R_airport_Rmarkdown_2021-2023
Robert Sucsy
2023-09-21
Figure 2: Daily flight numbers were highly impacted by the COVID-19 pandemic, but are approaching pre-COVID levels. Annually, flights are more frequent in summer and reach a nadir in January. Points represent individual day results while the line represents a smoothed trendline
Figure 3: Average Daily Black Carbon peaked in fall and reaching a nadir in spring.
Figure 4: Average Daily Ultrafine Particle Counts show seasonal trends, peaking in winter and reaching a nadir in the summer. The Smith street trendline is flattened due to missing data from 2021-12-27 to 2022-03-31, which is typically a seasonal high(confirm). Ultrafine particle counts appear to be less ocnsistent between sensors than black carbon.
Figure 5: Average hourly Black Carbon followed a consistent trend across all sites of a strong peak in morning and the evening, accompanied by subsequnt decreases during mid-day and in the early morning. NOT 2019-2023, USING AQM YEAR (2021-2023)
Figure 6: Average hourly ultrafine particle count displayed more variability across sensors than was observed for black carbon. As in previous reports, increases were noted in the morning and evening. A third peak is observed for the Fieldview sensor in the afternoon, while a large increase is observed at Lydick in the evening, the cause of which has yet to be identified. NOT 2019-2023, USING AQM YEAR
Figure 7: Flight activity by hour of the day closely matches human activity by hour of the day, with the peak happening in early afternoon and almost no flights occurring between midnight and 5 AM. JULY 2020 START DATE FOR DATA
Figure 8: Wind speed shows directional trends, with winds from the North-West having higher windspeed than those from the South and South-East. While high wind speeds were observed from the east, the wind came from the East less than 1% of the time. Mean wind speed is in red.
Figure 9: Wind speed is negatively correlated with number of daily flights. This may be due to to seasonal trends in wind speed and flight count; wind speeds tend to be higher in winter (fig. 14) while fewer flights occur during those months (fig. 2).
Figure 10: Increasing wind speed was found to be correlated with decreasing Particle Count at the Smith Street site.
Figure 11: Increasing wind speed was found to be correlated with decreasing Particle Count at the Fieldview site.
Figure 12: Increasing wind speed was found to be correlated with decreasing Particle Count at the Pembroke site.
Figure 13: Increasing wind speed was found to be correlated with decreasing Particle Count at the Lydick site
Figure 14: Average wind speed was found to be broadly consistent across quarters, though there appears to be slightly elvated levels in winter quarters (Q4 and Q1) (this plot may be worth configuring differently).
Figure 15: At the Smith St. sensor, ultrafine particle pollution was found to be highest when winds come from the East
Figure 16: At the Fieldview Dr. station, ultrafine particle pollution was found to be highest when winds come from the North and East.
Figure 17: At the Pembroke station, ultrafine particle pollution was found to be highest when winds come from the Northwest. A peak was detected coming from the Southeast, however only four days had average windspeeds coming from that direction.
Figure 18: At the Lydick station, ultrafine particle pollution was found to be highest when winds come from the West.A peak was detected coming from the Southeast, however only four days had average windspeeds coming from that direction.
Figure 19: Ultrafine particle count is negatively correlated with temperature at the Smith Street site.
Figure 20: Ultrafine particle count is negatively correlated with temperature at the Fieldview site.
Figure 21: Ultrafine particle count is negatively correlated with temperature at the Pembroke site.
Figure 22: Ultrafine particle count was not correlated with temperature at the Lydick site.
Figure 23: Effect of Total Number of Daily Flights on Ultrafine Particle Count, Smith Street.
Figure 24: Effect of Total Number of Daily Flights on Ultrafine Particle Count, Fieldview.
Figure 25: Effect of Total Number of Daily Flights on Ultrafine Particle Count, Pembroke.
Figure 26: Effect of Total Number of Daily Flights on Ultrafine Particle Count, Lydick
Figure 27: Effect of Rainfall on Ultrafine Particle Count.
Figure 28: Increasing wind speed was found to be correlated with decreasing Black Carbon at the Smith Street site.
Figure 29: Increasing wind speed was found to be correlated with decreasing Black Carbon at the Fieldview site.
Figure 30: Increasing wind speed was found to be correlated with decreasing Black Carbon at the Pembroke site.
Figure 31: Increasing wind speed was found to be correlated with decreasing Black Carbon at the Lydick site.
Figure 32: The relative magnitudes between snesors of detected black carbon are consistent across wind directions. (as much as I like this plot it’s a bit intimidating and may best be replaced)
Figure 32: The relative magnitudes between snesors of detected black carbon are consistent across wind directions. (as much as I like this plot it’s a bit intimidating and may best be replaced)
Figure 33: Increasing temperature was found to be correlated with decreasing Black Carbon at the Smith Street site, however the impact over the observed temperature range was small.
