LAQ and GHG Emissions Management

Transcription

1 LAQ and GHG Emissions Management Emanuel Fleuti Head of Environmental Services Zurich Airport LAQ and GHG Emissions Management 1. Introduction to airport emission inventory 2. System definitions 3. Data acquisition and process 4. Aircraft emissions 5. Handling emissions 6. Infrastructure emissions 7. Traffic emissions 8. Reporting of results 9. Guidance 10. Conclusions 2

2 Why Airport Gaseous Emission Management? LAQ and GHG Emission Management Reporting Compliance Reports Knowing Inventory Input to models Mitigating Emission reduction Pollution reduction 3 Macro development of emission inventory System definition: Purpose (inventory or dispersion?) System (boundary, spatial, temporal resolution) Complexity (simple, advanced, sophisticated?) Pollutants (selection, all?) Sources (selection, all?) Data acquisition and processing: Operational data and information Emission factors Calculation algorithms (performance, proxy) Reporting and presentation: Quality assurance Interpretation and presentation of results 4

3 System definition: emission inventory boundaries Aircraft operation: LTO (Landing and take-off, 1000 magl) Dispersion relevant: only up to 300 magl Aircraft handling and airport infrastructure: Airport perimeter Landside access traffic: Defined road perimeter 5 System definition: emission species Emissions are substances that are directly emitted from a source (e.g. engine exhaust, storage container, open application). Common primary emission species relevant to aviation are: NOx Nitrogen oxides (incl. NO 2 and NO) HC hydrocarbons CO Carbon monoxide PM Particulate matter SOx Sulfur oxides CO 2 Carbon dioxide H 2 O Water vapor Additional species include hazardous air pollutants (HAP): BTX, formal-dehyde, lead, etc. 6

4 System definition: airport emission source groups Aircraft Main engines APU Aircraft structure (tire, brakes) Aircraft Handling GSE, incl. de-icing, refuelling airside traffic (busses, cars, sweepers, etc) Airport Infrastructure Power plant and generators, Buildings (hangars, maintenance) Landside Traffic Road and rail access (passengers, staff, visitors, cargo, supplies) 7 Data acquisition and processing For each item of the inventory we need to know: Time and location of emission (if for dispersion) Source characteristics (point, line, area, moving: if for dispersion) Activity: when, where, how long, how intense Emission factor in relation to activity Any required relationships for calculations General calculation approach: Emissions = Activity x Emission Factor In many cases, intermediate steps are required to bring the data in the format necessary to perform the calculations 8

5 Aircraft basis: ICAO Engine Emission Data Sheet Engine Identification Fuel Flow and Emissions Test Environment Similar for non-regulated engines (and APU) 9 Simple: Aircraft emissions certification LTO cycle Perimeter for local considerations: LTO-Cycle (all movements below 3000 ft (approx 915 m) Operating Mode Thrust setting Time in operating mode, minutes Take-off 100 % F oo 0.7 Climb-out 85 % F oo 2.2 Approach 30 % F oo 4.0 Source: IPCC, 1999 Taxi/ground idle 7 % F oo

6 Better: New detailed model approach for aircraft Take-off: Take-off brake release throttle back Climb: throttle back 3000 ft Approach: 3000 ft Touch down A - F: Departing aircraft G - J: Arriving aircraft Taxi-out: Engine start take-off break release Landing roll: Touch down RWY exit Taxi-in: RWY exit parking 11 Source: CAEP WG2/TG4, 2006 APU: operations vary significantly Aircraft landing and taxi-in Aircraft parked on stand Aircraft taxi-out and departing APU may be used: company policy, taxi-in policy, stand equipment APU may be used: ext. 400 Hz and/or PCA available, weather, comfort, local regulations APU may be used: company policy, taxiout policy, ambient conditions 12

7 Difference in APU emissions (scenario based) Variation in operations (concentration relevant emission perimeter only) Scenario (stand equipment only) no ground energy available (full APU operations only) Ground energy as it is today at Zurich airport APU for MES only (rest is all ground energy) Total airport NOx 868 t 699 t 683 t APU NOx t 22% 16.8 t 2.4% 4.6 t 0.7% Total airport CO 2 305,833 t 240,214 t 233,564 t APU CO 2 73,388 t 24% 7,867 t 3.3% 2,120 t 0.9% Zurich Airport, Some challenges for aircraft emissions Detailed aircraft operation: Stop & go Taxiing with less than all engines Actual take-off thrust Times in mode (accuracy of off-block time) APU usage policy (during taxiing and else) Cabin comfort requirements (PCA) Emission factors: Emission factors for airframe (brake & tires) Refined factors for APU 14

8 Aircraft handling emissions For each piece of GSE used, we should know: Fuel use per time (e.g. kg/h) Emission factor per time (e.g. g/h) Duration of operation (e.g. h/rotation) Usually, more details are required: Engine size (kw) and load factor (%) Exhaust category (Stage II, III, IVi, IV, ) Margins to emission standard And for dispersion modeling: Spatial and temporal information (time, stand) The information is there, the challenge is, to retrieve it! 15 Stationary/infrastructure emission sources 1. Power/heat generation plant: on-site power station. 2. Emergency power generation: diesel generators. 3. Aircraft Maintenance: cleaning, painting, engine run-ups. 4. Airport Maintenance: cleaning agents, painting, vehicle and greenery maintenace. 5. Fuel farm: storage and distribution of fuel, vehicle fuel stations. 6. Construction activities. 7. Fire training activities. 8. Airport surface de-icing: substances applied to runways, taxiways, apron. 16

9 Landside traffic emissions 1. Vehicle traffic: motor bikes, cars, shuttles, vans, busses, trucks within a defined boundary that includes access roads, curbside, parking lots. Emissions include cold-start, shut-off, tank evaporation. 2. Rail traffic: diesel locomotives, also within a definded boundary specific to each airport. 1. Determination of road segments and their lengths with even traffic pattern (i.e. average speed); 2. Traffic count (car, LDV, HDV per day); 3. Computing total length per segment and vehicle 4. Applying emission factors (g pollutant / km*vehicle) 450 m; easy flow with no intersections/traffic lights, v=50 km/h; 950 cars/d; 220 LDV/d, 58 HDV/d 17 Interpretation and presentation NOx Zurich Airport 2012 (t) Aircraft engines (300 to 915m) Aircraft engines (up to 300m) 580 APU GSE Airside traffic Total: 1,096 t (performance based LTO) Total: 715 t (-35%) concentration relevant performance based LTO Stationary sources Landside road traffic 18

10 Sensitivity on choice of approach Zurich airport, 2011 Conclusion: Inventory results (or any results) need to be commented to be fully understood, and: they may lack comparability to other studies 19 Airport Emission Management Guidance Do we have guidance available? ICAO Doc 9889 Other industry guidance: US ACRP US EPA EU EMEP-EEA Guidebook.. Models: AEDT-EDMS (US) ADMS-Airport (UK) LASPORT (D/CH) PEGAS (RU) 20

11 Conclusions Airport emission inventories can be made in various ways, depending on the purpose, system definitions, level of complexity, level of available data/information There are always assumptions required (operations, emission factors, calculation algorithms) The results can differ significantly, thus: Published results can only be interpreted when knowing all the definitions and assumptions There is guidance and models available to support the calculation of inventories 21 Thank you! Emanuel Fleuti 22