THC-1 Humidity Control will Control humidity automatically and accurately. or Dehumidifying Switch Mode provided on the Control THC-1. Control  can be switched between humidify and dehumidify modes: for add needed moisture to the controlled area by means of humidification or removing unwanted atmospheric moisture accumulating within an enclosed area. The THC-1 humidity switch controls Humidity Equipment by providing power to it, Humidity can be set and adjust with adjustable setting  Knob provided on Control. In the Dehumidifying mode high humidity conditions (with an enclosed area) will activate fans or other dehumidifying apparatus until levelAt this point dehumidifying equipment is disabled until humidity increases again 5%. In the Humidifying mode this control operates Fogging or other Humidifying equipment by activating switches, motors,Humidifiers can be precisely controlled according to atmospheric humidity to create ideal conditions for any environment.

The 110V outlet receptacle receives power when Humidity % contentlangke air purifier becomes less then your preset on the Control.kitz air purifier stockists Amperage --------- 15 amp maximum.hunter air purifier model 30973 Sensor allows a 5% (differential) comfort zone between "on" and "off" functions. The THC-1 can also be used with many other types of humidity equipment or any other electrically triggered (One year manufacturing warrantee)Most Downloaded Current Opinion in Colloid & Interface Science Articles David W. Johnson | Ben P. Dobson | Gregory V. Barnett | Jai A. Pathak | Christopher J. Roberts | Jason R. Stokes | Michael W. Boehm | Ali J. Green | Karen A. Littlejohn | Sean E. Lowe |

George P. Simon | Jennifer J. McManus | Ana M. Marqués | Laura Andreina Chacòn Orellana | Cornelus G. de Kruif | Iris Julie Joye | Volume 5, Issue 3, July 2014, Pages 500–510 Selected trace elements, ionic species and organic/elemental carbon in aerosols were measured in summer at Ny–Alesund in the Arctic, and an interpreted approach combining elemental ratios, back–trajectories and enrichment factors was used to assess the sources of aerosols observed at this location. Aerosol samples influenced by ship emissions were featured by elevated concentrations of non–crustal (nc) vanadium (V), nc–nickel (nc–Ni), non–sea salt (nss) sulfate (SO42−) and ratios of nc–Ni/nc–V (1.7) and nss–SO42−/nc–V (200). When two cruise ships with more than 1 500 passengers visited Ny–Alesund in July 2012, the total suspended particulate (TSP) mass reached 2 290 ng m−3, almost three times the median TSP concentration (609 ng m−3) measured during the study period.

The nc–V concentration reached 0.976 ng m−3, about 38–fold higher compared to the mean value of the sampling period, and this value was even higher than the annual mean value observed at Zeppelin station and the values measured during Haze events at North American Arctic and Norwegian Arctic. The concentrations of nc–Ni and nss–SO42− were 0.572 ng m−3 and 203 ng m−3, which were 8–fold and 2–fold higher than the median values of the sampling period. While in the few–ship period, defined as the period with none or only one cruise ship with less than 1 000 passengers being present, aerosols at this location could be affected by a mixed impact of local emissions and long–range transport, reflected by the nc–Mn/nc–V ratios and element enrichment factors often found in the air masses from North America Arctic, Iceland and North Eurasia. Results from this study suggest that cruise ship emissions contributed significantly to atmospheric particulate matter at Ny–Alesund in the summer, effecting air quality in this area.

The Arctic is a fragile ecology and climate system, sensitive to external perturbations. Even small fluctuations, such as changes in aerosols by transported air pollutants from mid–latitudes and emissions within the Arctic, can have a profound impact on environmental changes in the region (AMAP, 2011). Black carbon from ship emissions has been suggested to play a significant role in the observed Arctic warming, ~20% of the warming and snow–ice cover loss was due to the black carbon albedo effect (Bond et al., 2013). The Arctic atmosphere in summer is of particular interest as there are relatively low particle number concentrations in the air. Long–range transport of aerosols is limited during the summer compared with winter, as the Arctic front is weak and moves further north (Law and Stohl, 2007) and scavenging of aerosols by clouds and precipitation is high in the summer (Bourgeois and Bey, 2011). As a result, local aerosol sources have become more important in the summer (Zhan and Gao, 2014).

During the past decade, human activities including aviation, shipping, oil and gas flaring and resource exploitation have increased in the summer (Vestreng et al., 2009), affecting the Arctic climate through alerting snow/ice albedo (Bond et al., 2013) and the formation of cloud condensation nuclei (Jouan et al., 2014).It has been found that marine shipping has a significant influence on particulate matter concentrations in the Arctic (Eckhardt et al., 2013). Ship emissions contribute about 30–40% of the total PM25 and 10% of the PM10 concentrations during tourist seasons in the port cities in the Gulf of Alaska (Molders et al., 2010), and marine shipping in the Arctic may increase with the retreat of Arctic sea ice (Corbett et al., 2010). The shipping emissions in the Arctic may increase black carbon by 50% in 2030 and increase ozone by 10% in the Arctic lower troposphere (Dalsoren et al., 2013). The consequence of these impacts on air quality in the Arctic has not been well studied.

Ny–Alesund is one of the most northern communities in the world. A number of studies conducted during the summer have investigated the sources of aerosols in the Arctic. In the 1980s, elevated anthropogenic aerosols were observed during the summer months due to long–range transport from the former Soviet Union and Europe (Pacyna and Ottar, 1985; Maenhaut and Cornille, 1989; Barrie and Barrie, 1990). However, the long–range transport of pollutants from Eurasia significantly declined since early 1990's; therefore aerosol concentrations affected by this process has declined as well (Weinbruch et al., 2012). Local sources (e.g., transportation, electric power production, coal mining and coal burning) have been proposed as potential contributors to the regional pollution (Ottar et al., 1986; Anderson et al., 1992; Geng et al., 2010). Ships increased in the last 10 years in Svalbard, and Ny–Alesund accounted for 15% of all Svalbard ship landings (Hagen et al., 2012). Given the fact that a large number of ships visited Ny– Alesund during the summer months, ship emissions may contribute to particulate matter in the air and affect the regional aerosol chemical composition (Weinbruch et al., 2012;

Eckhardt et al., 2013).More recent work has recognized marine shipping in Ny–Alesund (Eckhardt et al., 2013). In the year 2007, ship emissions were responsible for 90% of the total nitrogen oxides (NOX) and 93% of the black carbon in the Svalbard archipelago (Vestreng et al., 2009). Eleftheriadis et al. (2009) suggested that 0.2% of the measured equivalent black carbon concentrations at Zeppelin station could probably be attributed to ship emissions. Soot was observed when cruise ships visited Ny–Alesund (Weinbruch et al., 2012). Eckhardt et al. (2013) suggested that equivalent black carbon and 60 nm particles increased 45% and 72%, respectively, when cruise ships with more than 50 passengers were present at Ny–Alesund. To date, few work focus on the impact of ship emissions on the chemical composition of aerosols.In this study, we use non–crust vanadium (nc–V), nc–nickel (Ni) and non–sea salt (nss) sulfate (SO42−) in aerosol as chemical tracers to evaluate the impact of ship emissions on aerosol concentrations at Ny–Alesund in the summer.