Recent applications of ADMS-Airport - WestTransfile/Recent... · -1000 -500 0 500 1000 1500 X (m)...

Mark Jackson

APRIL Transport Group

17th June 2015 London

Recent applications of ADMS-Airport


Contents

•  ADMS-Airport –  Overview and features

•  Recent applications –  Air quality impact assessments –  ICAO CAEP studies –  Research including SNAQ project Heathrow Airport


ADMS-Airport

•  Comprehensive modelling tool for air quality management of airports –  Incorporates all features of ADMS-Urban –  Takes into account the whole range of relevant emission sources –  Moving jet sources for aircraft exhausts, capturing the effect of

movement in reducing effective buoyancy of the exhaust. Particularly important in near-field dispersion from take-off ground roll

–  Annual hourly profiles for detailed temporal variation •  Latest version is ADMS-Airport 3.4

–  EMIT 3.4 emissions inventory tool includes latest NAEI road traffic factors and aircraft engine factors from ICAO databank issue 20B


Project for Sustainable Development of Heathrow

•  In 2006 DfT expert panel on modelling reviewed modelling tools used for Heathrow and other airports in UK and elsewhere

•  Recommendation was that ADMS-Airport be used for future modelling at Heathrow

•  ADMS-Airport was used for modelling the proposed new runway and mixed-mode operation


Project Sustainable Development Heathrow (PSDH)

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Hour of the day

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D LHR2-LHR8 Measured D LHR2-LHR8 ModelledA LHR2-LHR8 MeasuredA LHR2-LHR8 Modelled

•  Monitoring site LHR2 is just north of eastern end of northern runway •  LHR2 records a strong signature from take-off when the northern runway is

operational with take-off to the west •  Chart compares modelled and measured NOx concentrations at LHR2 for

hours when there are take-offs to the west (D) and hours when there are landings to the west (A)

•  Diurnal variation as well as the difference between departures and arrivals is well captured by ADMS-Airport


Modelling exhaust as moving jets

Source

•  Conservation of mass, momentum, heat and species •  Modifications within ADMS-Airport

–  Allowance for movement of jet engine sources; reduces effective buoyancy

–  Allowance for impact of wake vortices on jet plume trajectory

Entrainment –  depends on relative motion and

ambient turbulence –  entrainment coefficients

Drag –  depends on velocity perpendicular

to plume axis –  drag coefficient


Schematic of Jet Engine

Input: jet model requires 1.  Effective exit velocity (or volume flow rate) – from mass

flow rate, thrust and fuel burn rate 2.  Temperature 3.  Effective exit diameter – derived from 1, 2


Neutral met conditions, plume trajectory (zp) (1st), vertical spread (σz) (2nd) and zp - σz (3rd)

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

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Neutral conditions, 5m/s windRelease temperature 232.4 degrees C

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

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sigm

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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

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ADMS-Airport Emissions Calculator

•  MATLAB-based tool that is available for use with ADMS-Airport (contact CERC for details)

•  Calculates main engine emissions during landing and take-off

•  Output –  Trajectory and emission profiles:

(time, horizontal distance, altitude, airspeed, net thrust, emissions, fuel burn)

–  ADMS-Airport input files (.air file and .hfc file)

Flight Performance Model (ECAC 29)

Calculation of: Fuel Flow (BADA) Emissions (BFFM2, FOA v3)

Performance Database (ANP)

Engine Emissions Databank (ICAO)

Air Traffic Movement Listing

Aircraft Trajectory Profiles

Aircraft Emissions Profiles


Applications of ADMS-Airport (1/2)

•  ICAO CAEP Models and Databases Group (MDG) –  ADMS-Airport is one of the approved models

•  The approved models create projections at all major airports worldwide that are used by the ICAO Assembly as the basis for decision making on environmental matters

•  ADMS-Airport Emissions Calculator is a flight-performance tool for main engine emissions that is used for MDG projections

•  MDG also conduct ad-hoc studies such as validation and model inter-comparison to maintain the quality of the decision support activity

