Euro 2. - For Euro 4, 5 and 6 diesel passenger cars, real-world emissions of both NOX and NO2 increase with decreasing ambient air temperature. The temperature dependence appears to be strongest for Euro 5 cars. At 25-30 degrees C average Euro 5 NOX on-road emissions are around 15 g/kg fuel burned, rising to 20-25 g/kg fuel burned at around 10 degrees C. - Large differences in the on-road NOX emission performance were observed between different makes, models, as well as individual vehicles among Euro 5 and Euro 6 diesel passenger cars. - For the first time, remote sensing measurements were combined with air quality measurements and dispersion calculations in an urban street canyon. Calculated average concentrations of NO2, NOX and PM based on HBEFA 3.2 were comparable with corresponding measured concentrations, but the discrepancy increased with increasing concentrations, with calculated concentrations being lower than measured. The latest version of the HBEFA emission model (version 3.3), launched in May 2017, provided a good match with the remote sensing measurements for both NOX and NO2 as well as exhaust PM, but at the same time tended to lead to an overestimation of street canyon concentrations of NO2 and NOX in dispersion calculations carried out in this study.
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13.
  • Svedjemo, Gustaf, 1958- (författare)
  • Landscape Dynamics : Spatial analyses of villages and farms on Gotland AD 200-1700
  • 2014
  • Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • This dissertation deals with the long-term dynamics and fluctuations of settlements on Gotland for the period from AD 200 up until early modern times. The settlement structure on Gotland is most often described as very stable and consisting of solitary farms, established in the Iron Age. A contrasting view is presented by analyses of a vast source material from different periods.The source material consists of both physical remains, noted in the Swedish national Archaeological Sites Information System, FMIS and large scale historical maps, as well as other written sources. For the first studied period, the locations of some 2 000 houses are known, since they were constructed with sturdy stone walls and are thus preserved. The source material for the following periods is scarcer, but some hundred Viking Age sites are identified, mainly by the find places of silver hoards. By retrogressive analyses of historical maps, from the decades around the year 1700, and other written sources, later periods are analysed. All available data are gathered in geodatabases, which enables both generalised and detailed spatial and statistical analyses.The results of the analyses show a more varied picture, with great fluctuations in the number of farms; the existence of villages is also clearly indicated in a large part of the settlements. The villages are centred on kinship and the lack of strong royal power or landed gentry meant they were not fixed in cadastres, as fiscal units, as villages were on the Swedish mainland.Two peaks, followed by major dips, were identified in the number of settlements and thus in the population. The first peak occurred during the late Roman Iron Age/Migration period, which was followed by a reduction in the Vendel period of possibly up to 30-50%. After this, a recovery started in the Viking Age, which culminated during the heydays of Gotland in the High Middle Ages, with population numbers most probably not surpassed until late in history. This upward trend was broken by the diminishing trade of Gotland, the Medieval agrarian crisis, The Danish invasion and later events. All this resulted in a decline, probably as great as after the Migration period.
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