-------
M = 2.34x!0"3S + 0.16
r = 0.86
16
1A
12
10
CB
0)
o
8
o
O
w 4
Moisture (10 gm/year)
(d) Manuf act taring concerns.
-------
Whether or not the latent energy associated with these anthropogenic
emissions of water vapor is converted to sensible heat as a result of atmos-
pheric condensation processes depends on atmospheric conditions at the time of
the emission. Results from Tarn and Bornstein (1975) have demonstrated some
effects on the dynamics of the urban boundary layer resulting from the emis-
sion of anthropogenic moisture.
62
-------
SECTION 3
AIRCRAFT FLIGHT PROGRAM
FLIGHT PROGRAM DESCRIPTION
The main objective of the aircraft flight program, carried out by the
Sign-X Labs of Essex, Connecticutt, was to determine the three dimensional
distributions of temperature, humidity, and S02 concentrations over metro-
politan NYC. The area covered by the flights was roughly circular, approxi-
mately 40 km in radius, and centered on Manhattan. The vertical dimensions of
the area extended upwards from the surface to about 1 km.
Particular flight patterns followed by the aircraft, as well as the
selection of the appropriate aircraft to be flown, were based on the indivi-
dual mission to be carried out. The missions included determination of heat
island characteristics, atmospheric stability, and horizontal and vertical
fluxes of SO2.
Soundings were generally taken during each 2-hour flight as follows:
first at rural locations upwind of NYC, then over suburban and urban areas,
and finally downwind of the city. In addition to the soundings taken in the
vertical plane along the wind, soundings in vertical planes across the wind
were also made, bringing the total number of soundings for each flight to
about 12. There were generally three such flights per day: one near sunrise,
one near midday, and one in the late afternoon.
The optimum flight pattern needed to accomplish the above missions
consisted of a series of climbing traverses and spiral descents. The descents
were made over an area generally less than 1 km in diameter, using coordinated
turns and producing a helical pattern.
63
-------
When the primary objective of a flight was to obtain the S02 flux along
and across several significant levels, a series of horizontal traverses normal
to the wind were made at the appropriate heights. The first set of traverses
was made upwind of the source, and the final set was made at a distance of
from 16 to 32 km downwind. The downwind distance divided by the time between
the first and last traverses was, ideally, equal to the mean windspeed. When
information was desired at distances up to 80 km downwind of NYC, observations
were taken at heights up to 2 km above the surface, and a light plane was used
instead of a helicopter.
AIRCRAFT INSTRUMEOTATION
The primary crafts used in the study were a Brantly B2 helicopter and a
Piper PA-12 light plane. On missions where the size and weight capabilities
of the B2 were insufficient, a Bell 47J helicopter was used. The Brantly B2
is capable of carrying two persons (a pilot and an observer) and approximately
35 kg of equipment. It is capable of maintaining speeds of from zero to
approximately 40 m-s"1, and it can fly for approximately 2.25 hours. Although
its weight and size capabilities are limited, the specially designed equipment
used in the study made its use feasible at a cost significantly lower than
that associated with other helicopters.
The Piper PA-12 is capable of carrying three persons and a small equip-
ment load, or two people (pilot and observer) with as much as 70 kg of equip-
ment, and it has about 50% more available space than the B2. Its speed range
is from about 29 to 51 m-s"1 and its maximum flight duration is about 6 hours.
The Bell 47J can carry as much as 160 kg and can fly up to 45 m-s-1, but it
has a shorter flight duration of about 1.75 hours. More recent models have
improved performance capabilities.
Initially, concern existed as to whether transducers could be located .'n
undisturbed air when mounted outside of a helicopter. Since the blades
constitute a rotating wind, and not a thrust device, for speeds above about
4.5 m-s-1 and at altitudes greater than 3 m, the "downwash" area was located
aft of transducers placed ahead of, or on, the forward position of the skid.
64
-------
Tufts, or short streamers, were placed on a probe attached to, and extending
ahead of, the skids. At airspeeds above 13 m-s"1, the "downwash" area occur-
red aft of the cockpit door. During traverses, the helicopters were flown at
speeds of approximately 35 m-s"1. During soundings, a speed of 27 m-s-1 was
maintained. On the light plane, the transducers were located in the undis-
turbed air below the leading edge of the wing and were a considerable distance
from the effect of "prop wash."
The Brantly B2 helicopter was selected as the primary vehicle for the
small scale studies because of its comparatively low operating costs. How-
ever, because of its relatively small size, special attention had to be given
to the size, weight, and power requirements of the instrument package. The
instrument package also had to be designed so that it could be quickly in-
stalled or removed from the helicopter, so as to avoid "down time" charges.
The helicopter was leased from a commercial operator, and when not flown on
the pollution study, it was used for charter and student instruction. Once
the size and weight problems of the Brantly were satisfied, the package could
be easily installed in the larger aircraft, i.e., the Bell and the Piper.
The following four measurements were generally made during the 1964 and
1965 flights: temperature, wet-bulb depression, pressure-height, and sulfur
dioxide concentration. However, due to a lack of interest in the moisture
measurements, wet-bulb observations were generally not taken in 1966.
The temperature sensor consisted of a semiconductor head. The output of
the head was a linear function of temperature and had a time constant of
approximately 0.2 s. The overall temperature measuring system, consisting of
sensor, amplifier, and recorder, had a relative accuracy of 0.2°C and an
absolute accuracy of 0.5°C. The wet-bulb depression sensor consisted of a
double thermocouple. Each thermocouple had 30 thermof unctions, and one
thermocouple was fed with distilled water. The time constant of the wet-bulb
depression sensor was 0.1-0.2 s, and its accuracy was 0.2°C.
The pressure-height unit had two aneroid cells driving a potentiometer.
The output of the potentiometer was linear with pressure-height according to
65
-------
the standard atmosphere. The time constant of the unit was less than 0.05 ms
and its accuracy was about 10 m. The sulfur dioxide unit was of the electro-
conductivity type, with a time constant of approximately 30 s. However, the
electroconductivity method is not specific for SO2; the main interference is
from C02. The calibration procedure described in Section 6 under CALIBRATION
PROCEDURES includes this effect and allows for a probable accuracy of 10-30%.
The S02 measurements required a unit separate from the rest of the instrument
package, so the unit was located in the baggage compartment of the helicopter
or over the baggage compartment in the plane.
The temperature and wet-bulb depression units were located in a
double radiation shielded housing mounted to the forward tip of the left skid
of the helicopter, or on the junction of the strut and the left wing on the
plane. The S02 intake was at roughly the same point on the helicopter, but
somewhat more inboard on the plane. The pressure-height unit was fed from a
point of static pressure known to be unaffected by airspeed.
The outputs of the transducers were amplified and fed to a four-channel
rectilinear ink strip chart recorder. The recorder's channel width was 40 mm
and its chart speed was either 0.5 or 2.0 mm-s"1. Two event-markers allowed
for the timing and recording of miscellaneous information, such as location,
notes, and photograph number. The recording point and about 6 inches of
recordings were visible to the flight observer.
The scales used were as follows: temperature and wet-bulb depression at
0.2 C per mm; pressure-height at 10 m-mnr1; and S02 at 2.5 pphm-imr1. There
were six temperature scales of 8°C, which overlapped for 2°C; two wet-bulb
depression scales of 8 C, which overlapped for 2°C; six pressure-height scales
of 400 m, which overlapped for 100 m; and two SO2 scales of 0-1 and 0-5 ppm.
Analogue records of pressure-height, temperature, wet-bulb depression,
and S02 concentration versus time were obtained from each flight. An obser-
ver's notebook gave location and other information corresponding to the event
marks on the chart record. These notes were written on the chart record at
66
-------
the appropriate times, and a map of the flight path was drawn showing the
geographic location of the vertical soundings and horizontal and/or climbing
traverses.
Prior to and after each flight, laboratory calibrations of pressure-
height, temperature, and wet-bulb depression were made. In addition, a
comparison was made in the field, prior to and after each flight, between the
indicated temperature and a standard thermometer. Flight measurements,
conducted to determine effect of dynamic heating, showed that at the flight
speeds used (27-35 m-s-1) the effect was about 0.3°C. The S02 unit was
periodically calibrated in the laboratory for both SO2 and 002, as described
in Section 6 under CALIBRATION PROCEDURES.
A miniature version of the Davis electroconductivity unit was required
for airborne measurements of SC>2 when the Brantly B2 helicopter was used. A
variety of techniques were considered to decrease the size and weight of the
unit to acceptable values, but all of the new versions were designed around
the same combined absorption and conductivity cell used in the regular Davis
instrument. Consideration was given to nonrecirculating systems, and to the
use of a venturi or the engine manifold as a source of vacuum. However, both
were discarded when calculations and tests showed that a deionizing reservoir
with a smaller amount of water and resin would suffice when a suitable pump
was used.
The resulting miniature version, therefore, has the identical system
components as a Davis instrument. With the exception of the cell, all of the
components are small copies of those in the large version. Considerable size
and weight reductions were accomplished through the use of a different voltage
regulating technique.
Surface pressure readings were obtained during the flight, generally from
airports such as LaGuardia, Kennedy, or Newark, so that true heights could be
determined from the standard atmosphere and from the record of pressure-
height. Indicated temperatures were corrected for dynamic heating, and all
variables were corrected, when necessary, according to the various calibrations.
67
-------
Soundings were plotted manually at the same scales as the chart records
to show the vertical distributions of temperature, S02 concentration, and wet-
bulb temperature (when available). Values obtained from the traverses were
also plotted (at their geographic positions) for various significant altitudes.
