department of environmental science aarhus university emissions from aircraft and handling equipment...
TRANSCRIPT
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DEPARTMENT OF ENVIRONMENTAL SCIENCEAARHUS UNIVERSITY
Emissions from Aircraft and Handling Equipment in Copenhagen Airport
19th International Transport and Air Pollution conference
November 26-27, 2012
Thessaloniki, Greece
M. Winther, U. Kousgaard, T. Ellermann, M. Ketzel, P. Løfstrøm, A. Massling, J.K. Nøjgaard Department of Environmental Science, Aarhus University
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
Introduction
› Arising from the concern of airport workers health, a
detailed investigation of the air pollution in
Copenhagen Airport has been conducted in 2009-2011.
› Main focus was the airport apron area where handling
occurs.
› The airport study as such comprises a detailed baseline
emission inventory as well as subsequent dispersion
modeling of the air quality (Ellermann et al., 2011).
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
Introduction
› This presentation explains the detailed baseline emission
inventory for aircraft main engines, auxiliary power units
(APU) and handling equipment.
› Total emission results of CO, HC, NOx and PM will shown for the
apron area in focus and the airport as a whole.
› PM results for the apron (5m x 5m) will also be shown suited
for the further dispersion modelling work.
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
Disposition
› Activity data - and digitization› Aircraft movements› APU (Auxiliary Power Unit)› Main engine start-up› Handling equipment› Road transport vehicles
› Emission factors
› Calculation method
› Results
› Conclusions
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviserDigitization – aircraft movements
Aircraft movements digitized from airport data: Flight operation (Start/landing) and time,
lane (04L+04R, 22L+22R, 12, 30), taxi way, gate no., on/off-block time
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviserDigitization – APU, push-back and main engine start-
up
• APU (arrival, start-up, boarding):
Gate no., On/Off-block time.
• APU and push-back along the
green/red lines (5 km/h).
• APU and main engine start-up by
the start-up mark (red dot; e.g.
P).
APU condition → Arrival APU Start Boarding During push-back Main engine start
APU load → Normal Start-up Normal Normal High
2 engine aircraft 300 s 180 s 216 s Calculated 35 s
4 engine aircraft 300 s 180 s 318 s Calculated 140 s Source: ICAO Airport Air Quality Guidance Manual (doc. 9889)
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
•Aircraft are grouped into four size categories (B-E).
•Arrival: Handling starts immediately after on-block at the gate.
•Departure: Handling ends immediately before off-block at the gate.
•Handling equipment list from the handling companies: Fuel type, engine size, emission stage/year.
Arrival Departure
Aircraft category → B C D E B C D E
Handling period (min) → 15 20 30 40 15 20 30 40
Equipment type Working time (min) Working time (min) Load factor
Baggage truck 9 10 15 25 9 10 15 25 0.15
Conveyor belt 10 20 20 20 10 20 20 20 0.15
Push-back at gate 0 0 0 0 10 10 10 10 0.15
Push-back moving 0 0 0 0 0 0 0 0 0.75
Container loader 0 15 27.5 35 0 15 27.5 35 0.45
Container transporter 0 15 27.5 35 0 15 27.5 35 0.35
Fuel (dispenser truck) 10 15 30 50a 0 0 0 0 0.1
Fuel (refuelling truck) 10 15 30 50a 0 0 0 0 0.1
Cleaning highloader 0 0 10 15 0 0 10 15 0.45
Cargo/Post tractor 0 5 5 5 0 5 5 5 0.15
Toilet truck 0 0 0 0 0 10 20 20 0.25
Catering B/C/D/E 1 3 5 5 0 0 0 0 0.1/0.2/0.22/0.22
Water truck 0 0 0 0 0 7,5 15 15 0,25
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
Digitization - handling
› Handling occur on the right side of the aircraft. Area: Aircraft x
wing length
› The working time is increased to cover the full handling period
(handling table); emission rates are decreased correspondingly
› An exception for push-back; 10 mins before off-block, and
movement towards the engine start up mark
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviserEmission factors – aircraft main
engines
› Main engines: flyID (airport) → engineID (global database)
› NOx, CO, HC (g/kg fuel), smoke no., fuel (kg/s):
Idle, take off› Jet engines: ICAO engine exhaust emission database› Turbo props (TP): FOI Sweden emission database
› Particulate matter (PM): ICAO’s FOA3.0 method (jets), and from a Swiss survey (TP)› PM mass depends on smoke number, fuel sulphur and HC
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviserEmission factors – aircraft
APU
› APU› NOx, CO, HC and PM (kg/h): ICAO (air quality manual,
doc. 9889)› Fuel (kg/h): Lasport (German air quality model for
airports)› New/older aircraft types and seating capacity
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviserEmission factors – handling
equipment
Fuel type Legislation Emission level Diesel Non road <1981 Diesel Non road 1981-1990 Diesel Non road 1991-Stage I Diesel Non road Stage I Diesel Non road Stage II Diesel Non road Stage IIIA Diesel Non road Stage IIIB Diesel Non road Stage IV Diesel Road Euro 0 Diesel Road Euro I Diesel Road Euro II Diesel Road Euro III Diesel Road Euro IV Diesel Road Euro V Gasoline Road ECE 15/00-01 (> 2l.) Gasoline Road Euro 1 (> 2l.)