Figure 34: Increasing temperature was not found to be correlated with increasing Black Carbon at the Fieldview site.
Figure 35: Increasing temperature was found to be correlated with Black Carbon at the Pembroke site.
Figure 36: Increasing temperature was found to be correlated with increasing Black Carbon at the Lydick site, however the impact over the observed temperature range was small.
Figure 37: Increasing numbers of daily flights were found to be correlated with Black Carbon at the Smith Street site.
Figure 38: Increasing numbers of daily flights were found to be correlated with Black Carbon at the Fieldview site.
Figure 39: Increasing numbers of daily flights were found to be correlated with Black Carbon at the Pembroke site.
Figure 40: Increasing numbers of daily flights were found to be correlated with Black Carbon at the Lydick site.
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Figure 41: Plot of particle count on June 14th, 2022, when the average wind was from the North. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 42: Smoothed plot of black carbon on June 14th, 2022, when the average wind was from the North. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 43: Plot of particle count on July 14th, 2021, when the average wind was from the South The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 44: Plot of Black Carbon on July 14th, 2021, when the average wind was from the South The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 45: Plot of particle count on March 3rd, 2023, when the average wind was from the West. The Fieldview Sensor is located West of the airport, while the Pembroke sensor is located to the East.
Figure 46: Plot of Black Carbon on March 3rd, 2023, when the average wind was from the West. The Fieldview Sensor is located West of the airport, while the Pembroke sensor is located to the East.
Figure 47: Average particle count on June 14th, 2022, when the average wind was from the North. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 48: Average particle count on July 14th, 2021, when the average wind was from the South The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 49: Average particle count on September 4th, 2021, when the average wind was from the West. The Fieldview Sensor is located West of the airport, while the Pembroke sensor is located to the East.
Figure 50: Plot of particle count on June 14th, 2022, from 11 AM to 1 PM. On this day and during this time the average wind was from the North. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast. The black points represent flights arriving and departing from the airport during this time period.
Figure 51: Plot of particle count on July 14th, 2021, from 2 PM to 4 PM, when the average wind was from the South to Southeast. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast. The black points represent flights arriving and departing from the airport during this time period.
Figure 52: Plot of particle count on March 5th, 2023, from 10 AM to 12 PM, when the average wind was from the West. The Fieldview Sensor is located West of the airport, while the Pembroke sensor is located to the East. The black points represent flights arriving and departing from the airport during this time period.
Figure 53: Plot of particle count on August 12th, 2022, when the average wind was from the North. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 54: Plot of Black Carbon on August 12th, 2022, when the average wind was from the North. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 55: Plot of particle count on September 14th, 2021, when the average wind was from the South. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 56: Plot of black carbon on September 14th, 2021, when the average wind was from the South. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 57: Average particle count on December 7th, 2021, when the average wind was from the West. The Fieldview Sensor is located West of the airport, while the Pembroke sensor is located to the East.
Figure 58: Average black carbon on December 7th, 2021, when the average wind was from the West. The Fieldview Sensor is located West of the airport, while the Pembroke sensor is located to the East.
Figure 59: Average particle count on August 12th, 2022, when the average wind was from the North. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 60: Average particle count on September 14th, 2021, when the average wind was from the South. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast.
Figure 60: Average particle count on December 7th, 2021, when the average wind was from the West. The Fieldview Sensor is located West of the airport, while the Pembroke sensor is located to the East.
Figure 61: Plot of particle count on August 12th, 2022, from 11 AM to 1 PM. On this day, the average wind was from the North. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast. The black points represent flights arriving and departing from the airport during this time period.
Figure 62: Average particle count on September 14th, 2021, from 11 AM to 1 PM. On this day, the average wind was from the South. The Lydick Sensor is located North-Northeast of the airport, while the Smith Street sensor is located South-Southeast. The black points represent flights arriving and departing from the airport during this time period.
Figure 63: Average particle count on December 7th, 2021, from 10 AM to 12 PM.On this day, the average wind was from the West. The Fieldview Sensor is located West of the airport, while the Pembroke sensor is located to the East. The black points represent flights arriving and departing from the airport during this time period.
Figure 64: Black carbon levels were similar at the East Providence and CCRI sites
Figure 65: Black carbon levels were found to be higher at the Providence locations than at the airport
Figure 66: Average ultrafine particle levels at the CCRI site were less than compared to the airport measurements
Figure 66: Average ultrafine particle levels at the CCRI site were less than compared to the airport measurements