The helicopter data previously described were used to investigate the
horizontal and vertical distribution of temperature (Bornstein, 1968) and
moisture (Bornstein, Lorenzen, and Johnson, 1972) in the boundary layer over
NYC. In addition, the data were used to validate the URBMET (urban meteor-
ology) boundary layer model of Bornstein (1972a,b, 1975) and Bornstein and
Robock (1976).
DATA TABULATION AT SJSU
When the data collected by the NYU group were brought to SJSU, it was
discovered that a few of the original helicopter strip charts and almost all
of the plotted soundings from 1966 had been lost while the data were stored at
NYU. It thus became necessary to repeat the procedures originally carried out
by Sign-X to reproduce the plotted soundings. However, some helicopter
soundings that had been replotted at NYU during the Project were in the data.
Thus, there are three different sources for the helicopter soundings
included in Volume II, as shown in Table 1. The characteristics of the sound-
ings are as follows: (1) "Sign-X" soundings were produced in the manner
described in this section under AIRCRAFT INSTRUMENTATION, using data at 25-m
intervals in addition to data at various significant levels; (2) "NYU" sound-
ings were constructed during the Project from the original (but now lost)
Sign-X soundings by averaging data over 50-m layers; and (3) "SJSU" soundings
were produced from the original strip charts using data extracted at 10- or
25-m intervals. After the "SJSUIO" (soundings produced from the original
strip charts using data extracted at 10-m intervals) were judged to be too
irregular, the interval between successive data points was changed to 25 m,
thus producing the "SJSU25" soundings listed in the table.
68
-------
If a Sign-X version of a particular sounding was available, it was
included in Volume II; if not, a NYU version of the sounding was included. If
neither was available, then the following procedure was carried out to produce
the "SJSU" soundings:
(1) Conversion of pressure-height to height above mean sea level.
This was done by knowing the elevations above sea level of the air-
ports at which flights began and terminated. The pressure-height
reading obtained when the aircraft was on the runway was set equal to
the known elevation of the station above sea level. If the pressure
at a particular airport changed with time during a flight, or if the
correction was inconsistent for the beginning and terminating air-
ports, then the difference in the correction was prorated over the
entire flight. If this procedure could not be followed, i.e., if the
takeoff and landing soundings were missing, then the sounding in
which the aircraft came closest to the surface was determined, and
the bottom of the sounding was assumed to be located at 30 m above
ground level. The sounding at 155th Street was used for this purpose
whenever possible, due to its location at the Hudson River.
(2) Naming of a sounding.
A list of all of the names applied to the sites at which the sound-
ings given in Volume II were taken is given alphabetically in Table
23, and their locations are shown in Figures 9(a) and 9(b).
(3) Time of sounding.
All times appearing in this report have been corrected to EST. In
the absence of information from Sign-X, it was assumed that all times
given in the raw data were "time of the realm," i.e., EST or EOT.
69
-------
TABLE 23. ALPHABETICAL LISTING OF HELICOPTER SOUNDING SITES
APPEARING IN FIGURES 9a AND 9b
SITE
MAP
CODE
NAME
LOCATION
LATITUDE LONGITUDE
(DEG. MIN. SEC.) (DEG. MIN. SEC.)
B
A/B
A/B
A/B
B
A/B
A/B
A/B
B
A/B
A/B
A
A
B
B
A/B
B
A/B
A
B
A/B
A/B
A/B
A/B
A/B
A/B
A/B
A/B
B
A/B
B
A/B
A/B
B
A/B
A/B
A/B
A/B
A/B
B
B
A/B
A/B
A/B
ARM
ATS
AST
AFB
BRK
BAT
BAB
BAYP
BYPK
BRP
BCL
CWA
CGR
CPP
CLT
CLP
CWL
CHR
EPY
ERV
ERP
EIL
ECB
FLH
FPK
FPT
FWP
GSP
GAR
GWB
GID
GND
GVB
GKL
GNK
HAD
HOH
HAB
HVR
HTL
Armonk
Army Terminal Brooklyn
Astoria
Atlantic & Flatbush
Barker Pt.
Battery
Bayonne Bridge
Bayonne Park
Bay Park
Bronx River Park
Brooklyn College
Brooklyn Navy
Brooklyn VA Hospital
Caldwell-Wright Airport
Cedar Grove Reservoir
Central Park
Clifton
Cloves Lake Park
Cloisters
Crestwood Lake
Cypress Hills
East Parkway
East River
East River Park
Ellis Island
Eastchester Bay
Flushing Airport
Forest Park
Fox Point
Ft. Washington Park
Garden State Pkwy.
Garfield
George Washington Bridge
Goethal
Governors Island
Grand
Gravesend Bay
Great Kills
Great Neck
Hadley Airport
Hastings on Hudson
Henry Hudson Bridge
Hillview Reservoir
Holland Tunnel
41
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
41
40
40
40
07
45
47
41
51
42
38
41
38
50
37
42
39
52
51
47
38
37
52
57
41
39
44
43
42
51
47
42
54
50
51
53
51
38
41
43
35
33
48
33
00
52
55
44
30
30
30
30
30
30
30
30
30
30
30
30
30
30
30
30
73
73
73
73
73
74
74
74
73
73
73
73
73
74
74
73
74
74
73
73
73
73
73
73
74
73
73
73
73
73
74
74
73
74
74
73
74
74
73
74
73
73
73
74
42
56
54
58
44
01
08
07
40
52
57
58
56
17
13
58
05
06
56
49
53
55
58
58
03
49
50
51
35
57
10
05
56
11
01
53
01
08
44
26
53
55
52
02
30
30
30
30
30
30
30
(continued) 7n
-------
TABLE 23. (continued)
SITE
MAP
OCDE
(continued)
NAME
LOCATION
LATITUDE LONGITUDE
(DBG. MIN. SEC.) (DEC. MIN. SEC.)
A/B
B
A/B
B
A/B
A/B
A
B
A/B
B
A/B
B
A/B
A/B
B
B
A
A/B
A/B
A/B
B
B
A/B
B
A
B
A/B
B
A/B
A/B
B
A/B
B
B
B
A/B
B
A/B
A/B
A/B
B
JRT
KLL
KPK
LAP
LIE
LYN
MAS
MLK
MER
MAP
MTF
NAW
NBG
NJTP
NRL
NYT
NYU
NPT
OAK
OLD
OBC
OT3
PAT
PLG
PGC
Q14
QLI
RAN
RVW
RAW
RBK
RIR
RSP
ROV
3&21
SWL
SC
SHA
Jerome Reservoir
Kill
Kissena Park
Lexington Reservoir
Lincoln Tunnel
Linden Airport
Long Island Expwy.
Lyndhurst
McCarren Park
Meadowbrook & Sunrise
Meadow Lake
Merrick
Miller Airport
Mitchell Field
Montclair
Narrows
Narrows Bridge
New Jersey Turnpike
New Rochelle
Newton Creek
New York Thcroughway
New York University
Norton Point
Oakland
Old Bridge
Orchard Beach
Outer Bridge
Overpeck Creek
Patterson
Pelham Golf Course
Pleasantdale Golf Course
Queens & 14th
Queens & Long Island Expwy.
Raritan
Ravenswood
Raway
Red Bank
Ridgewood Reservoir
Riverside Park
Rossville
Route 3 & 21
Saw Mill
Seacaucus
Somerset Hill Airport
40
40
40
41
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
41
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
53
32 30
45
05
48
37
45
48
43
39
43 30
40
34
43
51 30
37
36
32
52
44 30
56
52
34
01 30
24 30
52
31 30
51
57
52
45
46
44
29 30
45
36
20
59
47
33 30
50
46
48
42
73
74
73
73
74
74
73
74
73
73
73
73
74
73
74
74
74
74
73
73
73
73
74
74
74
73
74
74
74
73
74
73
73
73
73
74
74
74
73
74
74
73
74
74
53
13
48
48
00
15
47
07
57
34
50
33
06
36
13
02
03
18
47
57
53
54
00
14
22
47
15
01
08
49
21
51
53
57
57
17
05
04
58
13
08
53
03
34
30
30
30
30
30
30
30
30
30
30
30
71
-------
TABLE 23. (continued)
MAP
ODE
SITE
NAME
LOCATION
LATITUDE LONGITUDE
(DEG. ION. SEC.) (DEC. MIN. SEC.)
A/B
A
A/B
A/B
A
B
B
B
B
A/B
A
A/B
B
A/B
A/B
B
B
A/B
B
A/B
B
B
B
A/B
A
A/B
A
A
A/B
A
STA
SWP
TNB
TWP
TEP
TAH
UBB
UPP
VSSP
VAL
VCP
WAN
HPN
WID
WPS
WILL
WYC
YCN
ZAP
HPP
40NJ
155
Staten Island Airport
Statue of Liberty
Swamp
Throgs Neck Bridge
Todd Shipyard
Totoura-Wayne Airport
Tremley Point
Truckahoe
Union Beach
Upper Bay
VA Hospital (Bronx)
Valley Stream
Valley Stream State Park
Valray Street
Van Cortland Park
Wantagh
Westchester
Welfare Island
White Plains
Willowbrook Park
Wyckoff
Yonkers
Zahs Airport
30th St. Heliport
40th
40th & New Jersey
79th & Hudson River
125th
155th
167th & 155th
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
41
40
41
40
41
40
40
40
40
40
40
40
40
40
36
31 30
49
33
46
54
36
56 30
27
40
52
39
41
52
53 30
41
04
46
05
36
01
58
42 30
45
45 30
45 30
47
49
50
50 30
74
74
74
73
73
74
74
73
74
74
73
73
73
73
73
73
73
73
73
74
74
73
73
74
74
73
73
73
73
73
10
03
06
48
59
15
12
50
11
02
54
43
42
55
53
29
43
56
48
09
10
51
40
00
00
46
59
58
56
55
30
30
30
30
30
30
72
-------
74' 30'
74* 15'
74* OO1
73*43'
73*30'
73* IS1
41-00'
40*45'
40* 3O'
41'00'
40*45'
40* 30'
74* 30'
74' 15'
74* 00'
73*45'
73* 30'
(a)
Figure 9. Location of helicopter sounding sites designated by
abbreviations or names used in Table 23.