–  Listed in the ICAO Airport Air Quality Manual as a typical model for the “advanced” and “sophisticated” approach


Applications of ADMS-Airport (2/2)

•  Air quality impact assessments –  Schiphol Airport

•  Study for Dutch Ministry of Transport, modelling of NO2 concentrations for 2010

–  Local Air Quality Management (LAQM) •  Air quality review and assessment for Hillingdon and Hounslow,

Spelthorne and Slough Borough Councils, 2010 - 2013 –  Airports Commission

•  Used for Gatwick and Heathrow Airport submissions, and Airports Commission Air Quality Local Assessment by Jacobs

•  Research & Development –  EC FP7 project TEAM_Play created a tool suite for policy

assessment, with studies of hypothetical policy changes. –  NERC-funded SNAQ project, led by University of Cambridge


Denver

•  Study for ICAO CAEP: impact of airport altitude on flight performance models used for emissions models for Local Air Quality modelling –  Denver International Airport – altitude 1600m –  Sea-level with ISA Standard Atmosphere –  Produced departure profiles of altitude, thrust and air speed –  For several aircraft including Airbus A318 and Boeing 737-300


Departure Profiles: Denver versus ISA sea-level

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ISA Altitude ISA Thrust Denver Altitude Denver Thrust ISA CAS Denver CAS

A318

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B737-300


SNAQ project – Heathrow Airport

•  See earlier presentation by University of Cambridge •  CERC’s role

–  Modelling using ADMS-Airport compared against output from University of Cambridge sensor network •  Hourly concentrations, identifying patterns in airport operations •  Short timescale modelling, identifying signature of individual aircraft

movements •  Verification against local authority / airport automatic monitoring

network –  Emissions data from Ricardo-AEA inventory and detailed aircraft

activity data –  Two modelling periods

•  6-month period (July to December 2012) •  2-week focus period (4th to 18th November 2012)


SNAQ: 6-month period

Total NO2 concentrations

Total NOx concentrations

SNAQ 17


SNAQ: Source apportionment (SNAQ 17) Total concentrations Runway Taxiing

NOx

Total NO2

Primary NO2

NOx

f-NO2 take-off = 4.5% f-NO2 taxiing = 37%


SNAQ: Individual aircraft movements

•  Study period identified in sensor data –  12th November 2012, 0600 – 0700 –  Take-offs from 27R (south-easterly wind)

Stable background

A318

A321 A320



•  Model as a series of jet sources along the runway •  Emissions characteristics of each jet source depends on

position along the runway

•  We know this works well when take-offs are averaged over an hour

•  How well does it compare to an individual take-off signature?



•  How can we model an individual take-off?

•  ADMS-Airport outputs hourly concentrations •  When modelling take-offs over an hour, emissions from take-

offs are spread over the hour –  Smaller emission rates than during take-off

•  Scale emissions up to the emission rate at take-off –  As though the plane was constantly taking off throughout the hour –  Should give a good estimate for peak concentration from take-off



•  How do the modelled values compare to the observed values?

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Take off time

Comparison of ADMS-Airport modelled take-off concentrations to sensor concentrations

Using detailed movements data

Sensor data Modelled data

A318

A321

A320


Summary

•  ADMS-Airport is a comprehensive tool for modelling air quality at airports –  Widely used for modelling airports –  Continues to be improved and updated –  Used in research projects and ICAO CAEP studies

•  SNAQ project is enhancing understanding of aircraft operations through high resolution monitoring and modelling –  Patterns in long-term concentrations can be explained by

differences in emissions from different aircraft modes –  Patterns in short-term concentrations show signatures of

individual aircraft –  Ongoing work: evaluating emission indices based on pollutant

ratios


ADMS-Airport

Thank you for listening! Any questions? Mark Jackson [email protected] cerc.co.uk/ADMS-Airport

Recent applications of ADMS-Airport - WestTransfile/Recent... · -1000 -500 0 500 1000 1500 X (m)...

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