Parameterization of vertical dispersion coefficient (σz) near roadway: vehicle wake, density and types

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Description

Pollutants emitted by motor vehicles is one of the major public concern in modern society since pollutants (e.g. ultrafine particles and CO2) have been related to adverse health effect and climate change. Currently, air quality dispersion models (e.g. CALINE4 and AERMOD) are widely used to... Show morePollutants emitted by motor vehicles is one of the major public concern in modern society since pollutants (e.g. ultrafine particles and CO2) have been related to adverse health effect and climate change. Currently, air quality dispersion models (e.g. CALINE4 and AERMOD) are widely used to predict concentration near roadway. However, both air quality dispersion models are not account for the vehicle variability (vehicle types), causing the inaccuracy in predicting pollutant concentration near roadway. To better understand the dynamic of dispersive process, it is important to evaluate the variation of vertical dispersion coefficient (σz) for different vehicle types (e.g. LDV and HDV). A “wake area model” is developed based on “effective wake area” and vehicle density to reveal the dynamic of dispersion process that related to vehicles. Results from this thesis demonstrate that the near roadway σz that calculated from field measurements increases as vehicle density increases and HDV can generate higher value of σz compare to LDV. σz increase from 1.7 m to 4 m with LDV density increase from 0.005 m-1 to 0.18 m-1; while σz starts at 2 m and reach up to 6 m with HDV density increase from 0.001 m-1 to 0.01 m-1. The significant differences of σz are due to vehicle density and vehicle types. The effective wake area contributed by one HDV (397 m2) is much larger than effective wake area contributed by one LDV (13 m2), which indicates that one HDV contributes 31 times higher than one LDV in terms of near roadway σz. The significant differences of “effective wake area” are due to vehicle wake structure and vehicle dimension.Compared to the air quality dispersion models results, both CALINE4 and AERMOD failed to respond the variation of σz as vehicle density increases for LDVs and HDVs. CALINE4 shows the value of σz is near 2.8 m and 2.4 m for LDV and for vehicle fleet (mixture of LDV and HDV), respectively. AERMOD shows the value of σz is near 1.2 m and 1.3 m for LDV and for vehicle fleet, respectively. Because both air quality dispersion models did not correctly predict σz near roadway, a new equation that parameterize σz near roadway need to be developed to better predict the σz in real world condition. For a given road segment, the parameterization of σz is a result from dimension of “effective wake area” for different vehicle types and number of “effective wake area” for a vehicle fleet. Comparison of measured and parameterized σz near roadway dispersion coefficients show good agreement (slope=0.99, R2=0.85) with a range between 1 and 4 m for LDVs and 2 to 6 m for HDVs. Also, Comparison of measured and simulated CO2 show good agreement (slope=1, R2=0.90) with a range between 0.01 g m-3 to 0.12 g m-3 for simulated value and 0.01 g m-3 to 0.14 g m-3 for measured value. For UFPs, the results also show good agreement (slope=1.14, R2=0.71) with a range between 600 pt cm-3 to 11,000 pt cm-3 for simulated value and 600 pt cm-3 to 17,000 pt cm-3 for measured value.The “wake area model” provides a new perspective for σz that related to vehicles and bridges vehicle wake to σz. The results from this study will be critical for improving predictions of pollutant concentration from air quality dispersion near roadway. Show less

Details
Department

CAEE / Civil, Architectural, and Environmental Engineering

Title

Parameterization of vertical dispersion coefficient (σz) near roadway: vehicle wake, density and types

Institution

Illinois Institute of Technology

Creator(s)

Yu, Yu-Ting

Advisor(s)

Noll, Kenneth E.

Date

2020

Description

Pollutants emitted by motor vehicles is one of the major public concern in modern society since pollutants (e.g. ultrafine particles and CO2) have been related to adverse health effect and climate... Show morePollutants emitted by motor vehicles is one of the major public concern in modern society since pollutants (e.g. ultrafine particles and CO2) have been related to adverse health effect and climate change. Currently, air quality dispersion models (e.g. CALINE4 and AERMOD) are widely used to predict concentration near roadway. However, both air quality dispersion models are not account for the vehicle variability (vehicle types), causing the inaccuracy in predicting pollutant concentration near roadway. To better understand the dynamic of dispersive process, it is important to evaluate the variation of vertical dispersion coefficient (σz) for different vehicle types (e.g. LDV and HDV). A “wake area model” is developed based on “effective wake area” and vehicle density to reveal the dynamic of dispersion process that related to vehicles. Results from this thesis demonstrate that the near roadway σz that calculated from field measurements increases as vehicle density increases and HDV can generate higher value of σz compare to LDV. σz increase from 1.7 m to 4 m with LDV density increase from 0.005 m-1 to 0.18 m-1; while σz starts at 2 m and reach up to 6 m with HDV density increase from 0.001 m-1 to 0.01 m-1. The significant differences of σz are due to vehicle density and vehicle types. The effective wake area contributed by one HDV (397 m2) is much larger than effective wake area contributed by one LDV (13 m2), which indicates that one HDV contributes 31 times higher than one LDV in terms of near roadway σz. The significant differences of “effective wake area” are due to vehicle wake structure and vehicle dimension.Compared to the air quality dispersion models results, both CALINE4 and AERMOD failed to respond the variation of σz as vehicle density increases for LDVs and HDVs. CALINE4 shows the value of σz is near 2.8 m and 2.4 m for LDV and for vehicle fleet (mixture of LDV and HDV), respectively. AERMOD shows the value of σz is near 1.2 m and 1.3 m for LDV and for vehicle fleet, respectively. Because both air quality dispersion models did not correctly predict σz near roadway, a new equation that parameterize σz near roadway need to be developed to better predict the σz in real world condition. For a given road segment, the parameterization of σz is a result from dimension of “effective wake area” for different vehicle types and number of “effective wake area” for a vehicle fleet. Comparison of measured and parameterized σz near roadway dispersion coefficients show good agreement (slope=0.99, R2=0.85) with a range between 1 and 4 m for LDVs and 2 to 6 m for HDVs. Also, Comparison of measured and simulated CO2 show good agreement (slope=1, R2=0.90) with a range between 0.01 g m-3 to 0.12 g m-3 for simulated value and 0.01 g m-3 to 0.14 g m-3 for measured value. For UFPs, the results also show good agreement (slope=1.14, R2=0.71) with a range between 600 pt cm-3 to 11,000 pt cm-3 for simulated value and 600 pt cm-3 to 17,000 pt cm-3 for measured value.The “wake area model” provides a new perspective for σz that related to vehicles and bridges vehicle wake to σz. The results from this study will be critical for improving predictions of pollutant concentration from air quality dispersion near roadway. Show less

Type

Dissertation

File type

application/pdf

Subject

Environmental engineering
Air quality monitoring
Dispersion models
light-duty and heavy-duty vehicles
Pollutant concentration
Vehicle wake
Vertical dispersion coefficient

Access

Restricted Access

Rights

In Copyright
http://rightsstatements.org/page/InC/1.0/

Identifier

http://hdl.handle.net/10560/islandora:1010207

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