developments in adms-airport and its applications to ...€¦ · • roads – local to heathrow...
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Developments inADMS-Airport and its Applications
to Heathrow Airport
David CarruthersDavid CarruthersCambridge Environmental Research ConsultantsCambridge Environmental Research Consultants
IAE (Institute of Aviation and the Environment)
Cambridge, June 23 2008
Contents
• Key Factors affecting AQ at Airports• Feature of ADMS-Airport• Model Performance and sensitivities• Heathrow Consultation – Mixed Mode • Heathrow Consultation – Mixed Mode
and R3
1) Key factors affectingair quality at airportsair quality at airports
Key factors affecting air quality at airports
• Emissions • Background concentrations• Meteorology• Near field dispersion processes• Near field dispersion processes• Chemical reactions
2) Features of ADMS-Airport2) Features of ADMS-Airport
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 structurescaling for boundary layer structure
• Allowance for up to 6500 sources: road (1500, each with up to 50 vertices), point, line area and volume (1500), grid sources (3000) and up to 500 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
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
Neutral met conditions, plume trajectory (zp) (top), vertical spread (sz) (middle) and zp - sz (bottom)
Plume centreline height of the jet exhaust emitted at different points along the runway during take-off
The take-off roll starts at x = 0 with the aircraft moving in the negative x-direction
0
20
40
60
80
100
120
140
160
-1000 -500 0 500 1000 1500
X (m)
Plu
me
cen
trel
ine
hei
gh
t Z
p (
m)
Neutral conditions, 5m/s windRelease temperature 232.4 degrees C
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 = 0 with the aircraft moving in the negative x-direction
0
20
40
Vertical plume spread of the jet exhaust emitted at different points along the runway during take-offThe take-off roll starts at x = 0 with the aircraft moving in the negative x-direction
0
20
40
60
80
100
120
140
160
180
-1000 -500 0 500 1000 1500
X (m)
sig
ma
-z (
m)
Neutral conditions, 5m/s windRelease temperature 232.4 degrees C
-120
-100
-80
-60
-40
-20
0
-1000 -500 0 500 1000 1500
X (m)
Zp
- s
igm
a-z
(m)
Neutral conditions, 5m/s windRelease temperature 232.4 degrees C
Local and Regional Scales
Main model domain
Box model domain
• Main model nested within large, area-wide trajectory model
Backgound monitoring site
First source
U
3) Model performance andsensitivities: MODEL SET UPsensitivities: MODEL SET UP
0° 10°20°
30°
40°
50°
60°
70°
80°280°
290°
300°
310°
320°
330°340°
350°
100
200
300
400
500
600
Heathrow: METEOROLOGICAL DATA
0
0
3
1.5
6
3.1
10
5.1
16
8.2
(knots)
(m/s)
Wind speed
90°
100°
110°
120°
130°
140°
150°160°
170°180°190°200°
210°
220°
230°
240°
250°
260°
270°
• Gridded sources for all of London• Roads – local to Heathrow from LAEI
(London Atmospheric Emissions Inventory) and the Heathrow Inventory
Heathrow: EMISSION SOURCES
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
Grid sources from London Atmospheric Emissions Inventory
NOx (g/(km/s))0 - 0.1150.115 - 0.2790.279 - 0.7930.793 - 1.5621.562 - 3.124
6 0 6 12 Kilometers
Explicitly modelled road sources
Taxiout
APU
Heathrow: MONITORING DATA
Hillingdon hospitalPM from T5 works
LHR2 closest monitor
Teddington
M25 motorway Staines
%
%
%
%
%Harwell Rochester
WickenFen
LullingtonHeath
4° to 184°184° to 4°%
%
%
%
%Harwell Rochester
WickenFen
LullingtonHeath
220°to
330°
330°to60°
60°to
135°135°
to220°
NOX
NO2
O3
PM10
Heathrow : BACKGROUND CONCENTRATIONS
2002
NOx as NO2 (µg/m3) Annual averageMaximum hourly average99.79th percentile
15215127
NO2 (µg/m3) Annual averageMaximum hourly average99.79th percentile
128462
O3 (µg/m3) Annual averageMaximum hourly average99.79th percentile
52188135
PM10 (g/m3) Annual averageMaximum hourly average90.41st percentile of 24 hour averages98.08th percentile of 24 hour averages
191243348
3) Model performance andsensitivities: ANALYSIS OF sensitivities: ANALYSIS OF RESULTS
50
100
150
200
250
Co
nc
en
tra
tio
n in
(u
g/m
3)
NOx monitored
NOx calculated
NOx monitored
NOx calculated
NO2
NO2
0
50
LHR2 LHR5 LHR6 LHR8 LHR10 LHR11 LHR14 LHR15 LHR16 LHR17 OverallMean
Co
nc
en
tra
tio
n in
(u
g/m
3)
NOX (dark blue and red) and NO2 (yellow and light blue) monitored and calculated annual mean calculated annual mean concentrations at the automatic monitoring sitesconcentrations at the automatic monitoring sites
0.01
0.1
1
10
100
LHR2 LHR5 LHR6 LHR8 LHR10 LHR11 LHR14 LHR15 LHR16 LHR17
2002 NO2 box and whisker plot
LHR2 “Box and whisker” plots for the ratio of (calculated/monitored) concentrations, NOX (top) and NO2 (bottom).
0.01
0.1
1
10
100
LHR2 LHR5 LHR6 LHR8 LHR10 LHR11 LHR14 LHR15 LHR16 LHR17
The lines indicate the 75th, 50th and 25th
percentiles and the lines extend from the 95th to 5th percentile.
