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首页> 外文期刊>Atmospheric chemistry and physics >A plume-in-grid approach to characterize air quality impacts of aircraft emissions at the Hartsfield–Jackson Atlanta International Airport
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A plume-in-grid approach to characterize air quality impacts of aircraft emissions at the Hartsfield–Jackson Atlanta International Airport

机译：在哈茨菲尔德-杰克逊·亚特兰大国际机场，采用网格法研究飞机排放对空气质量的影响

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This study examined the impacts of aircraft emissions during the landing andtakeoff cycle on PM2.5 concentrations during the months of June and July2002 at the Hartsfield–Jackson Atlanta International Airport. Primary andsecondary pollutants were modeled using the Advanced Modeling System forTransport, Emissions, Reactions, and Deposition of Atmospheric Matter(AMSTERDAM). AMSTERDAM is a modified version of the Community Multiscale AirQuality (CMAQ) model that incorporates a plume-in-grid process to simulateemissions sources of interest at a finer scale than can be achieved usingCMAQ's model grid. Three fundamental issues were investigated: the effects ofaircraft on PM2.5 concentrations throughout northern Georgia, thedifferences resulting from use of AMSTERDAM's plume-in-grid process ratherthan a traditional CMAQ simulation, and the concentrations observed inaircraft plumes at subgrid scales. Comparison of model results with an airquality monitor located in the vicinity of the airport found that normalizedmean bias ranges from ?77.5% to 6.2% and normalized mean error rangesfrom 40.4% to 77.5%, varying by species. Aircraft influence averagePM2.5 concentrations by up to 0.232 μg m?3 near theairport and by 0.001–0.007 μg m?3 throughout the Atlantametro area. The plume-in-grid process increases concentrations of secondaryPM pollutants by 0.005–0.020 μg m?3 (compared to thetraditional grid-based treatment) but reduces the concentration ofnon-reactive primary PM pollutants by up to 0.010 μg m?3,with changes concentrated near the airport. Examination of subgrid-scaleresults indicates that median aircraft contribution to grid cells is higherthan median puff concentration in the airport's grid cell and outside of a20 km × 20 km square area centered on the airport, while in a12 km × 12 km square ring centered on the airport, puffs havemedian concentrations over an order of magnitude higher than aircraftcontribution to the grid cells. Maximum puff impacts are seen within the12 km × 12 km ring, not in the airport's own grid cell, whilemaximum grid cell impacts occur within the airport's grid cell. Twenty-one(21)% of all aircraft-related puffs from the Atlanta airport have at least0.1 μg m?3 PM2.5 concentrations. Near the airport,median daily puff concentrations vary between 0.017 and0.134 μg m?3 (0.05 and 0.35 μg m?3 at groundlevel), while maximum daily puff concentrations vary between 6.1 and42.1 μg m?3 (7.5 and 42.1 μg m?3 at groundlevel) during the 2-month period. In contrast, median daily aircraftcontribution to grid concentrations varies between 0.015 and0.091 μg m?3 (0.09 and 0.40 μg m?3 at groundlevel), 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 mayconsider using a plume-in-grid process, such as the one used here, tounderstand the impacts of aircraft emissions at other airports, for proposedfuture airports, for airport expansion projects under various futurescenarios, and for other national-scale studies specifically when the maximumimpacts at fine scales are of interest.
机译：这项研究检查了2002年6月和2002年7月在哈兹菲尔德－杰克逊亚特兰大国际机场着陆和起飞周期飞机排放物对PM 2.5 浓度的影响。使用先进的交通，排放，反应和大气物质沉积建模系统（AMSTERDAM）对主要和次要污染物进行建模。阿姆斯特丹是社区多尺度空气质量（CMAQ）模型的修改版本，该模型合并了网格羽化过程，以比使用CMAQ模型网格所能达到的更精细的尺度模拟感兴趣的排放源。调查了三个基本问题：飞机对佐治亚州北部整个PM 2.5 浓度的影响，使用AMSTERDAM的网状羽流方法（而不是传统的CMAQ模拟）导致的差异以及在子网状观测到的飞机羽流浓度秤。将模型结果与位于机场附近的空气质量监测器进行比较，发现归一化平均偏差范围为？77.5％至6.2％，归一化平均误差范围为40.4％至77.5％，视物种而异。飞机在机场附近对平均PM 2.5 浓度的影响最大为0.232μgm ？3 ，在整个亚特兰大都会区则为0.001-0.007μgm ？3 。网格状羽化过程将二次PM污染物的浓度提高了0.005-0.020μgm ？3 （与传统的基于网格的处理相比），但将非反应性PM的污染物浓度降低了0.010 μgm ？3 ，变化集中在机场附近。亚网格规模结果的检验表明，飞机对网格单元的中值贡献高于机场网格中和以机场为中心的a 20 km×20 km正方形区域以外的中值浓度，而在以机场为中心的a 12 km×12 km正方形环中。在机场，粉扑的中位浓度比飞机对网格单元的贡献高出一个数量级。在12 km×12 km的环圈内可以看到最大的抽吸冲击，而不是在机场自己的网格中，而在机场的网格内部则可以看到最大的网格冲击。来自亚特兰大机场的所有与飞机相关的抽吸中，有二十一（21）％的空气中m ？3 PM 2.5 的浓度至少为0.1μg。在机场附近，每天的平均粉扑浓度在0.017和0.134μgm ？3 之间变化（在地面水平为0.05和0.35μgm ？3 ），而最大的每日粉扑浓度在变化在两个月的时间里介于6.1和42.1μgm ？3 之间（在地面水平为7.5和42.1μgm ？3 ）。相比之下，每日飞机对网格浓度的贡献在0.015至0.091μgm ？3 之间变化（在地面水平为0.09至0.40μgm ？3 ），而最大值在0.75和2.55μgm ？3 （在地面水平为0.75和2.0μgm ？3 ）。未来的研究人员可能会考虑使用“网格化”流程（例如此处使用的流程）来了解飞机排放对其他机场，拟议的未来机场，各种未来情况下的机场扩建项目的影响，以及其他专门针对何时进行的国家级研究细微尺度上的最大影响是令人感兴趣的。

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