Detection of fault lineaments of the Zagros fold-thrust belt based on Landsat imagery interpretation and their spatial relationship with Hormoz Series salt dome locations using GIS analysis

In the Zagros structural zone of Iran, there is a broad range of emergent salt domes, a unique morphology in the world that is developed in tectonic environment. In the Zagros fold-thrust belt, emergent salt domes exhibit linear patterns. Such trends appear to be related to linear structural features that are observable by Landsat imagery. Detection of fault lineaments and their spatial relationship with salt dome locations from statistics point of view have been the concerns of this study. Based on the remote sensing analyses, horizontal displacements of parts of folded structures and distribution of Hormuz series salt domes, 34 fault lineaments were detected. A statistical method called the weight of evidence method is used to determine the relationship between salt dome locations and fault lineament trends. For this purpose, a map of the fault lineaments and a map of the salt dome centers were converted to raster model and some buffers were extracted around the fault lineaments; then, the spatial relationship between the salt domes and fault lineaments were quantified using weights of evidence method. Results indicate that the salt domes are associated spatially with the fault lineaments within lateral distances of 1 km. Weights of evidence method shows that the fault lineaments related to tectonics of the region could be the most important factor in emplacement of the salt domes in the study area

Detection of fault lineaments of the Zagros fold-thrust belt based on Landsat imagery interpretation and their spatial relationship with Hormoz Series salt dome locations using GIS analysis

In the Zagros structural zone of Iran, there is a broad range of emergent salt domes, a unique morphology in the world that is developed in tectonic environment. In the Zagros fold-thrust belt, emergent salt domes exhibit linear patterns. Such trends appear to be related to linear structural features that are observable by Landsat imagery. Detection of fault lineaments and their spatial relationship with salt dome locations from statistics point of view have been the concerns of this study. Based on the remote sensing analyses, horizontal displacements of parts of folded structures and distribution of Hormuz series salt domes, 34 fault lineaments were detected. A statistical method called the weight of evidence method is used to determine the relationship between salt dome locations and fault lineament trends. For this purpose, a map of the fault lineaments and a map of the salt dome centers were converted to raster model and some buffers were extracted around the fault lineaments; then, the spatial relationship between the salt domes and fault lineaments were quantified using weights of evidence method. Results indicate that the salt domes are associated spatially with the fault lineaments within lateral distances of 1 km. Weights of evidence method shows that the fault lineaments related to tectonics of the region could be the most important factor in emplacement of the salt domes in the study area

Size, effective density, morphology, and nano-structure of soot particles generated from buoyant turbulent diffusion flames

With a global gas flaring volume of ∼140 billion cubic meters, flares are an important source of particulate emissions; however, very little is known about the physical and morphological properties of these particle emissions. To study these properties, a laboratory pipe flare producing a buoyant turbulent diffusion flame was used which allowed controlled experiments on flames up to ∼3 m tall. Three flare diameters (38.1, 50.8, and 76.2 mm) were used in this study with fuel exit velocities of 0.5, 0.9, and 1.5 m/s. ‘Light’ ‘medium’ and ‘heavy’ fuel compositions (consisting of C1 to C4 alkanes, carbon dioxide, and nitrogen in concentration representative of flares in the Alberta, Canada upstream oil and gas sector) were used, where heavier compositions refer to a greater concentration of higher order alkanes. Size distributions of soot particles were measured using a scanning mobility particle sizer. Mass-mobility relationship and effective density of particles were determined using a tandem arrangement of a differential mobility analyzer, a centrifugal particle mass analyzer and a condensation particle counter. Morphology and nano-structure of the particles were studied using transmission electron microscopy and Raman spectroscopy, respectively. Results showed that the particle median diameter and concentration increased as the fuel composition was changed from light to medium to heavy. On the other hand, particle morphology, measured by the relationships between particle mass vs. mobility (or effective density) and primary particle size vs. particle aggregate size, was independent of fuel composition, flow rate, or flare size and was in good agreement with previously reported values for that of soot particles from different internal combustion engines. Previously developed relations between effective density and primary particle size work well for the soot particles of this study. Raman spectroscopy indicated slightly lower D1/G ratios (more graphitic content) for the heavier fuels

Effective density and mass-mobility exponent of aircraft turbine particulate matter

A centrifugal particle mass analyzer and a modified differential mobility spectrometer were used to measure the mass and mobility of particulate matter emitted by CFM56-5B4/2P, CFM56-7B26/3, and PW4000-100 gas turbine engine sources. The mass-mobility exponent of the particulate matter from the CFM56-5B4/2P engine ranged from 2.68 to 2.82, whereas the effective particle densities varied from 600 to 1250 kg/m3, depending on the static engine thrust and sampling methodology used. The effective particle densities from the CFM56-7B26/3 and PW4000-100 engines also fell within this range. The sample was conditioned with or without a catalytic stripper and with or without dilution, which caused the effective density to change, indicating the presence of condensed semivolatile material on the particles. Variability of the determined effective densities across different engine thrusts, based on the scattering about the line of best fit, was lowest for the diluted samples and highest for the undiluted sample without a catalytic stripper. This variability indicates that the relative amount of semivolatile material produced was engine thrust dependent. It was found that the nonvolatile particulate matter, effective particle density (in kilograms per cubic meter) of the CFM56-5B4/2P engine at relative thrusts below 30% could be approximated using the particle mobility diameter (dme in meters) with 11.92d(2.76-3)me

Particle emission characteristics of a gas turbine with a double annular combustor

The total climate, air quality, and health impact of aircraft black carbon (BC) emissions depend on quantity (mass and number concentration) as well as morphology (fractal dimension and surface area) of emitted BC aggregates. This study examines multiple BC emission metrics from a gas turbine with a double annular combustor, CFM56-5B4-2P. As a part of the SAMPLE III.2 campaign, concurrent measurements of particle mobility, particle mass, particle number concentration, and mass concentration, as well as collection of transmission electron microscopy (TEM) samples, allowed for characterization of the BC emissions. Mass- and number-based emission indices were strongly influenced by thrust setting during pilot combustion and ranged from <1 to 208 mg/kg-fuel and 3 ×× 1012 to 3 ×× 1016 particles/kg-fuel, respectively. Mobility measurements indicated that mean diameters ranged from 7 to 44 nm with a strong dependence on thrust during pilot-only combustion. Using aggregation and sintering theory with empirical effective density relationships, a power-law relationship between primary particle diameter and mobility diameter is presented. Mean primary particle diameter ranged from 6 to 19 nm; however, laser-induced incandescence (LII) and mass-mobility-calculated primary particle diameters demonstrated opposite trends with thrust setting. Similarly, mass-mobility-calculated aggregate mass specific surface area and LII-measured surface area were not in agreement, indicating both methods need further development and validation before use as quantitative indicators of primary particle diameter and mass-specific surface area