Interregional Air Pollutant Transport: The Linearity Question

This report contains extended abstracts from an international meeting held in Budapest, Hungary. Its main subject is the question of proportionality and linearity between emissions and deposition/airborne concentration of air pollutants including sulfur, nitrogen, oxidants, and acidity. Session topics (which serve here as section headings) included analysis of measurements, ammonia and its implications for linearity, modeling with emphasis on chemistry, simplified approaches to the linearity issue, and results from long-range transport models. Linearity was found to be strongly dependent on the distance between emitters and receptors, the averaging time of pollutants, and the form of deposition

A large eddy simulation of the dispersion of traffic emissions by moving vehicles at an intersection

Traffic induced flow within urban areas can have a significant effect on pollution dispersion, particularly for traffic emissions. Traffic movement results in increased turbulence within the street and the dispersion of pollutants by vehicles as they move through the street. In order to accurately model urban air quality and perform meaningful exposure analysis at the microscale, these effects cannot be ignored. In this paper we introduce a method to simulate traffic induced dispersion at high resolution. The computational fluid dynamics software, Fluidity, is used to model the moving vehicles through a domain consisting of an idealised intersection. A multi-fluid method is used where vehicles are represented as a second fluid which displaces the air as it moves through the domain. The vehicle model is coupled with an instantaneous emissions model which calculates the emission rate of each vehicle at each time step. A comparison is made with a second Fluidity model which simulates the traffic emissions as a line source and does not include moving vehicles. The method is used to demonstrate how moving vehicles can have a significant effect on street level concentration fields and how large vehicles such as buses can also cause acute high concentration events at the roadside which can contribute significantly to overall exposure

Integrated assessment modelling of future air quality in the UK to 2050, and synergies with net-zero strategies

Integrated assessment modelling (IAM) has been successfully used in the development of international agreements to reduce transboundary pollution in Europe, based on the GAINS model of IIASA. At a national level in the UK, a similar approach has been taken with the UK Integrated Assessment Model, UKIAM, superimposing pollution abatement measures and behavioural change on energy projections designed to meet targets set for the reduction of greenhouse gas emissions and allowing for natural and imported contributions from other countries and shipping. This paper describes how the UKIAM was used in the development of proposed targets for the reduction of fine particulate PM2.5 in the UK Environment Act, exploring scenarios encompassing different levels of ambition in reducing the emissions of air pollutants up to 2050, with associated health and other environmental benefits. There are two PM2.5 targets, an annual mean concentration target setting a maximum concentration to be reached by a future year, and a population exposure reduction target with benefits for health across the whole population. The work goes further, also demonstrating links to social deprivation. There is a strong connection between climate measures aimed at reducing net GHG emissions to zero by 2050 and future air quality, which may be positive or negative, as illustrated by sectoral studies for road transport where electrification of the fleet needs to match the evolution of energy production, and for domestic heating, where the use of wood for heating is an air quality issue. The UKIAM has been validated against air pollution measurements and other types of modelling, but there are many uncertainties, including future energy projections

Emissions from charging electric vehicles in the UK

Understanding how to best integrate electric vehicles (EVs) into electricity systems is key to the success of both sectors. We pair national-scale EV charging data with high resolution electricity generation data for the UK to calculate the average and marginal emissions produced through charging EVs. Considering the average generation mix weighted by when charging occurs, a typical Battery EV (BEV) emitted 41 g CO2, 27 mg NOx and 0.7 mg PM2.5 per kilometre in 2019. A static analysis using annual averages underestimates these values by 4 %. The ‘marginal’ emissions from BEV charging are 25 % higher than average emissions for CO2 and NOx, and 50 % lower for PM2.5. Smart charging was found to reduce average CO2 emissions by 10 % when compared to the typically charged vehicle; however, smart charging strategies may increase marginal emissions. Future smart charging strategies should minimise marginal emissions and will require access to 24-hour opportunistic smart charging

Do we need high temporal resolution modelling of exposure in urban areas? A test case

