Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX)

The emissions from a Garrett-AiResearch (now Honeywell) Model GTCP85-98CK auxiliary power unit (APU) were determined as part of the National Aeronautics and Space Administration's (NASA's) Alternative Aviation Fuel Experiment (AAFEX) using both JP-8 and a coal-derived Fischer Tropsch fuel (FT-2). Measurements were conducted by multiple research organizations for sulfur dioxide (SO2, total hydrocarbons (THC), carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NOx), speciated gas-phase emissions, particulate matter (PM) mass and number, black carbon, and speciated PM. In addition, particle size distribution (PSD), number-based geometric mean particle diameter (GMD), and smoke number were also determined from the data collected. The results of the research showed PM mass emission indices (EIs) in the range of 20 to 700 mg/kg fuel and PM number EIs ranging from 0.5 x 10(15) to 5 x 10(15) particles/kg fuel depending on engine load and fuel type. In addition, significant reductions in both the SO2 and PM EIs were observed for the use of the FT fuel. These reductions were on the order of approximately 90% for SO2 and particle mass EIs and approximately 60% for the particle number EI, with similar decreases observed for black carbon. Also, the size of the particles generated by JP-8 combustion are noticeably larger than those emitted by the APU burning the FT fuel with the geometric mean diameters ranging from 20 to 50 nm depending on engine load and fuel type. Finally, both particle-bound sulfate and organics were reduced during FT-2 combustion. The PM sulfate was reduced by nearly 100% due to lack of sulfur in the fuel, with the PM organics reduced by a factor of approximately 5 as compared with JP-8.     

Trends in atmospheric reactive nitrogen for the Eastern United States

Reactive nitrogen can travel far from emission sources and impact sensitive ecosystems. From 2002 to 2006, policy actions have led to decreases in NO(x) emissions from power plants and motor vehicles. In this study, atmospheric chemical transport modeling demonstrates that these emissions reductions have led to a downward trend in ambient measurements of transported reactive nitrogen, especially atmospheric concentrations and wet deposition of nitrate. The trend in reduced nitrogen, namely ammonium, is ambiguous. As reduced nitrogen becomes a larger fraction of the reactive nitrogen budget, wide-spread NH(3) measurements and improved NH(3) emissions assessments are a critical need.     

Physical characterization of the fine particle emissions from commercial aircraft engines during the Aircraft Particle Emissions eXperiment (APEX) 1–3

The fine particulate matter (PM) emissions from nine commercial aircraft engine models were determined by plume sampling during the three field campaigns of the Aircraft Particle Emissions Experiment (APEX). Ground-based measurements were made primarily at 30 m behind the engine for PM mass and number concentration, particle size distribution, and total volatile matter using both time-integrated and continuous sampling techniques. The experimental results showed a PM mass emission index (EI) ranging from 10 to 550 mg kg^?1 fuel depending on engine type and test parameters as well as a characteristic U-shaped curve of the mass EI with increasing fuel flow for the turbofan engines tested. Also, the Teflon filter sampling indicated that ～40–80% of the total PM mass on a test-average basis was comprised of volatile matter (sulfur and organics) for most engines sampled. The number EIs, on the other hand, varied from ～10¹⁵ to 10¹⁷ particles kg^?1 fuel with the turbofan engines exhibiting a logarithmic decay with increasing fuel flow. Finally, the particle size distributions of the emissions exhibited a single primary mode that were lognormally distributed with a minor accumulation mode also observed at higher powers for all engines tested. The geometric (number) mean particle diameter ranged from 9.4 to 37 nm and the geometric standard deviation ranged from 1.3 to 2.3 depending on engine type, fuel flow, and test conditions.     

Design and demonstration of a next-generation air quality attainment assessment system for PM2.5 and O3

Due to the increasingly stringent standards, it is important to assess whether the proposed emission reduction will result in ambient concentrations that meet the standards. The Software for Model Attainment Test—Community Edition (SMAT-CE) is developed for demonstrating attainment of air quality standards of O₃ and PM_2.5. SMAT-CE improves computational efficiency and provides a number of advanced visualization and analytical functionalities on an integrated GIS platform. SMAT-CE incorporates historical measurements of air quality parameters and simulated air pollutant concentrations under a number of emission inventory scenarios to project the level of compliance to air quality standards in a targeted future year. An application case study of the software based on the U.S. National Ambient Air Quality Standards (NAAQS) shows that SMAT-CE is capable of demonstrating the air quality attainment of annual PM_2.5 and 8-hour O₃ for a proposed emission control policy.     

