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

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10

0

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8

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16

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28

32

36

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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

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8

12

16

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28

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36

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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

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44

48

52

56

60

-10 -8 -6 -4 -2 0 2 4 6 8 10

-10

-8

-6

-4

-2

0

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10

0

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8

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-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