73
-------
40-52.5'
40° 45'
40" 37.5'
J
• PELHAM GOLF COURSE
74° 07.5'
74*00
73-52.5'
73° 45'
(b)
74
-------
(4) Plotting the sounding.
Draftsmen were instructed to "smooth" the data when tracing a plotted
sounding, but they were also told not to change the sounding signifi-
cantly in the process of smoothing out small perturbations.
(5) Temperature scale.
Electronic drifts of the zero point of the various scales were pro-
rated into the data.
(6) S02 scale.
The actual calibration procedures for the Davis instruments are
described in Section 6 under CALIBRATION PROCEDURES. Calibration
curves (Figure 18, example) were assumed to be represented by the
following linear equation
R - R
d
a-c(Vb)-
where S is the SC-2 concentration in ppm; R, is scale deflection
caused by the effects of both the ambient SC»2 and CO2; a, b, and c
are constants, determined by the slopes of the calibration curves for
each of the Davis instruments in the surface network discussed in
Section 6 and for those instruments used in the aircraft; and R is
the scale deflection due only to the ambient 002 and thus is used as
the zero point for the SO2 concentration scale. The values of the
three constants for the aircraft Davis instruments changed on July 6,
1966 when Sign-X installed a new cell in the Davis instrument in the
helicopter. Equation (12) was used directly on data from the surface
network of Davis instruments but it could not be directly applied to
the Davis instruments mounted on the aircraft because the aircraft
instruments lacked a scrubber (see Section 6, CALIBRATION PROCEDURES).
For these data, R was assumed to be the smallest scale deflection
recorded during a particular flight. This value (RW) generally
75
-------
occurred in soundings taken at upwind rural sites, and/or in the
upper levels of urban soundings, and was generally constant with
height over several hundred meters. After R was determined, Equa-
tion (12) was solved for R,, which corresponded to a value (con-
centration) of S of 0.1 ppm. Since the equation is linear, the
magnitude of this distance gave the constant scale interval for each
0.1 ppm increase of S for a particular flight.
All of the soundings from the three primary test periods are given in
Volume II. The soundings from the remaining periods of Table 1 are at SJSU,
but are not included in this report because the lack of time and money pre-
vented their completion.
Additional vertical temperature profiles were obtained from the National
Weather Service rawinsonde site at John F. Kennedy Airport (see Figure 14).
A summary of the data obtained from these launches is given in Appendix II.
These soundings were routinely taken twice a day (at 0615 and 1215 EST) until
the end of February 1966, and from then until the end of the Project, two
additional launches were taken daily at 0015 and 1815 EST. The lack of data
for a particular time indicates that no inversion was present in the sounding
below 4 km. Inversions were defined as layers in which temperature either
increased with height or remained constant with height. In cases of multiple
inversions, only the lowest layer was reported.
76
-------
SECTICN 4
SURFACE WIND DATA
SAMPLING AREA
A mesoscale network of anemometers was established in and around NYC as
part of the New York City Air Pollution Project. This network (Figure 10 and
Table 24) consisted of 97 sites located in a rectangle centered on the west
side of mid-town Manhattan. The rectangle was 200 km long in the E-W direc-
tion and 100 km long in the N-S direction. Data from the network were used to
study mesoscale perturbations on synoptic scale flows (Scudder, 1965); meso-
scale trajectories (Dryan, 1968); urban-rural wind velocity differences
(Bornstein, et al. 1972, Johnson and Bornstein, 1974, and Johnson, 1975); and
urban effects on frontal movement (Loose and Bornstein, 1975).
ANALYSIS
Data were collected from 14 airport stations (National Weather Service
and Federal Aviation Administration), 4 military bases (Air Weather Service
and Naval Weather Service), 10 Coast Guard bases, 15 utility companies, 14
industrial sites, 29 public agencies and institutions (Public Health, sani-
tation, schools, etc.), and 11 sites set up by New York University.
The wind data were averaged over 1 hour, centered on the hour, except for
data from airport, military, and Coast Guard stations, which were standard
hourly synoptic observations. During the shakedown period before Tl, wind-
speeds were corrected to a height of 30.5 m by use of power law profiles.
However, since the magnitude of the corrections was generally less than 1 m-s"1,
the procedure was not carried out on data obtained during the 12 regular test
periods.
77
-------
Figure 10. Location of surface anemometer sites by abbreviations
used in Table 2A.
-------
TABLE 24. ALPHABETICAL LISTING OF SURFACE ANEMMETER SITES APPEARING IN FIGURE 10
Code
Letters
AE
AG
AL
AS
BA
BB
BDR
BG
BO
BR
BT
BU
CA
CC
CE
CH
CL
CN
CP
CR
CW
CY
DA
EN
ER
EWR
FH
FI
FK
FM
FOK
FV
(continued)
Station Name
Albert Einstein Sen.
Astoria Generator
Allenhurst
Ambrose Light Ship
Bayonne
Bliss Bldg. , NYU
Bridgeport Airport
Bergen Generator
Bound Brook
Bayway Refinery
Yonkers
Buchanan
Oaldwell Airport
Cos Cob
Chester
Christadora House
Crawford Hill
Grumran Aircraft
Central Park
Perth Atriboy
Comnonwelth Water
City College of N.Y.
Con. Edison
Eatons Neck
Execution Rocks
Newark Airport
Fort Hamilton
Fire Island
Falkners Island
Fort Monmouth
Suffolk
Fairview
Lat.
(D M S)
40 51 00
40 47 06
40 15
40 27 20
40 41
40 51 40
41 10
40 50 25
40 33 30
40 38 40
40 58
41 16 10
40 52 35
41 01 48
40 48
40 43 30
40 23
40 55
40 46 45
40 32 05
40 15
40 49 15
40 38 40
40 52 02
40 52 40
40 31 00
40 36
40 37 05
41 12 07
40 11
40 50
40 49
Long.
(D M S)
73 50 45
73 54 45
74 00
73 50 00
74 07
73 54 45
73 07
74 01 40
74 30 30
74 12 30
73 53
73 57 00
74 16 55
73 35 54
74 42
73 58 50
74 11
72 47
73 58 10
74 15 48
74 21
73 57
74 06 40
73 23 07
73 44 00
74 09 30
74 01
73 15 06
73 39 02
74 04
72 40
74 00
Data
Type
A
A
A
O2
U
B3
W
B
U
A
U*
A
0
A
A
B
B
W
Q
A
U
A
B
WQ
WQ
W
U
WQ
WQ
B
W
U
Obstructed
Arc l Problems
WNW
L
D
NW
ME L,D
L
NW S
S
L
L
L,F
L
F
NW L
D
E
L,F
-------
TABLE 24. (continued)
Code
Letters
GB
GK
GR
HE
HG
HI
HL
HP
HPN
HR
HVN
o IR
3 IS
ISP
IT
JFK
KP
LA
IB
LGA
LGA
LH
LL
ID
LU
LV
MA
MC
ML
MO
(continued)
Station Name
Bathpage
Great Kills
Glenrock School
Stamford
Hudson Generator
Merrick
Hoffman Laroche
Pier 68 Heliport
White Plains Airport
West Henpstead
New Haven Airport
Plainsboro
Westwood
Islip Airport
Nutley
JFK Intn'l. Airport
Kings Point Academy
Linden Airport
Long Branch
La Guardia Airport
La Guardia Airport
Laural Hills
Long Is. Lighting
Lamont Tower
Latouratte
Lehigh Valley
Fort Miller
Medical Center
Mineola
wioriches
Lot.
(D M S)
40 44
40 32 45
40 57 28
41 02 26
40 44 41
40 38 59
40 49 48
40 45 15
41 04
40 42
41 16
40 20 47
40 59
40 43
40 49 18
40 38 05
40 48 50
40 37
40 18
40 46 50
40 46 50
40 44 12
40 45 48
40 57 30
40 34 30
40 44 30
40 34 08
40 50 25
40 44 10
04 47 02
Long.
(D M S)
73 29
74 07 26
74 07 29
73 23 39
74 04 24
73 33 45
74 09 30
74 00 30
73 44
73 39
72 58
74 34 10
74 00 54
73 06
74 08 18
73 46 45
74 45 55
74 14
74 00
73 52 35
73 52 35
73 55 48
73 30 48
73 55 25
74 03 55
73 58 20
74 24 08
73 56 30
73 30 00
72 45 00
Data
Type
WQ
P
B
U
B
U
A
B
W
0
W
B
Q
W
U
W
B
U
U
W
Q
A
B
A
P
B
B
P
B
WQ
Obstructed
Arc1
NW
SW/
NW
NE/
S
WNW
NNW
NW
SSW/
NNE
Problems
D
D
L
F
S,D
D
D
D
L,D
D
-------
00
Code
Letters
MP
m
NEL
NL
NR
NS
NSC
OB
OC
ED
PH
PP
RA
RB
RC
RP
RU
SB
SH
SM
ST
SU
TB
TEE
TW
US
VS
WE
WF
WP
WRI
WS
WW
Station Name
Morristown Airport
Morristown
Lakehurst
Nation Lead
New Rochelle
Tbtenville
Floyd Bennett
Oyster Bay
Cceanside
Phelps Dodge
Pelham Manor
Palisades Park
Republic Aviation
NYU Research No. 4
Rockaway
Roselle Park
Rutgers Univ.
