Commercial Aircraft Engine Emissions Characterization of in-Use Aircraft at Hartsfield-Jackson Atlanta International Airport

Herndon, S. C.; Jayne, John T.; Lobo, Prem; Onasch, T. B.; Fleming, Gregg G.; Hagen, Donald E.; Whitefield, Philip D.; Miake-Lye, Richard C.

doi:10.1021/es072029+

Cited by 110 publications

(96 citation statements)

References 33 publications

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“…Several studies report that particles in the nucleation range are emitted from aircraft engines (e.g. Anderson et al, 2005;Herndon et al, 2008;Kinsey et al, 2010;Mazaheri et al, 2009Mazaheri et al, , 2013Masiol and Harrison, 2014;Lobo et al, 2015Lobo et al, , 2012 as well as from other anthropogenic (e.g. Schneider et al, 2005;Chen et al, 2011;Cheung et al, 2012;Stevens et al, 2012;Kumar et al, 2013Kumar et al, , 2014Vu et al, 2015b) and natural (e.g.…”

Section: Warm Seasonmentioning

confidence: 99%

“…Herndon et al, 2008;Masiol and Harrison, 2014 and references therein) but also arise from other combustion sources. For example, Carslaw et al (2006) estimated that airport operations in 2001/4 accounted for ∼ 27 % of the annual mean NO x and NO 2 at the airfield boundary and less than 15 % (< 10 µg m −3 ) at background locations 2-3 km downwind of the airport.…”

Section: Introductionmentioning

confidence: 99%

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Sources of sub-micrometre particles near a major international airport

Masiol

Harrison

et al. 2017

Atmos. Chem. Phys.

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Abstract. The international airport of Heathrow is a major source of nitrogen oxides, but its contribution to the levels of sub-micrometre particles is unknown and is the objective of this study. Two sampling campaigns were carried out during warm and cold seasons at a site close to the airfield (1.2 km). Size spectra were largely dominated by ultrafine particles: nucleation particles (< 30 nm) were found to be ∼ 10 times higher than those commonly measured in urban background environments of London. Five clusters and six factors were identified by applying k means cluster analysis and positive matrix factorisation (PMF), respectively, to particle number size distributions; their interpretation was based on their modal structures, wind directionality, diurnal patterns, road and airport traffic volumes, and on the relationship with weather and other air pollutants. Airport emissions, fresh and aged road traffic, urban accumulation mode, and two secondary sources were then identified and apportioned. The fingerprint of Heathrow has a characteristic modal structure peaking at < 20 nm and accounts for 30-35 % of total particles in both the seasons. Other main contributors are fresh (24-36 %) and aged (16-21 %) road traffic emissions and urban accumulation from London (around 10 %). Secondary sources accounted for less than 6 % in number concentrations but for more than 50 % in volume concentration. The analysis of a strong regional nucleation event showed that both the cluster categorisation and PMF contributions were affected during the first 6 h of the event. In 2016, the UK government provisionally approved the construction of a third runway; therefore the direct and indirect impact of Heathrow on local air quality is expected to increase unless mitigation strategies are applied successfully.

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Section: Warm Seasonmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Sources of sub-micrometre particles near a major international airport

Masiol

Harrison

et al. 2017

Atmos. Chem. Phys.

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“…Although this sector accounts for a relatively small fraction of the global CO 2 emissions from fossil fuels (2.6 % in the year 2004; Lee et al, 2010), it has a substantial impact on climate due to a wide range of non-CO 2 effects, including ozone formation and methane destruction via NO x emissions, direct and indirect aerosol effects from sulfate and black carbon (BC), the formation of contrail and contrailcirrus clouds, and the perturbation of natural cirrus clouds due to BC (see Sausen et al, 2005;Lee et al, 2010, and references therein). In addition to impacts on the climate, emissions of particulate matter from aircraft and related activities at and in the vicinity of airports can have detrimental effects on air quality and related impacts on human health (Herndon et al, 2004(Herndon et al, , 2008Schürmann et al, 2007). The study by Barrett et al (2010) also found significant impacts on air quality from aircraft emissions at cruise level, but the resulting health impacts have been questioned by H. Lee et al (2013a).…”

Section: Introductionmentioning

confidence: 99%

The global impact of the transport sectors on atmospheric aerosol in 2030 – Part 2: Aviation