Design and demonstration of a next-generation air quality attainment assessment system for PM2.5 and O3

Due to the increasingly stringent standards, it is important to assess whether the proposed emission reduction will result in ambient concentrations that meet the standards. The Software for Model Attainment Test—Community Edition (SMAT-CE) is developed for demonstrating attainment of air quality standards of O₃ and PM_2.5. SMAT-CE improves computational efficiency and provides a number of advanced visualization and analytical functionalities on an integrated GIS platform. SMAT-CE incorporates historical measurements of air quality parameters and simulated air pollutant concentrations under a number of emission inventory scenarios to project the level of compliance to air quality standards in a targeted future year. An application case study of the software based on the U.S. National Ambient Air Quality Standards (NAAQS) shows that SMAT-CE is capable of demonstrating the air quality attainment of annual PM_2.5 and 8-hour O₃ for a proposed emission control policy.     

Development and case study of a science-based software platform to support policy making on air quality

This article describes the development and implementations of a novel software platform that supports real-time, science-based policy making on air quality through a user-friendly interface. The software, RSM-VAT, uses a response surface modeling (RSM) methodology and serves as a visualization and analysis tool (VAT) for three-dimensional air quality data obtained by atmospheric models. The software features a number of powerful and intuitive data visualization functions for illustrating the complex nonlinear relationship between emission reductions and air quality benefits. The case study of contiguous U.S. demonstrates that the enhanced RSM-VAT is capable of reproducing the air quality model results with Normalized Mean Bias < 2% and assisting in air quality policy making in near real time.     

Spatial and temporal variability of ambient air toxics data

This paper summarizes information on the spatial and temporal variability of selected air toxics pollutants collected on a national basis primarily for a period encompassing 1990-2003. Spatial information on pollutant concentrations is characterized in terms of within-city and between-city variability. Temporal information is summarized as diurnal and seasonal variability and in multiyear trends. The information on variability is presented in the framework of a larger need for systematic documentation of information on air toxics pollutants to assess progress in air pollution control programs.     

A wind tunnel study of the effect of roadway configurations on the dispersion of traffic-related pollution

In this paper we examine the effect of different roadway configurations, including noise barriers and roadway elevation or depression relative to the surrounding terrain, on the dispersion of traffic-related pollutants for winds perpendicular to the roadway. A wind tunnel experiment modeling 12 different configurations was performed to study the flow fields and the concentration distributions resulting from emissions from a simulated six-lane highway. All of the configurations examined here reduced the downwind ground-level concentrations relative to that for a flat, unobstructed roadway; however, the degree to which the concentrations were reduced varied widely depending on the particular situation.Ground-level concentration data from the cases considered in this research indicate that a constant entrainment velocity can be used over the region beginning downwind of any initial disturbance to the flow resulting from the roadway configuration (e.g., a recirculation region behind a noise barrier) and extending at least to the end of our measurements. For example, for the case of a single noise barrier on the downwind side of the road, this region extends from approximately four barrier heights downwind of the roadway to 40 barrier heights. It was also found that the virtual origin concept is useful in describing the initial mixing created by the particular roadway configuration. To effectively model the influence of the roadway configuration on the dispersion, a combination of a virtual origin and an entrainment velocity may be effective. The magnitude of the virtual origin shift appears to depend on the particular roadway configuration, while the entrainment velocity appears to be a function of the friction velocity and the roadway geometry. These results suggest that road configuration must be taken into account in modeling near-road air quality.     

Traffic and meteorological impacts on near-road air quality: summary of methods and trends from the Raleigh Near-Road Study

A growing number of epidemiological studies conducted worldwide suggest an increase in the occurrence of adverse health effects in populations living, working, or going to school near major roadways. A study was designed to assess traffic emissions impacts on air quality and particle toxicity near a heavily traveled highway. In an attempt to describe the complex mixture of pollutants and atmospheric transport mechanisms affecting pollutant dispersion in this near-highway environment, several real-time and time-integrated sampling devices measured air quality concentrations at multiple distances and heights from the road. Pollutants analyzed included U.S. Environmental Protection Agency (EPA)-regulated gases, particulate matter (coarse, fine, and ultrafine), and air toxics. Pollutant measurements were synchronized with real-time traffic and meteorological monitoring devices to provide continuous and integrated assessments of the variation of near-road air pollutant concentrations and particle toxicity with changing traffic and environmental conditions, as well as distance from the road. Measurement results demonstrated the temporal and spatial impact of traffic emissions on near-road air quality. The distribution of mobile source emitted gas and particulate pollutants under all wind and traffic conditions indicated a higher proportion of elevated concentrations near the road, suggesting elevated exposures for populations spending significant amounts of time in this microenvironment. Diurnal variations in pollutant concentrations also demonstrated the impact of traffic activity and meteorology on near-road air quality. Time-resolved measurements of multiple pollutants demonstrated that traffic emissions produced a complex mixture of criteria and air toxic pollutants in this microenvironment. These results provide a foundation for future assessments of these data to identify the relationship of traffic activity and meteorology on air quality concentrations and population exposures.