Comparison of LHR2 monitored and calculated NO2
100
150
NO
2 (µ
g/m
3 )
Calculated
Monitored
0
50
21-Jan-02 26-Jan-02 31-Jan-02 05-Feb-02 10-Feb-02
Detailed time series comparison of monitored (blue) and calculated (red) hourly concentrations at receptor LHR2. 2I Jan 2002 – mid February 2002
Departure 27R (all wind speeds)
50
75
100
125
150
175
200
Measured
ADMS
No Departure 27R (all wind speeds)
50
75
100
125
150
175
200
Measured
LHR2 diurnal variation ADMS-Airport (solid line) compared with measured data (dotted line), different runway use
Departure on 27 R No departure on 27 R
0
25
00:00 05:00 10:00 15:00 20:00
ADMS
0
25
00:00 05:00 10:00 15:00 20:00
ADMS
Arrival 27R (all wind speeds)
0
25
50
75
100
125
150
175
200
00:00 05:00 10:00 15:00 20:00
Measured
ADMS
Arrival on 27R
Comparison of monitored and calculated NO2 in mg/m3 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.
-10 -8 -6 -4 -2 0 2 4 6 8 10
-10
-8
-6
-4
-2
0
2
4
6
8
10
0
4
8
12
16
20
24
28
32
36
40
44
48
52
56
60
64
68
72
76
80
Measured LHR2 CERC predicted
-10 -8 -6 -4 -2 0 2 4 6 8 10
-10
-8
-6
-4
-2
0
2
4
6
8
10
0
4
8
12
16
2024
28
32
36
40
44
48
52
56
60
6468
72
76
80
4
6
8
10
60
64
68
72
76
80
4
6
8
10
60
6468
72
76
80
Measured v ADMS modelled
Measured v Model 2
-10 -8 -6 -4 -2 0 2 4 6 8 10
-10
-8
-6
-4
-2
0
2
0
4
8
12
16
20
24
28
32
36
40
44
4852
56
60
-10 -8 -6 -4 -2 0 2 4 6 8 10
-10
-8
-6
-4
-2
0
2
0
4
8
12
16
20
2428
32
36
40
44
48
52
56
60
-10 -8 -6 -4 -2 0 2 4 6 8 10
-10
-8
-6
-4
-2
0
2
4
6
8
10
0
4
8
12
16
20
24
28
32
36
40
44
48
52
56
60
64
68
72
76
80
-10 -8 -6 -4 -2 0 2 4 6 8 10
-10
-8
-6
-4
-2
0
2
4
6
8
10
0
4
8
12
16
2024
28
32
36
40
44
48
52
56
60
6468
72
76
80
Polar plots of NOx at LHR2 with background concentrations subtracted. Radius: wind speed in m/s.
Measured v Model 3
176000
177000
178000
179000
180000
181000
orth
ing
(me
tres
)
40
50
75
100
125
150
175
200
BaseCaseNOX
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
Easting (metres)
173000
174000
175000
176000
No
1
2
5
10
20
30
0 2000 4000 6000 8000
Annual NOX due to aircraft and other airport sources (10km x 10km)
176000
177000
178000
179000
180000
181000
rth
ing
(met
res)
35
40
50
60
70
80BaseCaseNO2
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
Easting (metres)
173000
174000
175000
176000
Nor
0
10
20
30
35
0 2000 4000 6000 8000
176000
177000
178000
179000
180000
181000
Nor
thin
g(m
etre
s)
30
33
36
39
42
45
BaseCaseozone
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
Easting (metres)
173000
174000
175000
N
15
18
21
24
27
0 2000 4000 6000 8000
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
Easting (metres)
173000
174000
175000
176000
177000
178000
179000
180000
181000
No
rthi
ng(m
etre
s)
1
2
3
4
5
10
20
25
30
35
40
45
50
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
173000
174000
175000
176000
177000
178000
179000
180000
181000
Nor
thin
g(m
etre
s)
1
2
3
4
5
10
20
25
30
35
40
45
50
Easting (metres)
0 2000 4000 6000 8000
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
Easting (metres)
0 2000 4000 6000 8000
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
Easting (metres)
173000
174000
175000
176000
177000
178000
179000
180000
181000
Nor
thin
g(m
etr
es)
1
2
3
4
5
10
20
25
30
35
40
45
50
0 2000 4000 6000 8000
PM10 due to -All sources (top left)-Airport and other airport sources (top right)-Road sources (bottom)
3) Mixed Mode and R3ConsultationConsultation
Scenarios for Mixed Mode and R3
• 2 runways operating in “Segregated Mode” 2002 Base Case 2010 SM 2015 SM
• 2 runways operating in “Mixed Mode” 2015 MM 2015 MM
• 3 runways; “Segregated Mode” on existing long runways & “Mixed Mode” on proposed short runway 2020 R3 2030 R3
Page 41, “Adding Capacity at Heathrow Airport: Consultation Document”, Department for Transport, November 2007
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
173000
174000
175000
176000
177000
178000
179000
180000
181000
Nor
thin
g(m
etr
es)
2002 Base Case 2010 SM 2015 SM
Predicted NO2 concentrations
Easting (metres)
503000 504000 505000 506000 507000 508000 509000 510000 511000 512000
Eastings (metres)
173000
174000
175000
176000
177000
178000
179000
180000
181000
Nor
thin
gs(m
etre
s)
2015 MM 2020 R3 2030 R3
Conclusions
Key factors affecting pollutant concentrations in the neighbourhood of airports include the following:
• Emissions including primary NO2
• Background concentrations e.g. O3
• Meteorology• Meteorology• Near field dispersion processes, buoyancy of the aircraft exhausts• Chemical reactions
Heathrow Mixed Mode and R3 – Consultation period over; DfT preparing response