2016

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Abstract. We use the EMAC (ECHAM/MESSy Atmospheric Chemistry) global climate-chemistry model coupled to the aerosol module MADE (Modal Aerosol Dynamics model for Europe, adapted for global applications) to simulate the impact of aviation emissions on global atmospheric aerosol and climate in 2030. Emissions of short-lived gas and aerosol species follow the four Representative Concentration Pathways (RCPs) designed in support of the Fifth Assessment Report of the Intergovernmental Panel on Climate Change. We compare our findings with the results of a previous study with the same model configuration focusing on year 2000 emissions. We also characterize the aviation results in the context of the other transport sectors presented in a companion paper. In spite of a relevant increase in aviation traffic volume and resulting emissions of aerosol (black carbon) and aerosol precursor species (nitrogen oxides and sulfur dioxide), the aviation effect on particle mass concentration in 2030 remains quite negligible (on the order of a few ng m −3 ), about 1 order of magnitude less than the increase in concentration due to other emission sources. Due to the relatively small size of the aviation-induced aerosol, however, the increase in particle number concentration is significant in all scenarios (about 1000 cm −3 ), mostly affecting the northern mid-latitudes at typical flight altitudes (7-12 km). This largely contributes to the overall change in particle number concentration between 2000 and 2030, which also results in significant climate effects due to aerosol-cloud interactions. Aviation is the only transport sector for which a larger impact on the Earth's radiation budget is simulated in the future: the aviation-induced radiative forcing in 2030 is more than doubled with respect to the year 2000 value of −15 mW m −2 in all scenarios, with a maximum value of −63 mW m −2 simulated for RCP2.6.

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“…Previous studies have shown a strong relationship between emissions during the landing and takeoff (LTO) cycle below 1000 m altitude and air quality near 5506 H. Lee et al: Impacts of aircraft emissions on the air quality near the ground airports (Herndon et al, 2004;Schurmann et al, 2007;Herndon et al, 2008). Tarrason et al (2004) found that the emission by aircraft during climb/descent and during cruise, the so called non-LTO emissions occurring above 1 km in altitude, can have a larger impact than LTO emissions on air quality in Europe because of the relatively large amount of non-LTO emissions compared to LTO emissions.…”

Section: Introductionmentioning

confidence: 99%

Impacts of aircraft emissions on the air quality near the ground

et al. 2013

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The continuing increase in demand for commercial aviation transport raises questions about the effects of resulting emissions on the environment. The purpose of this study is to investigate, using a global chemistry transport model, to what extent aviation emissions outside the boundary layer influence air quality in the boundary layer. The large-scale effects of current levels of aircraft emissions were studied through comparison of multiple simulations allowing for the separated effects of aviation emissions occurring in the low, middle and upper troposphere. We show that emissions near cruise altitudes (9–11 km in altitude) rather than emissions during landing and take-off are responsible for most of the total odd-nitrogen (NO_y), ozone (O₃) and aerosol perturbations near the ground with a noticeable seasonal difference. Overall, the perturbations of these species are smaller than 1 ppb even in winter when the perturbations are greater than in summer. Based on the widely used air quality standards and uncertainty of state-of-the-art models, we conclude that aviation-induced perturbations have a negligible effect on air quality even in areas with heavy air traffic. Aviation emissions lead to a less than 1% aerosol enhancement in the boundary layer due to a slight increase in ammonium nitrate (NH₄NO₃) during cold seasons and a statistically insignificant aerosol perturbation in summer. In addition, statistical analysis using probability density functions, Hellinger distance, and p value indicate that aviation emissions outside the boundary layer do not affect the occurrence of extremely high aerosol concentrations in the boundary layer. An additional sensitivity simulation assuming the doubling of surface ammonia emissions demonstrates that the aviation induced aerosol increase near the ground is highly dependent on background ammonia concentrations whose current range of uncertainty is large

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Commercial Aircraft Engine Emissions Characterization of in-Use Aircraft at Hartsfield-Jackson Atlanta International Airport

Cited by 110 publications

References 33 publications

Sources of sub-micrometre particles near a major international airport

Sources of sub-micrometre particles near a major international airport

The global impact of the transport sectors on atmospheric aerosol in 2030 – Part 2: Aviation

Impacts of aircraft emissions on the air quality near the ground

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