•Non road diesel: Split into emission levels and kW sizes according to EU emission directives.
•Non road emission data: EMEP/EEA guidebook.
•Road diesel: EU emission limits for Euro 0-V are used directly (Test cycle, ESC).
•Gasoline (baggage truck): Old ones ~ gasoline cars from 1970’s. New ones ~ Euro 1 cars.
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
Calculation method
∆E = Emission/fuel consumption (g) for cell = i and time = tER = Emission/fuel consumption rate (g/s) for ME, APU, ME start up and handling gear∆t = Time duration for the activity in cell = it = Time of the day (sec.)
),(),( ittERitE
› The emissions are calculated as the product of the
emission rate (g/s) and time duration spend in cell i, for
the activity:
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
PM – handling activities
•The emission contributions from handling are clearly visible on the right side of the aircraft.
•The emission trails from push-back tractors are visible by the most inner part of the gates, and during the movement towards the main engine start-up marks.
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
PM – APU activities
•APU emissions are visible at the gates, during push-back to ME start-up marks, and during ME start-up.
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
PM – Main engines
•The map clearly depicts the ME emissions from the start-up marks, on the taxi ways towards the runways, and close to the gates moving into aircraft parking position.
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
PM – all sources
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
• Inner apron: NOx and PM emission shares are significantly high for handling and APU.
• Handling: High fuel related emission factors for the diesel fueled handling equipment.
• APU: Somewhat lower emission factors, but large fuel consumption.
• ME: NOx and PM emissions are small due to the very small emission factors during taxiing.
• ME: Large amounts of HC and CO while taxiing and during engine start-up due to poor combustion.
• Total airport: ME HC and CO emissions are high. During take off the emissions of NOx are high due to the high engine combustion temperature.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
HC CO NOx PM Fuel
Apron emission distribution - Copenhagen Airport
Main engines
Handling
APU
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
HC CO NOx PM Fuel
Total emission distribution - Copenhagen Airport
Main engines
Handling
APU
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
•JP sulphur content = 942 ppm, according to information from airport refueling services.
•The calculated PM emissions from main engines decrease by more than 50 %, in the case of zero sulphur in the jet fuel.
•APU: Most likely the PM emissions will be significantly reduced in this case also.
•Emissions from road transport vehicles (traffic counts, five zones) are rather insignificant.
0
2
4
6
8
10
12
14
16
18
Road transport APU Handling Main enginesS: 942 ppm
Main enginesS: 0 ppm
kg
Total PM emissions/day - Copenhagen Airport
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
NOx
emissions/day
Predominantly
use of lane 22
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
Conclusions
› A detailed 5x5 m airport emission inventory has been made, and
emission results are explained by the size of emf. and fuel
consumption (activity data).
› On the airport apron, handling is the largest emission source of NOx
(63 %) and PM (51 %). APU emissions (NOx: 25 %, PM: 45 %) are also
considerable. ME emissions of NOx (11 %) and especially PM (4 %) are
small.
› Conversely, on the apron, ME is the largest source of HC (63 %) and
CO (44 %). For the whole airport, ME becomes the largest emission
source for all pollutants.
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
Conclusions
› The calculated PM emissions from main engines decrease by more than
50 %, in the case of zero sulphur in the jet fuel.
› APU: Most likely the PM emissions will be significantly reduced in this
case also.
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
References
› Ellermann, T., Massling, A., Løfstrøm, P, Winther, M., Nøjgaard, J. K. & Ketzel. M.. 2011: Investigation
of air pollution at the apron at Copenhagen airport in relation to working environment (Danish with
English summary) DCE - Danish Centre for Environment and Energy, Aarhus University. 148 p. – DCE
report no. 5. http://www.dmu.dk/Pub/TR5.pdf
› Løfstrøm, P., Ketzel, M., Winther, M., Kousgaard, U., Christensen, J., Geels, C., Massling, A.,
Nøjgaard, J.K., Ellerman, T. 2012: AIR POLLUTION LEVELS AT COPENHAGEN AIRPORT ESTIMATED BY
MEASUREMENTS AND NESTED REGIONAL EULERIAN, LOCAL GAUSSIAN PLUME AND CFD MODELS, 5 p.,
14th Conference on Harmonisation within Atmospheric Dispersion Modelling for Regulatory Purposes
– 2-6 October 2011, Kos, Greece.
›
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviser
Thank you for your attention!
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NATIONAL ENVIRONMENTAL RESEARCH INSTITUTEAARHUS UNIVERSITY 27. november 2012Morten Winther Senior adviserAktivitetsdata – kørende
trafik
› Trafiktællinger/15 min intervaller fra CPH (kamera):› Hilton› Busterminal v. T2› Drop off v. T3› Finger B-C› Check Øst
› Køretøjskategorier› Personbiler, varebiler/minibus, busser
(rute/turist), bagagevogne
› Strækninger opmålt på kort
› Antagelser vedr. tomgang og kørehastighed