Sheraton Bldg.
Sandy Hook
Stamford
Stratford Shoals
Maritime College
NY Telephone Co.
Teterboro Airport
Totawe Wayne Airport
U.S. Metals
Memorial School
West End
Whitehall Ferry
Westchester
McGuire
Wall Street
West Wharton
TABLE 24. (continued)
Lat . Long .
(D MS) (DM S)
40 47 50
40 46 45
40 10
40 29 50
40 54
40 32
40 35
40 46 15
40 37 10
40 38 05
40 53 55
40 49 45
40 44
40 48 35
40 33 02
40 39
40 30
40 42 15
40 28 01
41 08
40 03 04
40 48 20
40 42 50
40 46
40 54 35
40 35 55
40 40 35
40 46 05
40 42
41 04 45
40 00 40
40 42 15
40 55
74 25 05
74 27 00
74 15
74 18 35
73 47
74 14
73 53
73 28 40
73 38 21
74 12 10
73 49 00
73 53 30
73 25
74 03 45
73 56 02
74 16
74 27
74 01 00
74 01 00
73 32
73 06 01
73 47 42
74 00 45
74 03 55
74 14 39
74 13 15
73 41 50
73 59 10
74 00 45
73 48 20
74 36 40
74 00 30
74 36
Data Obstructed
Type Arc1
U
A 6
W
A
U
A
W
B 6
U
B
P
P
U
B
WQ
U
B
Q
WQ
Q
WQ
B
B
W
0
B
0
B 7
B N/NE
B
W
B
A
Problems
D
D
D
S
D
D
S
L
D
L
L
D
S,D
(continued)
-------
oo
DO
Code
Letters
YC
ZA
Station Name
Yatch Club
Zahn's Airport
TABLE 24. ( continued)
Lat. Long. Data Obstructed
(D M S) (D M S) Type Arc1 Problems
40 54 10 73 30 45 B
40 42 73 24 W
NOTES
I.
:
TYPE OF DATA
A
B
0
P
Q
W
WQ
ft
- TWO ROLL BENDIX
- ONE ROLL BENDIX
- VISUALLY OBSERVED
- FROM SECOND LEVEL OF PIBAL
- QUADRUPLE, TRIPLE, OR DOUBLE REGISTER
- WBAN 10 OR SERVICE A
- COAST GUARD CIRCUIT (QUADRUPLE REGISTER)
•- UNKNOWN
v \'.NOTES
v>' TWO DIRECTIONS GIVEN, FIRST IS BEGINNING OF OBSTRUCTED ARC AND LAST IS ITS END, MOVING
:?•: A CLOCKWISE SENSE.
2. \<'-Y^ SPEED CONVERTED FROM BEAUFORT.
3. IP vVND RECORDER INOPERATIVE, PIBAL WINDS SOMETIMES USED.
4. WIND SPEEDS REPORTED EITHER AS 2.5 OR 7.5 MPH; DATA NOT USED.
5. USED CNLY WHEN RECORDER WAS INOPERATIVE.
6. ROOF AERODYNAMIC EFFECT.
7. ALL QUADRANTS.
8. 287 m ABOVE GROUND LEVEL.
Ill. PROBLEMS
D -- ORIENTATION PROBLEMS
F - TOO FAST
L - LOCAL EFFECTS
S - TOO SLOW
-------
The hourly-average windspeed and direction data were plotted onto maps,
and streamflow and isotach analyses were made for each hour during the days of
the primary test periods. A streamflow line is here defined to be everywhere
parallel to the flow; however, the spacing between adjacent lines is not
proportional to flow speed. A typical analysis is shown in Figure 11; the
solid lines are streamf low lines and the dashed lines are isotachs in mph.
The original wind observations are also shown with speed in mph plotted at the
head of the arrow (the arrow points in the direction the wind is going) and
direction given at the back of the arrow.
In addition to missing data (about 25% for a given map), various problems
were encountered during the analysis of the flow fields, e.g., instrument
orientation problems, local channeling effects, and incorrect plotted direc-
tions. A summary of the various problems encountered at each site is given in
Table 24. Most of the problems were transitory in nature, and the vast major-
ity of the data was good enough to be included in the NYU and SJSU analyses,
even under low windspeed conditions.
The primary considerations behind the analyses were to maintain a conti-
nuity of the patterns from map to map and to reproduce a realistic but simple
pattern of the general mesoscale flow in the region. Continuity was achieved
by viewing three maps simultaneously on a light table. Features appearing on
only a few charts were viewed suspiciously. A major determination of the
validity of such features was the number and quality of the reporting stations
in the area of the feature.
SUMMARY OF FLDW PATTERNS
The flow patterns for two of the "primary" test periods are generally
fairly smooth, although in a few instances the flow rotates 180 degrees in a
period of several hours. However, the test period of March 1966 includes an
interesting example of the mesoscale effect of NYC on the passage of a synop-
tic scale front (Figure 12). This period also includes a case study showing
the development, penetration, and dissipation of a complex sea breeze circula-
tion system (Figure 13).
83
-------
Figure 11. Streamflow and isotach (in mph) analyses for 1900 EST on
March 10, 1966.
-------
Figure 12. Streamflow and isotach (in nph) analyses for 0800 EST on
March 11, 1966 showing frictional retardation of synoptic
front over NYC.
-------
40*19
X, t
Figure 13. Streamflow and isotach (in nph) analyses for 1200 EST on
March 9, 1966 showing complex sea breeze front (darker dashed lines)
penetration pattern.
-------
All of the hourly maps from the 11 days comprising the three primary test
periods are on the microfilm on file at NTIS.
87
-------
SECTION 5
UPPER LEVEL WIND DATA
During the Project, upper level wind data in the lowest kilometer of the
atmosphere were obtained by the following methods: (1) a single theodolite
tracking a single free-rising pilot balloon; (2) two theodolites tracking a
single free-rising pilot balloon; (3) four theodolites tracking two free-
rising pilot balloons; and (4) radar-tracked radiosonde launches at the U.S.
Weather Service site at John F. Kennedy (JFK) Airport.
When four theodolites were used in an experiment, two of them were vised
to track each balloon. The two balloons were released from sites separated by
about 1 mile and were tracked so that simultaneous readings were taken of each
balloon by its two tracking theodolites. Results were used to estimate the
time rate of change of the correlation coefficients obtained from the two
velocity data sets.
The above pibal and rawinsonde data have been analyzed at SJSU by the
following series of computer programs: (1) DATA CHK, which checks punched
cards containing the original pibal and JFK observations for various key-
punching and filing errors; (2) DATA, which transfers the original observa-
tions from the cards to a "BCD" formatted, unblocked, 7-track, 800-bpi com-
puter input data tape and then prints the data; (3) DUMP, which lists any part
of the input data tape; (4) EDIT, which can correct any errors found in the
input data; (5) WIND, which computes and prints wind velocities for particular
pibal runs using the data on the input data tape; (6) WIND2, which computes
wind velocities from the input data tape for particular runs and then puts the
output onto a new "BCD" formatted, unblocked, 7-track, 800-bpi computer tape;
and (7) EPATAP, which reads the new tape generated by WIND2 and then lists the
wind velocities for particular pibal runs.
88
-------
The tape generated by the WIND2 computer program, and the EPATAP program
necessary to read that tape and to list the velocities from particular pibal
runs, are available at NTIS.
Program DATA assigns a run number to each pibal launch chronologically
and separates the launches into various files according to launch site (shown
in Figure 14) and date. The list of files so created is given in Table 25.
Those runs from the three primary test periods, and thus on the NTIS tape, are
indicated by asterisks preceding their file numbers.
The input cards needed for program EPATAP are shown in Figure 15. Each
card gives the starting and terminating run numbers of a group of pibal runs
to be read from the NTIS tape and printed. The starting and terminating run
numbers must end in the fifth and tenth columns, respectively. Any number of
groups of pibal runs can be read from the tape during a single computer run.
A blank card stops the run selection process and terminates the computer run.
The listing of the output from a typical pibal launch is shown in Table
26. The top line gives the site location. The second line lists the run
number, the date of the launch, the time of the launch in EST, and the height
of the launch site in meters above mean sea level (MSL) and above ground level
(AGL). The actual tabulated data includes the following input data at various
levels: (1) the azimuth angle in degrees east of true north; (2) the eleva-
tion angle in degrees above the horizontal; and (3) the height of the balloon
above mean sea level in meters at the midpoint of the layer through which it
passed during the period between the latest (to that time) two sets of act-
ually obtained (excluding missed sets) azimuth and elevation angles.
A constant rate of ascent of 150 m-min"1 has been assumed to obtain the
height of the balloon at any given moment above the local ground level. Most
of the theodolite azimuth and elevation readings were taken at 15-s intervals,
although on occasion 30- or 60-s intervals were used. The 15-s interval
yielded computed velocities at 37.5-m intervals, except in the case of missing
levels, while a knowledge of the height of the launch site above mean sea
level allowed for the data to be listed at heights above mean sea level.
-------
Figure 14. Location of pibal launch sites and NWS radiosonde site at JFK
Airport listed in Table 25.
-------
TABLE 25. LIST OF FILES GENERATED BY PROGRAM DATA
Table 1 for dates included In -the various test periods.
FILE NO.
