Search

Abstract: In this paper, an EnergyPlus model was used to simulate the operation of a novel integrated HVAC system. This system combines an underfloor air distribution system with a cooled radiant ceiling slab. A cooling tower supplies water to pre-cool the structural slabs during the night and early morning period. The paper compares the performance of this system to both a typical overhead system and a typical UFAD system in the cooling season for the Sacramento, California climate. When compared to the overhead system, the integrated UFAD/Radiant system shows a 22–23% reduction in total energy consumption during the peak cooling months (June to August) and a 31% reduction in peak hourly electricity demand. When compared to the UFAD system, these reductions are 21–22% and 24% respectively. An investigation of the simulation results showed that the integrated UFAD/Radiant system also improves occupant thermal comfort and reduces thermal decay issues in the underfloor plenum. [Copyright &y& Elsevier]

Hydrogen has been proposed as a low polluting alternative transportation fuel that could help improve urban air quality. This paper examines the potential impact of introducing a hydrogen-based transportation system on urban ambient ozone concentrations. This paper considers two scenarios, where significant numbers of new hydrogen vehicles are added to a constant number of gasoline vehicles. In our scenarios hydrogen fuel cell vehicles (HFCVs) are introduced in Sacramento, California at market penetrations of 9% and 20%. From a life cycle analysis (LCA) perspective, considering all the emissions involved in producing, transporting, and using hydrogen, this research compares three hypothetical natural gas to hydrogen pathways: (1) on-site hydrogen production; (2) central hydrogen production with pipeline delivery; and (3) central hydrogen production with liquid hydrogen truck delivery. Using a regression model, this research shows that the daily maximum temperature correlates well with atmospheric ozone formation. However, increases in initial VOC and NO x concentrations do not necessarily increase the peak ozone concentration, and may even cause it to decrease. It is found that ozone formation is generally limited by NO x in the summer and is mostly limited by VOC in the fall in Sacramento. Of the three hydrogen pathways, the truck delivery pathway contributes the most to ozone precursor emissions. Ozone precursor emissions from the truck pathway at 9% market penetration can cause additional 3-h average VOC (or NO x ) concentrations up to approximately 0.05% (or 1%) of current pollution levels, and at 20% market penetration up to approximately 0.1% (or 2%) of current pollution levels. However, all of the hydrogen pathways would result in very small (either negative or positive) changes in ozone air quality. In some cases they will result in worse ozone air quality (mostly in July, August, and September), and in some cases they will result in better ozone air quality (mostly in October). The truck pathway tends to cause a much wider fluctuation in degradation or improvement of ozone air quality: percentage changes in peak ozone concentrations are approximately −0.01% to 0.04% for the assumed 9% market penetration, and approximately −0.03% to 0.1% for the 20% market penetration. Moreover, the 20% on-site pathway occasionally results in a decrease of about −0.1% of baseline ozone pollution. Compared to the current ambient pollution level, all three hydrogen pathways are unlikely to cause a serious ozone problem for market penetration levels of HFCVs in the 9–20% range. [Copyright &y& Elsevier]

Abstract: Oxygenated additives in gasoline are designed to decrease the ozone-forming hydrocarbons and total air toxics, yet they can increase the emissions of aldehydes and thus increase human exposure to these toxic compounds. This paper describes a study conducted to characterize targeted aldehydes in microenvironments in Sacramento, CA, and Milwaukee, WI, and to improve our understanding of the impact of the urban environment on human exposure to air toxics. Data were obtained from microenvironmental concentration measurements, integrated, 24-h personal measurements, indoor and outdoor pollutant monitors at the participants'' residences, from ambient pollutant monitors at fixed-site locations in each city, and from real-time diaries and questionnaires completed by the technicians and participants. As part of this study, a model to predict personal exposures based on individual time/activity data was developed for comparison to measured concentrations. Predicted concentrations were generally within 25% of the measured concentrations. The microenvironments that people encounter daily provide for widely varying exposures to aldehydes. The activities that occur in those microenvironments can modulate the aldehyde concentrations dramatically, especially for environments such as “indoor at home.” By considering personal activity, location (microenvironment), duration in the microenvironment, and a knowledge of the general concentrations of aldehydes in the various microenvironments, a simple model can do a reasonably good job of predicting the time-averaged personal exposures to aldehydes, even in the absence of monitoring data. Although concentrations of aldehydes measured indoors at the participants'' homes tracked well with personal exposure, there were instances where personal exposures and indoor concentrations differed significantly. Key to the ability to predict exposure based on time/activity data is the quality and completeness of the microenvironmental characterizations for the chemicals of interest. Consistent with many earlier studies, personal exposures are difficult to predict using data from regional outdoor monitors. [Copyright &y& Elsevier]

This paper explores the range of CALINE4''s PM2.5 modeling capabilities by comparing previously collected PM2.5 data with CALINE4 predicted values. Two sampling sites, a suburban site located at an intersection in Sacramento, CA, and an urban site located in London, were used. Predicted concentrations are graphed against observed concentrations and evaluated against the criterion that 75% of the points fall within the factor-of-two prediction envelope. For the suburban site, data estimated by CALINE4 produced results that fell within the acceptable factor-of-two percentage envelope. A reverse dispersion test was also conducted for the suburban site using observed and calculated emission factors, and although it showed correlations between the observed values and CALINE4 predicted values, it could not conclusively prove that the model is accurate at predicting PM2.5 concentrations. Although the results suggest that CALINE4 PM2.5 predictions may be reasonably close to observed values, the number of observations used to verify the model was small and consequently, findings from the suburban site should be considered exploratory. For the urban site, a much larger data set was evaluated; however, the CALINE4 results for this site did not fall 75% within the factor-of-two envelope. Several factors, including street canyon effects, likely contributed to an inaccuracy of the emission factors used in CALINE4, and therefore, to the overall CALINE4 predictions. In summary, CALINE4 does not appear to perform well in densely populated areas and differences in topography may be a decisive factor in determining when CALINE4 may be applicable to modeling PM2.5. For critical transportation projects requiring PM2.5 analysis, use of CALINE4 may not be optimal because of its inability to produce reasonable estimates for highly trafficked areas. Additional data sets for CALINE4 analysis, particularly in urban environments, are required to fully understand CALINE4''s PM2.5 modeling capabilities. [Copyright &y& Elsevier]

Current modeling methods are inadequate for producing gridded mobile source inventories suitable for simulating fine-scale changes in emissions for transportation planning or regulatory control purposes. In this paper, we present a new model that more precisely simulates small-scale emission changes that can arise from, for example, implementation of traffic control measures in transportation networks. The new model, UCDrive, directly interfaces with most travel demand models and with California''s regulatory emission factor model EMFAC2001/2002. The model improves the sensitivity of emission estimates to variations in vehicle speeds and uses a theoretically consistent approach to spatially disaggregating mobile emissions. To demonstrate application of the model we use the Sacramento area network to perform a comparison study. We show that regional emissions with the new model replicate regulatory inventories, which is critical for using the model for regulatory purposes. We also show that the new model''s results better replicate regulatory totals than those derived with a frequently used gridded emissions inventory model. The new model should improve the ability to better simulate changes in mobile emissions from transportation projects and help to bridge the gap between gridded mobile emission inventories and regional mobile emission inventories. [Copyright &y& Elsevier]

Information about several papers discussed at the International Magnetics Conference (Intermag 2009) on May 4-8, 2009 at the Convention Center in Sacramento, California is presented. Topics include current-induced domain-wall motions, electric field control on magnetism and spin hall effects. The conference featured Dr. Stanley R. Trout, Dr. Roger Wood and Dr. Shan Wang.