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| Titel |
A plume-in-grid approach to characterize air quality impacts of aircraft emissions at the Hartsfield–Jackson Atlanta International Airport |
| VerfasserIn |
J. Rissman, S. Arunachalam, M. Woody, J. J. West, T. BenDor, F. S. Binkowski |
| Medientyp |
Artikel
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| Sprache |
Englisch
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| ISSN |
1680-7316
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| Digitales Dokument |
URL |
| Erschienen |
In: Atmospheric Chemistry and Physics ; 13, no. 18 ; Nr. 13, no. 18 (2013-09-16), S.9285-9302 |
| Datensatznummer |
250085700
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| Publikation (Nr.) |
 copernicus.org/acp-13-9285-2013.pdf |
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| Zusammenfassung |
| This study examined the impacts of aircraft emissions during the landing and
takeoff cycle on PM2.5 concentrations during the months of June and July
2002 at the Hartsfield–Jackson Atlanta International Airport. Primary and
secondary pollutants were modeled using the Advanced Modeling System for
Transport, Emissions, Reactions, and Deposition of Atmospheric Matter
(AMSTERDAM). AMSTERDAM is a modified version of the Community Multiscale Air
Quality (CMAQ) model that incorporates a plume-in-grid process to simulate
emissions sources of interest at a finer scale than can be achieved using
CMAQ's model grid. Three fundamental issues were investigated: the effects of
aircraft on PM2.5 concentrations throughout northern Georgia, the
differences resulting from use of AMSTERDAM's plume-in-grid process rather
than a traditional CMAQ simulation, and the concentrations observed in
aircraft plumes at subgrid scales. Comparison of model results with an air
quality monitor located in the vicinity of the airport found that normalized
mean bias ranges from −77.5% to 6.2% and normalized mean error ranges
from 40.4% to 77.5%, varying by species. Aircraft influence average
PM2.5 concentrations by up to 0.232 μg m−3 near the
airport and by 0.001–0.007 μg m−3 throughout the Atlanta
metro area. The plume-in-grid process increases concentrations of secondary
PM pollutants by 0.005–0.020 μg m−3 (compared to the
traditional grid-based treatment) but reduces the concentration of
non-reactive primary PM pollutants by up to 0.010 μg m−3,
with changes concentrated near the airport. Examination of subgrid-scale
results indicates that median aircraft contribution to grid cells is higher
than median puff concentration in the airport's grid cell and outside of a
20 km × 20 km square area centered on the airport, while in a
12 km × 12 km square ring centered on the airport, puffs have
median concentrations over an order of magnitude higher than aircraft
contribution to the grid cells. Maximum puff impacts are seen within the
12 km × 12 km ring, not in the airport's own grid cell, while
maximum grid cell impacts occur within the airport's grid cell. Twenty-one
(21)% of all aircraft-related puffs from the Atlanta airport have at least
0.1 μg m−3 PM2.5 concentrations. Near the airport,
median daily puff concentrations vary between 0.017 and
0.134 μg m−3 (0.05 and 0.35 μg m−3 at ground
level), while maximum daily puff concentrations vary between 6.1 and
42.1 μg m−3 (7.5 and 42.1 μg m−3 at ground
level) during the 2-month period. In contrast, median daily aircraft
contribution to grid concentrations varies between 0.015 and
0.091 μg m−3 (0.09 and 0.40 μg m−3 at ground
level), while the maximum varies between 0.75 and 2.55 μg m−3
(0.75 and 2.0 μg m−3 at ground level). Future researchers may
consider using a plume-in-grid process, such as the one used here, to
understand the impacts of aircraft emissions at other airports, for proposed
future airports, for airport expansion projects under various future
scenarios, and for other national-scale studies specifically when the maximum
impacts at fine scales are of interest. |
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