1
2
3
4
*5
6
7
8
9
10
11
12
13
14
15
*16
17
-1- i
18
19
*20
*21
22
23
£- J
24
25
*— _>
26
27
^- I
29
^- >
31
*32
*33
34
36
-) ^J
*3fi
30
40
42
(continued)
STATION
G.S.L.
ii
Jones Beach
Metuchen
it
Prospect Park
Rockefeller Lookout
Great Kills
ti it
ii ii
ii it
Kennedy Airport
ii ii
ii ii
it it
tt it
it it
n it
ii it
n n
it it
Latourette
NYU Tech.
n n
n n
ti n
tt n
n n
ii it
1! 11
II II
It II
II II
Pelhara Manor
n n
tt ti
ii ii
n n
ii n
Research Bldg. #4
it n ii
tt ii it
PERIOD
1-7/8
1-8/9
PT-1
T-9
T-12
PT-1
PT-1
PT-1
T-7
T-8
T-9
PT-1
T-2
T-4
T-5
T-6
T-7
T-8
T-9
T-10
T-12
PT-1
PT-1
T-l
T-2
T-4
T-5
T-6
T-7
T-8
T-9
T-10
T-12
PT-1
T-7
T-8
T-9
T-10
T-12
PT-1
T-4
T-5
RUN NOS.
1001-1002
1003-1007
2001-2002
3001-3023
3024-3064
4001-4003
5001-5010
6001-6123
6124-6145
6146-6147
6148-6149
7001-7165
7166-7180
7181-7196
7197-7210
7211-7228
7229-7246
7247-7258
7259-7261
7262-7277
7278-7288
8001-8138
9001-9104
9105-9148
9149-9198
9199-9264
9267-9310
9311-9404
9405-9488
9489-9521
9522-9543
9544-9606
9607-9668
10001-10166
10167-10195
10196-10204
10205-10213
10214-10247
10248-10286
11001-11142
11143-11188
11189-11247
91
-------
TABLE 25 (continued)
FILE NO. STATION PERIOD RUN NOS.
*43 Research Bldg. #4 T-6 11248-11340
44 " " " T-7 11341-11432
45 Welfare Island T-8 12001-12030
46 " " 1-8/9 12031-12045
47 " " T-9 12046-12064
*48 " " T-10 12065-12125
*49 " " T-12 12126-12171
92
-------
(End Selection)
4102 4119
2118
r
3005 3015 (Selection Runs)
Figure 15. Input data deck for program EPATAP.
93
-------
TABLE 26. LISTING OF OUTPUT FROM PROGRAM EPATAP FOR A TYPICAL PIBAL LAUNCH
RUN NUMBER 11345 DATE 5/
AZIMUTH ELEVATION
(DEG. ) (DEG. )
STATION NAME RESEARCH BLDG. NO. 4
3/66 TIME 1320 EST STATION HEIGHT 10 M(MSL)
HEIGHT U V DIRECTION
(M) (MPS) (MPS) (DEG)
0 M(AGL)
SPEED
(MPS)
1
2
3
4
5
6
7
8
9
10
11
12
28.78
15.64
28,75
4.30
7,83
208.78
8.93
MISSING DATA
32.78
32.48
33.50
34.04
33.67
33.52
33.60
33.66
33.67
34.02
AVERAGE DIRECTION
16.04
16.11
15.79
15.29
14.95
14.62
14.30
13.84
13.38
13.72
= 214.02
85.00
141.25
178.75
216.25
253.75
291.25
328.75
366.25
403.75
441.25
DEGREES
4.91
4.47
5.80
6.32
5.62
6.00
6.51
7.40
7.85
4.65
AVERAGE
7.05
7.27
7.65
8.61
9.08
9.38
9.60
10.94
11.75
5.63
WINDSPEED =
214.86
211.56
217.18
216.28
211.77
212.64
214.13
214.06
213.74
219.57
10.25 m-S-1
8.59
8.54
9.61
10.67
10.68
11.13
11.60
13.21
14.14
7.30
-------
Fran the input azimuth angle, elevation angle, and height values, the
following are computed at the heights defined just above: (1) the u or west
to east component of the wind in meters per second (mps); (2) the v or south
to north component of the wind in mps; (3) the horizontal wind direction in
degrees east of true north; and (4) the total horizontal windspeed in mps.
Below these tabulated values are the averaged wind direction in degrees east
of north and the averaged total horizontal windspeed in mps for the entire
launch. The averaged total horizontal windspeed was obtained by averaging the
speeds at all levels, instead of by averaging computed u and v components at
each level, as is done to compute the average wind direction.
The radiosonde data obtained by the U.S. Weather Service at JFK Airport and
the output from the EPATAP program for a typical JFK launch is identical to
that in Table 26. The main difference between the JFK launches and the pibal
launches is the six "known heights" that the Weather Service supplies for each
JFK launch. Thus, there is no need to assume a constant rate of ascent. A
sroothing routine is used with the JFK data so that three readings, taken at
6-s intervals, are used to compute a single wind over a layer of about 90 m.
95
-------
SECTION 6
SURFACE S02 OBSERVATIONS
SAMPLING AREA
The surface S02 observational network consisted of 33 fixed sites, two
instrumented automobiles, and one instrumented truck. The geographic distri-
bution of the fixed sites, shown in Figure 16, was as follows: 10 in Manhat-
tan; 6 in Brooklyn; 8 in Queens; 6 in The Bronx; 1 in Richmond; and 2 in New
Jersey. Generally 70 to 80% of the fixed stations were in operation at any
given time. The readings from each instrument were averaged for 1-hour periods,
centered on the half-hour.
In addition to the data measured at the fixed station network, observa-
tions were also obtained from instrumented cars and trucks driven over the
specified routes shown in Figure 17. At each of the numbered sites shown in
the figure and listed in Table 27, the vehicles were stopped and concentra-
tions were recorded over periods of 2 to 3 minutes. Depending on the wind
direction, the instrumented cars followed one of the routes listed in Table
28.
INSTRUMENTATION
For analysis purposes, the 33 fixed sites were placed into three cate-
gories, as shown in Table 29, according to the group maintaining the parti-
cular monitoring device. The eight stations in Group I were instrumented witL
electroconductivity devices manufactured by the Davis Company. These devices
were installed and maintained by Project members from NYU. The calibration of
these instruments included compensation for interference associated with
atmospheric 002, and is discussed in the following subsection.
96
-------
«o* sr i' —
Figure 16. Location of fixed surface S02 monitoring sites.
97
-------
Figure 17. Location of stops made by the mobile S02 monitors, as
listed in Table 27.
98
-------
TABLE 27. POSSIBLE STOPS IN MOBILE SURFACE SO2 SAMPLING PROGRAM
A. Car No. 1
Stop No. Site
1. Brooklyn Queens Exp. & Queens Blvd.
2. Northern Blvd. & Junction Blvd.
3. " " & Grand Central Fkwy.
4. Grand Central Pkwy. & Long Island Exp.
5. " " " & Interborough Pkwy.
6. Interborough Pkwy. & Woodhaven Blvd.
7. " " & Cypress Ave.
8. " " & Bushwick Ave.
9. Bushwick Ave. & Gates Ave.
10. " " & Brooklyn Queens Exp.
11. Brooklyn Queens Exp. at Kosciuszko Bridge.
12. Queens Blvd. & Woodhaven Blvd.
(continued)
99
-------
TABLE 27 (continued)
B. Car No. 2
Stop No. Site
1. Eastern Pkwy. at Brooklyn Public Library.
2. Ocean Pkwy. & Church Ave.
3. " " & Foster Ave.
4. " " & Ave. P.
5. " " & Shore Pkwy. (Belt Pkwy.)
6. Shore Pkwy. (Belt Pkwy.) & Knapp St.
7. " " & Flatbush Ave.
8. " " & Bridge over Paerdegat Basin,
9. " " & Rockaway Pkwy.
10. Rockaway Pkwy. & Flatlands Ave.
11. " " & Linden Blvd.
12. Eastern Pkwy. & Utica Ave.
13. " " & Bedford Ave.
14. Flatbush Ave. & Ave. P.
15. " " & Flatlands Ave.
16. " " & Ave. I.
17. " " & Foster Ave.
18. " " & Empire Blvd.
(continued)
100
-------
TABLE 27 (continued)
C. Truck (Route No. 1)
Stop No.
1.
2.
3-
4.
5-
6.
7-
8.
9-
10.
11.
12.
13-
14.
Site
Park Ave. & 28 St.
" " & 42 St.
" " & 65 St.
" " & 85 St.
11 " & 105 St.
" " & 125 St.
125 St. & Lenox Ave.
" " & Broadway.
Broadway & 116 St.
" & 96 St.
" & 72 St.
" & 55 St.
" & 42 St.
" & 28 St.
(continued)
101
-------
TABLE 27 (continued)
D. Truck (Route No. 2)
Stop No. Site
1. Sedgwick Ave. at GSL.
2. MI. at NYU Hall of Fame.
3. " " & Tremont Ave.
4. W- Tremont Ave. & University Ave.
5. " " & Jerome Ave.
6. E. Tremont Ave. & Webster Ave.
7. " " & Southern Blvd.
8. " " & White Plains Rd.
9. " " & Hutchinson River Pkwy
10. Eastchester Rd. & Williams Bridge Rd.
11. " " & Pelham Pkwy.
12. " " & Boston Rd.
13- Boston Rd. & Provost Ave.
14. E. 233 St. & Baychester Ave.
15- " " & Bronx River Pkwy.
16. " " & Jerome Ave.
17- Sedgwick Ave. & Gun Hill Rd.
18. " " & W. 197 St.
102
-------
TABLE 28. ROUTES FOLLOWED BY INSTRUMENTED AUTOMOBILES
Site lumbers listed in Table 27.
A. Car No. 1
Route Site Numbers
A 1-11
B 1, 12, 7-11
B. Car No. 2
Route Site Numbers
A 1-13
B 1-7, 14-18
C 1, 18-14, 7-13
103
-------
TABLE 29. SITES IN FIXED SO2 MCNITORING NETWORK
GROUP I. (NYU/DAVIS)
1.
2.
