Developments in ADMS-Airport and its Applications to Heathrow Airport. IAE (Institute of Aviation and the Environment) Cambridge, June

Transcription

1 Developments in ADMS-Airport and its Applications to Heathrow Airport David Carruthers Cambridge Environmental Research Consultants IAE (Institute of Aviation and the Environment) Cambridge, June 23 28

2 Contents Key Factors affecting AQ at Airports Feature of ADMS-Airport Model Performance and sensitivities Heathrow Consultation Mixed Mode and R3

3 1) Key factors affecting air quality at airports

4 Key factors affecting air quality at airports Emissions Background concentrations Meteorology Near field dispersion processes Chemical reactions

5 2) Features of ADMS-Airport

6 Features of ADMS-Airport An extension of ADMS-Urban Gaussian type model nested in regional trajectory model Includes chemical reaction scheme, meteorological preprocessor, Monin-Obukhov and mixed layer scaling for boundary layer structure Allowance for up to 65 sources: road (15, each with up to 5 vertices), point, line area and volume (15), grid sources (3) and up to 5 runway sources (exhaust modelled as moving jets) Other airport features Hour by hour time varying data Multi-segment line sources e.g. taxi ways GIS link displays line, volume and runway sources

7 Features: MODELLING EXHAUSTS AS MOVING JETS & THE IMPACT OF WAKE VORTICES Models engine exhausts as moving jet sources As the aircraft accelerates buoyancy and emissions increasingly spread along the runway the exhaust jet sees a faster ambient wind speed, this affects the plume rise The plume from the faster aircraft rises less than that from a slower aircraft Allows for the impact wake vortices may have on jet plume rise

8 Neutral met conditions, plume trajectory (z p ) (top), vertical spread (s z ) (middle) and z p - s z (bottom) Plume centreline height of the jet exhaust emitted at different points along the runway during takeoff The take-off roll starts at x = with the aircraft moving in the negative x-direction Plume centreline height Zp (m) Difference between plume centreline height and vertical plume spread (Zp - sigma-z) of the jet exhaust emitted at different points along the runway during take-off The take-off roll starts at x = with the aircraft moving in the negative x-direction X (m) Neutral conditions, 5m/s wind Release temperature degrees C 4 2 Vertical plume spread of the jet exhaust emitted at different points along the runway during take-off The take-off roll starts at x = with the aircraft moving in the negative x-direction Zp - sigma-z (m) Neutral conditions, 5m/s wind Release temperature degrees C X (m) sigma-z (m) Neutral conditions, 5m/s wind Release temperature degrees C X (m)

9 Local and Regional Scales Box model domain Main model domain First source Backgound monitoring site U Main model nested within large, area-wide trajectory model

10 3) Model performance and sensitivities: MODEL SET UP

11 Heathrow: METEOROLOGICAL DATA (knots) (m/s) Wind speed

12 Heathrow: EMISSION SOURCES Gridded sources for all of London Roads local to Heathrow from LAEI (London Atmospheric Emissions Inventory) and the Heathrow Inventory LTO: taxi-in, taxi-out, landing, approach, initial climb, climb out Other: APU, airside vehicles, car parks, taxi ranks modelled as area or volume sources

13 Grid sources from London Atmospheric Emissions Inventory Explicitly modelled road sources NOx (g/(km/s)) Kilometers

14 Taxi out

15 APU

16 Heathrow: MONITORING DATA PM from T5 works Hillingdon hospital LHR2 closest monitor Teddington M25 motorway Staines

17 Heathrow : BACKGROUND CONCENTRATIONS % Wicken Fen % Wicken Fen NO X NO 2 33 to 6 22 % % 184 to 4 Harwell to % 6 PM Harwell % % Rochester 4 to 184 % Rochester 33 to to 22 O 3 Lullington Heath % Lullington Heath % NO x as NO 2 (µg/m 3 ) NO 2 (µg/m 3 ) O 3 (µg/m 3 ) PM 1 ( g/m 3 ) Annual average Maximum hourly average th percentile Annual average Maximum hourly average th percentile Annual average Maximum hourly average th percentile Annual average Maximum hourly average 9.41 st percentile of 24 hour averages 98.8 th percentile of 24 hour averages

