Quantification of air quality impacts of London Heathrow Airport (UK) from 2005 to 2012

Among other emission sources in the Greater London area, the international airport of Heathrow is recognised to be a major source of air pollution and is one of the UK locations where European air quality Limit Values are currently breached. However it is very difficult to differentiate between pollutants arising from airport operations and those from the large volumes of road traffic generated by the airport, as well as the nearby M4 and M25 motorways, A4 and A30 major roads, the conurbation of London and other external sources. In this study, eight years (January 2005 December 2012) of measurements of various air pollutants (NO, NO2, NOx, O-3, CO, PM10 and PM2.5) were investigated from 10 sites: eight sites are located within a distance of 2.5 km from the airport, while two sites representative of the regional background and of background air quality in London (Harwell (60 km WNW) and North Kensington (17 km ENE), respectively) were included. A series of statistical tools was thus applied to: (1) investigate the time series by analysing hourly data as diurnal, weekly, seasonal and annual patterns; (2) reveal the effects of the atmospheric circulation upon air pollution by analysing background-corrected polar plots and (3) quantify the impact of the airport upon air quality in the local area using the inter-site differences of measured concentrations. The results show different diurnal patterns in emissions of NOx from the airport and from the motorways. The concentration increment arising from passage of air across the airport during airport activity (6 am-10 pm) and with wind speed >3 m s(-1) is ca. 1-9 mu g m(-3) of NO2 and 2-20 mu g m(-3) of NOx at background stations. Such results are slightly lower than in a previous study analysing the 2001-2004 period. Air quality impacts of the M25 and M4 motorways are substantial only at the Hillingdon site (30 m from M4). Concentration increments of particulate matter can take either small positive or negative values. (C) 2015 Elsevier Ltd. All rights reserved

Aircraft engine exhaust emissions and other airport-related contributions to ambient air pollution: A review

Civil aviation is fast-growing (about +5% every year), mainly driven by the developing economies and globalisation. Its impact on the environment is heavily debated, particularly in relation to climate forcing attributed to emissions at cruising altitudes and the noise and the deterioration of air quality at ground-level due to airport operations. This latter environmental issue is of particular interest to the scientific community and policymakers, especially in relation to the breach of limit and target values for many air pollutants, mainly nitrogen oxides and particulate matter, near the busiest airports and the resulting consequences for public health. Despite the increased attention given to aircraft emissions at ground-level and air pollution in the vicinity of airports, many research gaps remain. Sources relevant to air quality include not only engine exhaust and non-exhaust emissions from aircraft, but also emissions from the units providing power to the aircraft on the ground, the traffic due to the airport ground service, maintenance work, heating facilities, fugitive vapours from refuelling operations, kitchens and restaurants for passengers and operators, intermodal transportation systems, and road traffic for transporting people and goods in and out to the airport. Many of these sources have received inadequate attention, despite their high potential for impact on air quality. This review aims to summarise the state-of-the-art research on aircraft and airport emissions and attempts to synthesise the results of studies that have addressed this issue. It also aims to describe the key characteristics of pollution, the impacts upon global and local air quality and to address the future potential of research by highlighting research needs

Air pollution at Rochester, NY: Long-term trends and multivariate analysis of upwind SO2 source impacts

There have been many changes in the air pollutant sources in the northeastern United States since 2001. To assess the effect of these changes, trend analyses of the monthly average values were performed on PM2.5 and its components including major ions, elemental carbon (EC), organic carbon (OC), and gaseous pollutant concentrations measured between 2001 (in some cases 1999) and 2015 at the NYS Department of Environmental Conservation sites in Rochester, NY. Mann-Kendall regression with Sen's slope was applied to estimate the trends and seasonality. Using piecewise regression, significant reductions in the air pollution of Rochester area were observed between 2008 and 2010 when a 260 MW coal-fired power plant was decommissioned, new heavy-duty diesel trucks had to be equipped with catalytic regenerator traps, and the economic recession that began in 2008 reduced traffic and other activities. The monthly average PM2.5 mass showed a downward trend (− 5 μg/m3; − 41%) in Rochester between 2001 and 2015. This change is largely due to reductions in particulate sulfate that showed a 65% decrease. The sulfate concentrations were compared to changes in SO2 emissions in seventeen upwind source domains, and other systematic changes by multivariate linear regression. Selectivity ratio obtained from target projection discriminated the most important source domains that are SO2 emissions from Georgia for winter, North Carolina for transition (spring and fall) and Ohio along with other influences for summer. North Carolina and Michigan were identified as the main sources for entire period. These observations suggest that any further reductions in the specified regional SO2 emissions would result in a proportional decrease in sulfate in Rochester

A long-term source apportionment of PM2.5 in New York State during 2005–2016

The development and implementation of effective policies for controlling PM2.5 mass concentrations and protecting human health depend upon the identification and apportionment of its sources. In this study, the PM2.5 sources affecting 6 urban and 2 rural sites across New York State during the period 2005–2016 were determined. The extracted profiles were compared to identify state-wide common profiles. The source contributions provide detailed, long-term quantification of the emission sources across the state during the investigated period (2005–2016). Seven factors were common to all sites: secondary sulfate, secondary nitrate, spark-ignition emissions, diesel emissions, road dust, biomass burning, and pyrolyzed organic (OP) rich. The largest contributors were secondary sulfate, secondary nitrate, spark-ignition (gasoline), diesel, and OP-rich. Secondary sulfate concentrations ranged from 2.3 μg m−3 at Whiteface to 3.2 μg m−3 at Buffalo and the Bronx. The highest secondary sulfate fractional contributions were found at the rural sites (∼46% of PM2.5 mass) also showed the highest OP-rich contributions (∼19%). Secondary nitrate showed the highest concentrations at the urban sites representing ∼17% of PM2.5 mass (1.6 ± 0.3 μg m−3 on average). Urban sites also showed the highest average spark-ignition concentrations (1.7 ± 0.2 μg m−3, ∼18%) and diesel emissions (1.0 ± 0.2 μg m−3, ∼10%). During this period, secondary sulfate concentrations declined likely related to the implementation of mitigation strategies for controlling SO2 emissions and the changing economics of electricity generation. Similarly, diesel and secondary nitrate showed decreases in concentrations likely associated with the introduction of emissions controls and improved quality fuels for heavy-duty diesel on-road trucks and buses. Spark-ignition concentrations showed an increase across the state during 2014–2016 associated with the increase of registered vehicles in New York State