3-
4.
5-
6.
7-
8.
Site
Passaic
Pollack
Central Park (Belvedere)
Prospect Park
JFK Airport
Einstein
NYU/GSL
Library
Longitude
(Deg. Min. Sec.)
74
74
73
73
73
73
73
73
GROUP II. (CONSOLIDATED
1.
2.
3-
4.
5.
6.
7-
8.
9.
10.
Site
Empire State
Irving Place
Queens Blvd.
Atlantic & Jamaica
Pitkin Ave .
West End Ave.
125th St.
Van Nest
Queens College
Jamaica
07
03
57
58
46
50
54
57
35
54
58
24
24
20
05
51
(Deg
40
40
40
40
40
40
40
40
Latitude
. Min. Sec.)
51
43
46
40
39
51
52
40
26
28
47
10
38
15
01
22
EDISON/DAVIS)
Longitude
(Deg. Min. Sec. )
73
73
73
73
73
73
73
73
73
73
59
59
53
53
54
59
56
51
48
47
02
18
40
53
39
02
27
08
26
35
(Deg
40
40
40
40
40
40
40
40
40
40
Latitude
. Min. Sec.)
45
44
44
40
40
46
48
50
45
42
00
10
20
39
22
37
23
43
20
22
(continued)
104
-------
TABLE 29 (continued)
GROUP III. (NYC)
Longitude Latitude
Site
(Deg.
Min.
Sec. )
(Deg.
Min.
Sec . )
A. Davis
1.
B. Wet
1.
2.
3-
4.
5-
6.
7-
8.
9-
10.
11.
12.
13-
14.
121st St.
Chemistry
Wlllowbrook
Battery
Community College
Green Point
Skillman Ave .
Bus Terminal
Arsenal
Astoria
La Guardia
Samuel Gompers H.S.
168th St.
NYU/TECH
Wyckoff
Boyce Thompson
73
7^
74
73
73
73
73
73
73
73
73
73
73
73
73
56
09
00
59
56
56
59
57
55
52
54
56
54
51
51
20
15
53
52
31
35
43
50
22
51
24
10
43
21
32
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
47
36
42
41
42
44
45
45
45
46
48
50
51
42
53
59
50
24
30
52
52
31
46
53
19
33
12
19
55
55
105
-------
The 10 stations in Group II were also equipped with electroconductivity
instruments from the Davis Company. However, these instruments were operated
by the Consolidated Edison Company of New York, and some of the data concern-
ing the magnitude of the proper 002 correction is questionable. The remaining
stations (Group III) were operated by NYC. At all but one of the Group III
sites, SC-2 concentrations were determined by use of the West-Gaeke wet chemi-
cal method and the data were not cross-checked against Davis observations.
The remaining station in this group was equipped with a Davis elect roconductivity
device.
CALIBRATION PROCEDURES
At the beginning of the Project, six Davis electroconductivity instru-
ments were purchased for continuous analysis and recording of ambient SO2
concentrations in the range 0-5 ppm. (The instruments were identified as 64-
336, 64-337, 64-338, 64-339, 64-340 and truck Davis, but the prefix 64, indi-
cating the year of manufacture, was later dropped for convenience.) These
instruments were a modified version of a previous Davis instrument that had
been designed to measure high S02 concentrations in stacks. In adapting it
for use with low concentrations in ambient air, the manufacturer had not had
sufficient experience to guard against the instabilities and interferences
that accompany such measurements.
When the instruments were put into operation at the NYU offices at Sedg-
wick Avenue, attempts were made to check instrument readouts against S02
concentrations measured by the West-Gaeke and Wilson wet chemical methods.
Little success resulted in the very low concentration range. The observations
indicated that the Davis instruments were experiencing interference from CO2.
Thus a gas dilution bench, using premixes of both S02 in nitrogen (N2) and
C02 in N2 combined with dry air to produce gas mixtures of known S02 and CO2
concentrations, was constructed in order to obtain calibration curves for each
Davis instrument.
While instruments number 336-340 were being studied during the summer of
1965, Sign-X Corporation of Essex, Connecticut was developing a miniaturized
106
-------
Davis instrument for an instrumented helicopter. It was calibrated in Septem-
ber 1965 using the same system described above. Concurrently with development
of the calibration bench, arrangements were made to place the five Davis in-
struments at fixed installations in the field.
It was during this period that a solution to the problem of identifying
the 002 concentration in a field sample of air was found. The solution is
based on the high solubility of S02 and low solubility of 002 in water. If a
field sample is bubbled through an impinger containing de-ionized water, all
of the S02 and little of the C02 will be trapped in the water. The effluent
gas leaving the impinger will contain essentially the same 002 concentration
as the original, but no S02. Therefore the Davis response to the scrubbed
effluent should be the same as its response to a mixture of O32 and dry air,
except for small changes due to differences between the humidities of the
impinger effluent and the dry sample.
Based on the arguments presented above, new calibration curves were
prepared for each of the Davises (see Figure 18 for an example) as follows:
(1) at a given S02 concentration, the scale deflection associated with O02
concentrations of 0, 200, 400, 600, 800, or 1000 ppm were determined; (2) the
above step was repeated for SO2 concentrations of 0, 0.2, 0.4, 0.6, 0.8, and
1.0 ppm; (3) the curves shown on the right-hand side of Figure 18 were con-
structed; and (4) the curves from the right-hand side of the figure were used
to construct the smoothed curves on the left-hand side of the figure.
The O02 content of a sample can be identified by plotting the Davis
reading (ordinate) for the scrubbed sample on a calibration curve (on the
left-hand side of the figure) at an SO2 concentration (abscissa) of zero. A
calibration curve for that particular sample can then be interpolated between
the nearest curves of the family of curves on the sheet. The unscrubbed Davis
reading for the same sample, used with the interpolated curve, then yields the
sample S02 concentration. It was found that the easiest way to obtain the
actual S02 values was to convert the calibration curves of Figure 18 to tabu-
lated values by use of Equation (12).
107
-------
100
o
ui
Q
02
0.4 0.6
SOztppm)
0.8
1.0
0 200 400 600 800 1000
(ppm)
Figure 18. Calibration curves for a particular Davis S02 monitoring
instrument. See text for explanation of how to use curves.
108
-------
Sometime prior to March 15, 1966, Sign-X was conmissioned to build two
miniaturized Davis instruments for mobile traverses by car. These two units,
identified as Car Davis 1 and Car Davis 2, were calibrated on March 15 and 17,
1966, respectively, using the new calibration procedures.
Early in 1966, the Davis Company produced an improved version of their
bubbler instrument that incorporated a cycling bubbler for C02 determination
and an improved electronic circuit for (supposedly) reducing the nonlinearity
of the calibration curves in the lower SO2 range. Two of these instruments
were purchased, designated as #66-2 and #66-3, and calibrated on April 26,
1966 using the new calibration procedures. Subsequent calibrations were
carried out several times after slight improvements to the calibration bench,
e.g., standardization of the pressures of each of the flowmeter balls. How-
ever, the results of the new calibrations were generally not different from
those shown in Figure 18.
ANALYSIS PROCEDURES
For the three "primary" test periods reanalyzed in the present study,
isopleth analyses of S02 concentration were completed at 2-hour intervals
using the averaged data described in Section 6 (SAMPLING AREA and INSTRU-
MENTATION). Examples of the resulting analyses are shown in Figures 19-21, in
which mobile data from the time periods one-half of an hour before and after
the indicated times have been used in the analyses. All of the 132 analyses
from the 11 days of the three reanalyzed test periods are currently on a
single microfilm roll available from NTIS.
The surface SO2 charts were originally analyzed at 2-hour intervals at
NYU so that they would coincide with output from the Gaussian puff model of
Shieh (1969), which used that period as a time step of integration. This time
scale coincides with the space scale defined by the average spacing between
the sites in the surface SO2 network, and thus little information is lost
during the 2 hours between successive maps.
109
-------
SURFACE SO, ANALYSIS
DATE, (f .DE£
Tl«iE_J_03Q_ . E
Figure 19. Analyzed valioes of surface S02 concentrations in pphm
for 1030 EST on December 6, 1966.
110
-------
Figure 20. Analyzed values of surface S02 concentrations in pphm
for 1630 EST on March 10, 1966.
Ill
-------
1O° 52 5'
SURFACE SO, ANALYSIS
DATE S_MAR,
TIME _l 4 30 EST
Figure 21. Analyzed values of surface S02 concentrations in pphm
for 1430 1ST on March 8, 1966.
112
-------
The isopleth interval used in the analyses was usually 8 pphm, but when
the maximum concentration fell below 32 pphm, a 4-ppbm interval was used. On
occasion, intermediate isopleths were drawn if their inclusion would provide
significant additional information.
V/hen the isopleth analyses were constructed, the observations from the
Group I stations were explicitly drawn for. Values from the Group II stations
were looked at next (except during times when G02 corrections were not avail-
able), and then the Group III stations were examined to aid in determining
the isopleth patterns. Finally, the data from the mobile observation sites
were used to "fill in the gaps" and to provide more detail to the analyses.
The above "ranking" was carried out because: (1) the Group I Davises
were calibrated by project personnel; (2) the Group II Davises were not
calibrated by project personnel nor were they cross-calibrated against Group
I Davises; (3) the Group III wet chemistry instruments were not calibrated by
project personnel, nor were they cross-calibrated against readings from
Davises; and (4) the mobile observations were not hourly averages, nor were
they necessarily taken at the exact time for which the chart was constructed.
Additional input to the analyses was provided by the area and point
source distributions discussed in Section 2. These distributions were used as
aids in determining the location and horizontal extent of areas of maximum
concentrations. The surface wind data discussed in Section 4 were also used
in deteimining the directions in which the maximum concentrations would be
advected, usually reflected in the configurations of the S02 isopleths.