18 3) Model performance and sensitivities: ANALYSIS OF sensitivities: ANALYSIS OF RESULTS

19 Co oncentration in (ug/m3) NOx monitored NOx calculated NOx NO2 monitored NOx NO2 calculated LHR2 LHR5 LHR6 LHR8 LHR1 LHR11 LHR14 LHR15 LHR16 LHR17 Overall Mean NO X (dark blue and red) and NO 2 (yellow and light blue) monitored and calculated annual mean concentrations at the automatic monitoring sites

20 LHR2 Box and whisker plots for the ratio of (calculated/monitored) concentrations, NO X (top) and NO 2 (bottom)..1 LHR2 LHR5 LHR6 LHR8 LHR1 LHR11 LHR14 LHR15 LHR16 LHR17 22 NO 2 box and whisker plot 1 The lines indicate the 75 th, 5 th and 25 th percentiles and the lines extend from the 95 th to 5 th percentile LHR2 LHR5 LHR6 LHR8 LHR1 LHR11 LHR14 LHR15 LHR16 LHR17

21 Comparison of LHR2 monitored and calculated NO 2 15 Calculated Monitored 1 NO 2 (µg/m 3 ) 5 21-Jan-2 26-Jan-2 31-Jan-2 5-Feb-2 1-Feb-2 Detailed time series comparison of monitored (blue) and calculated (red) hourly concentrations at receptor LHR2. 2I Jan 22 mid February 22

22 LHR2 diurnal variation ADMS-Airport (solid line) compared with measured data (dotted line), different runway use Departure on 27 R Departure 27R (all wind speeds) No departure on 27 R No Departure 27R (all wind speeds) Measured ADMS 5 25 Measured ADMS : 5: 1: 15: 2: : 5: 1: 15: 2: Arrival 27R (all wind on speeds) 27R Measured ADMS : 5: 1: 15: 2:

23 Comparison of monitored and calculated NO 2 in mg/m 3 at LHR2 as a function of wind speed for the hours when 27R is operational (blue an red) and the hours when it is not operational (cream and pale blue) separately.

24 1 1 Measured v ADMS modelled Measured v Model 2-1 Measured LHR2-1 CERC predicted Measured v Model Polar plots of NO x at LHR2 with background concentrations subtracted. Radius: wind speed in m/s.

25 181 2 Base Case NOX No orthing (metres) Easting (metres)

26 Annual NOX due to aircraft and other airport sources (1km x 1km)

27 181 8 Base Case NO Norrthing (metres) Easting (metres)

28 Base Case ozone Northing (metres) Easting (metres)

29 Northing (metres) Easting (metres) PM1 due to -All sources (top left) -Airport and other airport sources (top right) -Road sources (bottom) Northing (metres) Northing (metres) Easting (metres) Easting (metres)

30 3) Mixed Mode and R3 Consultation

31 Scenarios for Mixed Mode and R3 2 runways operating in Segregated Mode 22 Base Case 21 SM 215 SM 2 runways operating in Mixed Mode 215 MM 3 runways; Segregated Mode on existing long runways & Mixed Mode on proposed short runway 22 R3 23 R3

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33 Page 41, Adding Capacity at Heathrow Airport: Consultation Document, Department for Transport, November 27

34 Predicted NO 2 concentrations 22 Base Case 21 SM 215 SM Northing (metres) Easting (metres) 215 MM 22 R3 23 R Northings (metres) Eastings (metres)

35 Conclusions Key factors affecting pollutant concentrations in the neighbourhood of airports include the following: Emissions including primary NO 2 Background concentrations e.g. O 3 Meteorology Near field dispersion processes, buoyancy of the aircraft exhausts Chemical reactions Heathrow Mixed Mode and R3 Consultation period over; DfT preparing response