Roadside concentrations of harmful pollutants such as NOx are highly variable in both space and time. This is rarely considered when assessing pedestrian and cyclist exposures. We aim to fully describe the spatio-temporal variability of exposures of pedestrians and cyclists travelling along a road at high resolution. We evaluate the value added of high spatio-temporal resolution compared to high spatial resolution only. We also compare high resolution vehicle emissions modelling to using a constant volume source. We highlight conditions of peak exposures, and discuss implications for health impact assessments. Using the large eddy simulation code Fluidity we simulate NOx concentrations at a resolution of 2 m and 1 s along a 350 m road segment in a complex real-world street geometry including an intersection and bus stops. We then simulate pedestrian and cyclist journeys for different routes and departure times. For the high spatio-temporal method, the standard deviation in 1 s concentration experienced by pedestrians (50.9 μg.m-3) is nearly three times greater than that predicted by the high-spatial only (17.5 μg.m-3) or constant volume source (17.6 μg.m-3) methods. This exposure is characterised by low concentrations punctuated by short duration, peak exposures which elevate the mean exposure and are not captured by the other two methods. We also find that the mean exposure of cyclists on the road (31.8 μg.m-3) is significantly greater than that of cyclists on a roadside path (25.6 μg.m-3) and that of pedestrians on a sidewalk (17.6 μg.m-3). We conclude that ignoring high resolution temporal air pollution variability experienced at the breathing time scale can lead to a mischaracterization of pedestrian and cyclist exposures, and therefore also potentially the harm caused. High resolution methods reveal that peaks, and hence mean exposures, can be meaningfully reduced by avoiding hyper-local hotspots such as bus stops and junctions

An exceedance score for the assessment of the impact of nitrogen deposition on habitats in the UK

Large areas of nitrogen-sensitive habitats are currently estimated to be in exceedance of their critical loads (CLs) as indicators for protection from nitrogen deposition. In the UK, deposition estimates from the semi-empirical Concentration Based Estimated Deposition (CBED) model are used for official reporting of current exceedances. The UK Integrated Assessment Model (UKIAM) framework is designed to provide future projections of concentrations and deposition due to projected changes in emissions. UKIAM has been extended to provide alternative deposition estimates aligned with those of CBED, and the results combined with the range in habitat CL values to create an exceedance score, leading to a probabilistic evaluation of CL exceedances. The utility of the method is demonstrated by analysing a series of hypothetical scenarios. It is shown that NH3 mitigation is likely to be four times more effective in reducing CL exceedances in the UK than the mitigation of NOx emissions

Systems thinking for the transition to zero pollution

Systems approaches are vital for coordinating decision-making in the face of complex issues because they provide the whole picture view needed to avoid negative unintended consequences and to generate genuine benefits. This paper explains how systems thinking can be used to address environmental pollution and support decision-makers in finding solutions

DEVELOPMENT OF A FAST MICRON-RESOLUTION BEAM POSITION MONITOR SIGNAL PROCESSOR FOR LINEAR COLLIDER BEAMBASED FEEDBACK SYSTEMS

We present the design of a prototype fast beam position monitor (BPM) signal processor for use in inter-bunch beam-based feedbacks for linear colliders and electron linacs. We describe the FONT4 intra-train beam-based digital position feedback system prototype deployed at the Accelerator test facility (ATF) extraction line at KEK, Japan. The system incorporates a fast analogue beam position monitor front-end signal processor, a digital feedback board, and a fast kicker-driver amplifier. The total feedback system latency is less than 150ns, of which less than 10ns is used for the BPM processor. We report preliminary results of beam tests using electron bunches separated by c. 150ns. Position resolution of order 1 micron was obtained

BEAM TEST RESULTS WITH THE FONT4 ILC PROTOTYPE INTRA-TRAIN BEAM FEEDBACK SYSTEM

We present the design and beam test results of a prototype beam-based digital feedback system for the Interaction Point of the International Linear Collider. A custom analogue front-end processor, FPGA-based digital signal processing board, and kicker drive amplifier have been designed, built, and tested on the extraction line of the KEK Accelerator Test Facility (ATF). The system was measured to have a latency of approximately 140 ns