DISCUSSICN OF ANALYSES
Analyses for the area of eastern New Jersey is somewhat dubious due to
the sparsity of data in that region. In addition, isopleths were frequently
curved in the vicinity of the large bodies of water in the study area in order
to reflect the lower concentrations probably existing over these source-free
regions. However, the effects of the smaller rivers and of Central Park
rarely show up in the analyses, due to the absence of number of data points
113
-------
required to resolve details in the concentration field on the space scale of
these geographic features.
Thus it is suggested that the present analyzed observed surface 862
concentration patterns be validated against simulated concentration patterns
resulting from air pollution models using a horizontal area source grid spac-
ing of about 2-3 km. Such a grid spacing was used in the Gaussian puff model
of Shieh (1969), and in general his predicted S02 patterns in the area of
Manhattan and The Bronx (Figure 22) compared quite well with the observed
patterns for that area (Figure 21). V/hen the grid spacing used in that model
was reduced by a factor of five, finer detail resulted in the predicted S02
pattern (Figure 23), e.g., see the effect of the rivers around Manhattan, and
of Central Park, in producing areas of reduced concentration.
A tabulation of the hourly averaged 302 values measured at all of the
stations during the three "primary" test periods is given in Volume II. These
values can be compared by applying quantitative statistical techniques to
predicted concentrations obtained from an urban air pollution model, but care
should be taken in using the Group II and Group III data for the reasons
discussed above.
In addition, a series of S02 concentration profiles across Manhattan
(along 79th Street) were constructed by Jurgrau (1969) using data obtained
with the instrumented truck. He was interested in the effects of the source-
free Central Park area on the buildup of S02 concentrations across Manhattan.
The location of 79th Street is shown as the dashed line across Manhattan in
Figure 23, while Central Park appears in the figure as the rectangular box in
the middle of Manhattan. The actual sites where the truck stopped and made 5-
minute S02 readings are given in Table 30. The western and eastern boundaries
of the park are Central Park West and 5th Avenue, respectively.
As shown in Table 1, these traverses are only extant for one of the three
re-analyzed test periods, i.e., the November 1966 period. However, the data
were used by Shieh (1969) to compare predicted and observed concentration
profiles across Manhattan (Figure 24). All of the traverses for the November
1966 period are included in Volume II.
114
-------
4I°00'H
40°45' h
40°30' \-
74°30
74°I5'
74°00'
73°45'
7 3° 30
Figure 22. Predicted 862 concentration field for a 1-mile by 1-mile
computational grid at 1200 EST on March 8, 1966
(from Shieh, 1969).
-------
40°50.625'h
40°48.75' h
40°46.875h
40°43.I25'
74°00'
73" 56.25'
73e>52.51
Figure 23. Predicted S02 concentration field for a 0.2-mile by 0 2-mile
computational grid at 1200 EOT on March 8, 1966 (from Shieh, 1969).
116
-------
TABLE 30. SITES APPEARING IN 79th bTRKhT TRAVERSES
79th
79th
79th
79th
79th
79th
79th
79th
79th
79th
79th
8lst
8lst
8lst
8lst
Site
& East End
& York
& First Ave-
& Second Ave.
& Third Ave.
& Lexington
& Park
& Madison
& Fifth Ave.
& Central Park West
& Columbus
& Amsterdam
& Broadway
& West End
& Riverside
Abbreviation
E.E.
York
1st
2nd
3rd
-
Park Ave.
-
5th Ave.
C.P.W.
Col. Ave.
Amst .
B'Way
W.E.
R.D.
117
-------
00
0.3
E
a
Ok
o 0.2
c
o
u
c
o
O
N
O
O.I
JAN. 30.1966
TIME(EST)
X 1115- 1242
A 1339-1434
o 1436-1539
WIND
(3I2«- I3mph)
( 3l5°-l6mph)
(3l5»-l6mph)
Theoretical: u « 12.5 mph
3rd Avc
0.5
1.0
1.5
E.E.
2.0
Miles
Figure 24. Predicted S02 concentrations (solid lines) versus observed data
along a 79th Street crosstown traverse in the direction of the mean flow
(from Shieh, 1969).
-------
SECTION 7
SUMMARY
Volume I describes the data set collected during the New York City Air
Pollution Project, conducted by New York University under the directon of the
late Dr. Ben Davidson of the Department of Meteorology and Oceanography, New
York University. Volume II includes tabulations of several of the more
extensive components of the data set. Other parts of the data set are on file
at the National Technical Information Service in Springfield, Virginia.
The data set includes mesoscale surface wind and SO2 analyses, helicopter
soundings of temperature and S02, emission inventories of S02, heat, and
moisture from area and point sources, and pibal wind soundings. Data were
collected during 12 observational periods carried out during the project, but
complete data sets are presented in Volumes I and II for only three of the
more interesting periods. In addition, Volume I includes a discussion of
calibration and verification procedures.
The data collected during this Project have already proved useful in
several air pollution and urban climate studies. It is hoped that others
working in related fields will be able to make use of this unique data set.
119
-------
REFERENCES
*Bornstein, R.D., 1968: Observations of the urban heat island effect in New
York City. J. Appl. Meteor., 7, 575-582.
*Bornstein, R.D., 1972a: Two dimensional simulations of the nighttime flow
over a rough warm city. Ph.D. Thesis, Dept. of Meteorology and Ocean-
ography, New York University. Available from University Microfilm, Inc.
*Bornstein, R.D., 1972b: Two dimensional simulations of the flow over a city.
Preprints, Amer. Meteor. Soc. Conference on the Urban Environment,
Philadelphia, Pa., Oct. 31-Nov. 2, 1972.
*Bornstein, R.D., A. Lorenzen, and D. Johnson, 1972: Recent observations of
urban effects on winds, temperature and moisture in New York City, Pre-
prints of the Amer. Meteor. Soc. Conference on the Urban Environment,
Philadelphia, Pa., Oct. 31-Nov. 2, 1972.
*Bornstein, R.D. and Y.-T. Tarn, 1975: Anthropogenic moisture production and
its effect on boundary layer circulations over New York City, Proceedings
of the Amer. Meteor. Soc. Conference on the Urban Physical Environment,
Aug. 25-29, 1975, Syracuse, New York.
*Bornstein, R.D., 1975: The two-dimensional URBMET urban boundary layer
model. J. Appl. Meteor., 14, 1459-1477.
*Bornstein, R.D. and A.D. Robock, 1976: Effects of variable and unequal time
steps for the advective and diffusive processes, to appear in Mon. Wea.
Rev.
Briggs, G.A., 1966: Penetration of inversions by plumes, Contribution No.
20, ATDL, ESSA, Oak Ridge.
CONCAWE Group, 1966: The calculation of atmospheric dispersion from a stack,
CONCAWE publication, Netherlands.
*Davidson, B., 1967: A summary of the New York University Urban Air Pollution
Dynamics Research Program. J. Air Pollut. Control Assoc., 17(3), p. 154.
*Druyan, L.M., 1968: A comparison of low-level trajectories in an urban
atmosphere, J. Appl. Meteor., jT(4), 583-590.
*Halpern, P., C. Simon, and L. Randall, 1971: Source emissions and the
vertically integrated mass flux of sulfur dioxide across the New York
City area, J. Appl. Meteor., 10, 715-724,
120
-------
*Ingram, W. , E. Kaiser and C. Simon, 1965: Source-emission inventory for SO2
in the New York Metropolitan area. Unpublished New York University
report.
* Johnson, D. , and R.D. Bornstein, 1974: Urban-rural wind velocity differences
and their effects on computed pollution concentrations in New York City.
Preprints of Amer. Meteor. Soc. Symposium on Atmospheric Diffusion and
Air Pollution, Santa Barbara, Calif. ,
* Johnson, D., 1975: Urban-rural wind velocity differences in New York City
and their effect on the transport and dispersion of pollutants. M.S.
Thesis, Dept. of Meteorology, San Jose State University, San Jose,
Calif.
*Jurgrau, M. , 1967: A meteorological analysis of the effect of Central Park
on SO2 concentrations in New York City. M.S. Thesis, New York University.
*Leahey, D.M. , 1969: An urban heat island model. Ph.D. Thesis, Dept. of
Meteorology and Oceanography, New York University.
*Leahey, D.M. and J.P. Friend, 1971: A model for predicting depth of the
mixing layer over an urban heat island with applications to New York
City, J. Appl. Meteor. , 10, 1162-1173.
*loose, T. and R.D. Bornstein, 1975: Mesoscale effects of New York City on
synoptic scale fronts. Presented at 9th Annual Congress of the Canadian
Meteorological Society, Vancouver, B.C.
*Lorenzen, A., 1972: The vertical and horizontal moisture distribution in the
New York City area. M.S. Thesis, Dept. of Meteorology, San Jose State
University, San Jose, Calif.
*Reddi, M.J. , 1966: Statistical and meteorological analysis of SO2 concentra-
tion in New York City, M.S. Thesis, New York University.
*Scudder, B.E., 1965: Diagnosing the mesoscale wind field over an urban area
by means of synoptic data. M.S. Thesis, New York University.
*Shieh, L.J., 1969: A multiple source model of turbulent diffusion and
dispersion in urban atmospheres. Ph.D. Thesis, New York University.
*Shieh, L.J., B. Davidson, and J.P. Friend, 1969: A model of diffusion in
urban atmospheres: S02 in greater New York. Preprints of the Symposium
on Multiple Source Urban Diffusion Models, Chapel Hill, N.C.
*Simon, C., 1968: Plume rise and plume concentration distribution from
Consolidated Edison Plants in New York City. Final Report No. 68-15, New
York University.
