Wayson Roger L, Fleming Gregg G, Lovinelli Ralph
U.S. Department of Transportation, John A Volpe National Transportation Systems Center, Cambridge, MA USA.
J Air Waste Manag Assoc. 2009 Jan;59(1):91-100. doi: 10.3155/1047-3289.59.1.91.
Today, about one-fourth of U.S. commercial service airports, including 41 of the busiest 50, are either in nonattainment or maintenance areas per the National Ambient Air Quality Standards. U.S. aviation activity is forecasted to triple by 2025, while at the same time, the U.S. Environmental Protection Agency (EPA) is evaluating stricter particulate matter (PM) standards on the basis of documented human health and welfare impacts. Stricter federal standards are expected to impede capacity and limit aviation growth if regulatory mandated emission reductions occur as for other non-aviation sources (i.e., automobiles, power plants, etc.). In addition, strong interest exists as to the role aviation emissions play in air quality and climate change issues. These reasons underpin the need to quantify and understand PM emissions from certified commercial aircraft engines, which has led to the need for a methodology to predict these emissions. Standardized sampling techniques to measure volatile and nonvolatile PM emissions from aircraft engines do not exist. As such, a first-order approximation (FOA) was derived to fill this need based on available information. FOA1.0 only allowed prediction of nonvolatile PM. FOA2.0 was a change to include volatile PM emissions on the basis of the ratio of nonvolatile to volatile emissions. Recent collaborative efforts by industry (manufacturers and airlines), research establishments, and regulators have begun to provide further insight into the estimation of the PM emissions. The resultant PM measurement datasets are being analyzed to refine sampling techniques and progress towards standardized PM measurements. These preliminary measurement datasets also support the continued refinement of the FOA methodology. FOA3.0 disaggregated the prediction techniques to allow for independent prediction of nonvolatile and volatile emissions on a more theoretical basis. The Committee for Aviation Environmental Protection of the International Civil Aviation Organization endorsed the use of FOA3.0 in February 2007. Further commitment was made to improve the FOA as new data become available, until such time the methodology is rendered obsolete by a fully validated database of PM emission indices for today's certified commercial fleet. This paper discusses related assumptions and derived equations for the FOA3.0 methodology used worldwide to estimate PM emissions from certified commercial aircraft engines within the vicinity of airports.
如今，美国约四分之一的商业服务机场，包括最繁忙的50个机场中的41个，按照国家环境空气质量标准，要么处于未达标区域，要么处于维持区域。预计到2025年，美国的航空活动将增长两倍，与此同时，美国环境保护局（EPA）正在根据已记录的对人类健康和福利的影响，评估更严格的颗粒物（PM）标准。如果像对其他非航空源（即汽车、发电厂等）那样，监管机构强制要求减排，更严格的联邦标准预计将阻碍运力并限制航空业的增长。此外，人们对航空排放物在空气质量和气候变化问题中所起的作用也极为关注。这些原因突显了量化和了解经认证的商用飞机发动机颗粒物排放的必要性，这就导致需要一种预测这些排放的方法。目前不存在用于测量飞机发动机挥发性和非挥发性颗粒物排放的标准化采样技术。因此，基于现有信息推导出了一阶近似法（FOA）来满足这一需求。FOA1.0仅能预测非挥发性颗粒物。FOA2.0进行了改进，根据非挥发性与挥发性排放的比例纳入了挥发性颗粒物排放的预测。行业（制造商和航空公司）、研究机构以及监管机构最近的合作努力已开始为颗粒物排放估算提供更多见解。由此产生的颗粒物测量数据集正在接受分析，以完善采样技术并朝着标准化颗粒物测量迈进。这些初步测量数据集也支持对FOA方法的持续改进。FOA3.0将预测技术进行了分解，以便在更理论化的基础上独立预测非挥发性和挥发性排放。国际民用航空组织航空环境保护委员会于2007年2月认可了FOA3.0的使用。随着新数据的获取，各方进一步承诺改进FOA，直到该方法因当今经认证的商用机队的颗粒物排放指数完全验证数据库而过时。本文讨论了用于全球范围内估算机场附近经认证的商用飞机发动机颗粒物排放的FOA3.0方法的相关假设和推导方程。