Long-term trends (2005–2016) of source apportioned PM2.5 across New York State

The United States has experienced substantial air pollutant emissions reductions in the last two decades. Among others, emissions produced by electricity generation plants and industries were significantly lowered. Ultralow (<15 ppm) sulfur fuels were introduced for road vehicles, nonroad, rail, and maritime transport. New heavy-duty diesel trucks have been equipped with particle traps and NOx controls. Residual oil (No. 6) for space heating and for any other purpose was replaced with cleaner No. 2 and No. 4 oils. Chemical speciation of PM2.5 has been measured since 2005 at eight sites across the New York State. A prior study has identified and apportioned the major sources of PM2.5 across the State using receptor modelling (positive matrix factorization). This present study aims to investigate the long-term trends of those source-apportioned PM2.5 mass contributions from 2005 to 2016 at the eight sites: two rural sites (Pinnacle and Whiteface), three medium sized cities (Buffalo, Albany, Rochester), and three sites in the New York City metropolitan area (Bronx, Manhattan and Queens). Negative trends from 2005 to 2016 were detected across the state for secondary sulfate (from −0.19 μg/m3/y in Rochester to −0.36 μg/m3/y at BRO and QUE) and secondary nitrate (from −0.02 μg/m3/y at the rural sites to approximately −0.2 μg/m3/y at BRO and MAN). Spark-ignition vehicles were the only source type experiencing upward annual trends at all urban sites with slopes ranging from 0.02 μg/m3/y (ROC, not statistically significant) to ∼0.2 μg/m3/y (Albany, Bronx, Manhattan). Other sources exhibited different trends among the sites. The relationships of source contributions with emissions inventories were explored with regression analysis. A new trajectory model, differential concentration-weighted trajectories (DCWT), was used to examine spatial changes in sources of secondary aerosol affecting the rural sites

Source apportionment of wide range particle size spectra and black carbon collected at the airport of Venice (Italy)

Atmospheric particles are of high concern due to their toxic properties and effects on climate, and large airports are known as significant sources of particles. This study investigates the contribution of the Airport of Venice (Italy) to black carbon (BC), total particle number concentrations (PNC) and particle number size distributions (PNSD) over a large range (14 nm-20 mu m). Continuous measurements were conducted between April and June 2014 at a site located 110 m from the main taxiway and 300 m from the runway. Results revealed no significantly elevated levels of BC and PNC, but exhibited characteristic diurnal profiles. PNSD were then analysed using both k-means cluster analysis and positive matrix factorization. Five clusters were extracted and identified as midday nucleation events, road traffic, aircraft, airport and nighttime pollution. Six factors were apportioned and identified as probable sources according to the size profiles, directional association, diurnal variation, road and airport traffic volumes and their relationships to micrometeorology and common air pollutants. Photochemical nucleation accounted for similar to 44% of total number, followed by road + shipping traffic (26%). Airport-related emissions accounted for similar to 20% of total PNC and showed a main mode at 80 nm and a second mode beyond the lower limit of the SMPS (<14 nm). The remaining factors accounted for less than 10% of number counts, but were relevant for total volume concentrations: nighttime nitrate, regional pollution and local resuspension. An analysis of BC levels over different wind sectors revealed no especially significant contributions from specific directions associated with the main local sources, but a potentially significant role of diurnal dynamics of the mixing layer on BC levels. The approaches adopted in this study have identified and apportioned the main sources of particles and BC at an international airport located in area affected by a complex emission scenario. The results may underpin measures for improving local and regional air quality, and health impact assessment studies. (C) 2016 Elsevier Ltd. All rights reserved

Performance Evaluation of Two 25 kW Residential Wood Pellet Boiler Heating Systems

A significant increase in the use of wood pellets for residential space heating has occurred over the past decade. The performance of two modern residential wood pellet boilers (designated PB and WPB) were evaluated including boiler thermal efficiency, thermal energy storage (TES) tank discharge efficiency, and system efficiency. A correlation applicable to both systems between the boiler thermal efficiency (ηth, in %) and the boiler output load (χ, in %) was found in the form of ηth = 52.69 ln χ – 137.7 with R2 = 0.79 (for 25 &lt; χ &lt; 75). This equation provides an easy, accurate estimation of the boiler thermal efficiency in field operations. The boiler thermal efficiency decreased with time and this decline was determined using a Mann-Kendall trend analysis with Sen’s slope. This decrease was primarily the result of fouling in the heat exchanger and thus, this analysis identifies the need for manual cleaning of the heat exchanger tubes to restore maximal system performance. The evaluation of the TES tank performance found that the TES tank discharge efficiency was correlated with a dimensionless function of tank inlet Reynolds number (Red) and temperature differences in the tank and inlet and outlet pipes. Overall system efficiency showed a seasonal average of 62.8%, 62.0%, and 75.8% for three heating seasons of the PB system. These results provide a comprehensive performance evaluation of these wood pellet boiler heating systems in the field over an extended period of operation