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This thesis examines the response of air pollutant emissions, water use and carbon emissions from electric power supply systems (electrical grids) to market forces and natural and human disruptions. Specifically, the response of electrical grid operation decisions to emissions pricing and other factors, such as drought restrictions, is examined. The grid of the Electricity Reliability Council of Texas (ERCOT) is used as a source of data, and as a spatial and temporal test-bed. Price signals for NOx emissions have the potential to reduce NOx emissions from the ERCOT grid by up to 50%. In addition to lowering NOx, there are co-benefits to introducing NOx prices, including reductions in the emissions of SOx (24.9% to 70.9%), Hg (16.8% to 81.3%) and CO2 (8.7% to 21.1%). Water consumption was also decreased by 4.3% to 8.2%. The costs of redispatching electricity generation to reduce NOx emissions are, in many scenarios, comparable to conventional control costs. Higher CO2 prices produce many of the same changes in electricity generation as increases in NOx prices, but the simultaneous application of NOx and CO2 pricing produces complex effects. Under stress, such as drought induced water scarcity, dispatching decisions have the potential to increase water availability in regions in which drought is a concern. This dispatching had relatively small impacts on total water consumption summed over all regions of the ERCOT grid. However, the dispatching scenarios resulted in net increases in NOx, SOx, and CO2 emissions rates summed over all regions of the grid, particularly in regions that were absorbing the electricity generation that was exported out of the drought impacted regions. The costs of electricity dispatching, per volume of water consumption reduced in the drought impacted region, was generally greater than the cost of implementing dry cooling in the same facilities at high electricity demand levels, but comparable to dry cooling at low to moderate demand levels. Finally, while changes in total emissions can be used as a surrogate for air quality impacts, actual changes in air pollutant concentrations, such as ozone, exhibit complex spatial and temporal patterns in response to redispatching, including the creation of hot spots of elevated concentrations.

Transportation fleet emissions have a dominant role in air quality because of their significant contribution to ozone precursor and greenhouse gas emissions. Regulatory policies have emphasized improvements in vehicle fuel economy, alternative fuel use, and engine and vehicle technologies as approaches for obtaining transportation systems that support sustainable development. This study examined the air quality impacts of the partial electrification of the transportation fleet and the use of biofuels for the Austin Metropolitan Statistical Area under a 2030 vision of regional population growth and urban development using the Comprehensive Air Quality Model with extensions (CAMx). Different strategies were considered including the use of Plug-in Hybrid Electric Vehicles (PHEVs) with nighttime charging using excess capacity from electricity generation units and the replacement of conventional petroleum fuels with different percentages of the biofuels E85 and B100 along or in combination. Comparisons between a 2030 regional vision of growth assuming a continuation of current development trends (denoted as Envision Central Texas A or ECT A) in the Austin MSA and the electrification and biofuels scenarios were evaluated using different metrics, including changes in daily maximum 1-hour and 8-hour ozone concentrations, total area, time integrated area and total daily population exposure exceeding different 1-hour ozone concentration thresholds. Changes in ozone precursor emissions and predicted carbon monoxide and aldehyde concentrations were also determined for each scenario. Maximum changes in hourly ozone concentration from the use of PHEVs ranged from -8.5 to 2.2 ppb relative to ECT A. Replacement of petroleum based fuels with E85 had a lesser effect than PHEVs on maximum daily ozone concentrations. The maximum reduction due to replacement of 100% of gasoline fuel in light and heavy duty gasoline vehicles by E85 ranged from -2.1 to 2.8 ppb. The magnitude of the effect was sensitive to the biofuel penetration level. Unlike E85, B100 negatively impacted hourly ozone concentrations relative to the 2030 ECT A case. As the replacement level of petroleum-diesel fuel with B100 in diesel vehicles increased, hourly ozone concentrations increased as well. However, changes due to the penetration of B100 were relatively smaller than those due to E85 since the gasoline fraction of the fleet is larger than the diesel fraction. Because of the reductions in NOx emissions associated with E85, the results for the biofuels combination scenario were similar to those for the E85 scenario. Also, the results showed that as the threshold ozone concentration increased, so too did the percentage reductions in total daily population exposure for the PHEV, E85, and biofuel combination scenarios relative to ECT A. The greatest reductions in population exposure under higher threshold ozone concentrations were achieved with the E85 100% and 17% PHEV with EGU controls scenarios, while the B100 scenarios resulted in greater population exposure under higher threshold ozone concentrations.

The main objective of this study is to determine the various emission source regions and emission categories that contribute to high ozone values in Ohio’s ozone non-attainment counties. Ground-level ozone is produced when sunlight combines with hydrocarbons and nitrogen oxide, which are produced by cars, trucks, factories, and Electric Generating Units (EGU). Weather conditions like high temperatures, bright sunlight, and lack of wind contribute to high ozone formation. These regions were studied using the Comprehensive Air Quality Model with extensions (CAMx) developed by Environ International Corporation. CAMx has a built-in source apportionment technology called Anthropogenic Precursor Culpability Assessment (APCA). Using APCA, we can determine which specific source regions and/or emission categories contribute to high ozone days. A specific day can be selected and studied in detail using this technique. APCA also gives an insight into ozone formation chemistry i.e. whether ozone is oxides of Nitrogen (NOx) limited or Volatile Organic Compound (VOC) limited, as well as an indication as to whether the ozone at the selected time and location would more likely respond to upwind NOx or VOC control strategies. The results show some interesting trends in pollutant transportation and will help in evolving an effective control technology to mitigate ozone concentration in Ohio.