121
-------
*Simon, C., and B.W. Proudfit, 1967: Some observations of plume rise and
plume concentration distribution over New York City, Presented at the
60th Annual Meeting of the Air Pollut. Control Assoc., Cleveland, Ohio.
*Designates paper using NYU/NYC data set, and available at SJSU.
122
-------
APPENDIX I
SUMMARY OF SYNOPTIC CONDITIONS DURING TEST PERIODS
123
-------
TEST 1
Sept. 19, 1965: An anticyclone dominated the east coast south of NYC with
a quasi-stationary front through the center of New York State (NYS) and
Connecticut. The front moved (east to west) through NYC between 1800 and
2100Z, and the high associated with the new air mass was centered 400 miles
east of NYC.
Sept. 20. 1965: The front that passed through NYC on the 19th washed out
in central Pennsylvania by 1800Z, resulting in a large high forming over the
entire east coast and western Atlantic.
Sept. 21, 1965: No change.
Sept. 22, 1965: No change on east coast, but after OOOOZ, a cold front
moved into the Ohio Valley.
Sept. 23, 1965: The front slowed in the Ohio Valley, but as the high on
the east coast weakened, the front began to move eastward with many waves.
Sept. 24, 1965: The front entered eastern NYS by 0600Z, but remained
quasi-stationary with waving. It passed NYC at 0300Z, moving from west to
east.
TEST 2
Oct. 13, 1965: An anticyclone moved from West Virginia to Delaware,
following a front located in the western Atlantic.
Oct. 14, 1965: The high moved northeast, but high pressure still domi-
nated the entire) east coast.
124
-------
Oct. 15, 1965: A ridge still existed over the east coast, but by the end
of the day a cold front moved into upper NYS.
Oct. 16, 1965: The front passed through NYC at about 0600Z, followed by
a high fron Ontario.
Oct. 17, 1965: The high first moved northeast, and then moved down the
Hudson River to a position over NYC at 2100Z.
Get. 18, 1965: The high remained stationary over NYC.
TEST 3
Cancelled
TEST 4
Dec. 7, 1965: A high was centered over the midwest, with ridging into
the northeast. The high later moved southeast.
Dec. 8, 1965: The high moved into the southeast, still ridging into the
northeast. By 1800Z, a front moved into upper NYS, and by 2100Z there was
frontolysis, with a "peanut" low centered over Syracuse and Dover Air Force
Base.
Dec. 9, 1965: The ridge was re-established by 0600Z, and the high became
quasi-stationary over the southeast.
Dec. 10, 1965: A cold front entered upper NYS at 0900Z. It passed NYC
at 1200Z, and by 1800Z the ridge formed a high centered in Ontario.
Dec. 11, 1965: The surface ridge line moved into northwestern New
England, and there was a warm front through Washington, D. C.
125
-------
Dec. 12, 1965: The Canadian high intensified, increasing the ridging
over the east coast.
TEST 5
Feb. 2, 1966: A trough formed over the east coast between a low near
Greenland and another low (with a frontal system) over Virginia.
Feb. 3. 1966: Weak ridging from Philadelphia to Oklahoma.
Feb. 4. 1966: A front entered upper NYS by 1500Z, with a wave centered
over southeastern Ontario. Frontolysis occurred at 2100Z.
Feb. 5. 1966: A high centered over the Mississippi Valley dominated the
entire eastern part of the country.
March 8, 1966; A long wave trough was over the northeast, with jets
through the Ohio Valley and off the coast at Martha's Vineyard. At the sur-
face, a dynamic high dominated the east.
March 9t 1980; Th© long wave trough weakened and the jet moved northward
into N¥B, Th© highest speeds moved into Maine and §, short wavt ridge mevtd
into the southwestern part of the Ohio Valley. The surface high msved north-
east across the Ohio Valley into NYS. By 1200Z it began to msve south.
March 10. 1000; The long mv© ridge aloft was building ovtr the western
Ohio Valley, Th© Jet maximum was accompanying a, short w&vt ridge and mm
strength. The surface high became stationary ©vtr IterfoUs, Virginia
tofgan changing its theiml ftructurt. By 21002 a eeld front had jugt
Watertown, New York (moving south) and th@ high was br@aking &m\.
11. 10@i; A second jtt ne^imin m§ ©vir Qaebt© ia atseeiation
short «IVB trough and a, closed lew at §00 nfe ever
-------
The front moved through NYC at 1200Z. Following the front there was ridging
from a dynamic high over Quebec. The ridge was bridging the front in the NYC
area during the afternoon.
March 12, 1966: The upper level system moved eastward across the mari-
time provinces and a weak short wave ridge developed in association with the
convergence zone of the jet maximum. The long wave pattern remained unchanged.
By 0300Z the surface front moved southward to Washington, B.C., and the high
moved south-southeast with its center remaining in Quebec.
TEST 7
May 3, 1966: A high was centered over the Missouri Valley with ridging
into the northeast. There was frontogenesis over Maine, and a cold front
moved rapidly into NYC.
May 4, 1966: The front moved into the NYC area by OOOOZ and a post
frontal high in Maine moved southeast through the Washington, B.C. area.
May 5, 1966: The high moved off the coast, and a second front was over
Maine.
May 6, 1966: The front moved through NYC between 0600 and 1200Z. At
1200Z, a short wave formed over Cleveland a wave moved through NYC after
1800Z.
May 7, 1966: A post frontal trough remained over the northeast.
TEST 8
Oct. 4. 1966: A stationary high existed in the Atlantic off of NYC and
a cold front moved through the Ohio Valley into NYS by 0100Z.
127
-------
Oct. 5. 1966: The front passed NYC between 0600 and 1200Z, and the
"triple point" also went through. A post frontal high was centered over the
Missouri Valley.
Oct. 6, 1966: The high moved northeastward into the Ohio Valley.
TEST 9
Nov. 1, 1966: A front with waves moved through the middle of NYC and
then remained stationary.
Nov. 2, 1966: A major wave developed over Georgia and moved northward
along the front into Pennsylvania.
TEST 10
Nov. 15, 1966: At OOOOZ, the jet was through the Ohio Valley and off of
the coast at Cape Hatteras. The axis of the long wave trough was through an
area northeast and east of NYC. By 1200Z, the jet moved to a position north
of the city, and there was a jet maximum over northwest Ontario. At the
surface at 0600Z, a dynamic high was centered in northwest Ontario, with
ridging into the Ohio Valley.
Nov. 16, 1966: The flow was becoming more zonal, with the jet split into
two cores. The primary core was over southern Quebec, while the secondary
core was over the southern Ohio Valley. At OOOOZ, the surface ridge was in
NYS, while six hours later the high was centered over Alabama. By 1800Z, the
flow at NYC was southwest, with a warm front near Buffalo.
Nov. 17, 1966: The two jet cores merged and came off of the east coast
at Washington, B.C. A strong maximum was developed over Wisconsin. At OOOOZ,
the surface front extended from Watertown, NYS to Providence, RI. It then
moved northward and became quasi-stationary in northern New England, with
southwesterly flow remaining over NYC.
128
-------
TEST 11
Nov. 23, 1966: A high centered over Washington, B.C. dominated the
entire east coast.
Nov. 24, 1966: The high moved southward into Georgia.
Nov. 25, 1966: Weakening of the ridge in the northeast allowed some
quasi-stationary frontal activity in the northwestern part of New England.
TEST 12
Dec. 6, 1966: At OOOOZ, a dynamic high at 850 mb over Charlestown, S.C.
dominated the entire east coast. It was beginning to change its structure to
a warm core high. The surface pattern was generally the same as that at 850
mb.
Dec. 7, 1966: The high at 850 mb was a stationary warm core high centered
at SON and 75W. The surface pattern was generally the same as that at 850 mb.
Dec. 8, 1966: By OOOOZ a front at 850 mb was pushing into the Olio
Valley, increasing the wind speed over NYC up to 30 kts. (from the west). By
0600Z, the surface high was off of the coast, and there was strong south-
westerly flow through the entire east coast.
129
-------
APPENDIX II
SUMMARY OF INVERSION DATA FROM SOUNDING TAKEN AT THE
NATIONAL WEATHER SERVICE SITE AT J.F.K. AIRPORT
Data includes elevation of inversion base Zg, elevation
of inversion top z™, temperature increase through inversion
AT, and thickness of inversion Az.
130
-------
APPENDIX II
Date
10/16/64
10/28/64
10/29/64
03/02/65
03/03/65
10/14/65
10/15/65
02/02/66
03/09/66
03/10/66
03/11/66
05/03/66
05/04/66
05/05/66
05/06/66
03/23/66
05/07/66
05/08/66
05/25/66
06/09/66
Time (EST)
0615
0615
0615
0615
0615
0615
0615
1215
0615
0015
0615
0015
0615
0015
0615
1215
1815
0015
0615
1215
1815
0015
0615
1215
1815
0015
0615
1215
1815
0015
0615
0015
0615
1215
1815
0015
0015
0615
0015
0615
V"
0
0
0
0
0
0
0
380
0
230
0
0
0
360
2100
1920
158
2390
1840
2210
4170
1480
2200
200
146
0
0
3470
1120
280
340
1350
1150
1520
260
440
180
0
0
0
V-)
510
440
610
310
300
290
380
490
310
330
230
360
200
480
2450
2070
480
2500
1970
2330
4490
1810
2690
310
1510
1020
150
3700
1600
530
830
1650
1980
1680
410
880
310
540
320
320
AT(C)
7.7
9.1
0.8
1.3
1.6
1.1
2.5
1.4
0.7
1.7
3.9
3.7
3.9
0.8
2.9
1.2
3.9
0.0
1.1
1.5
0.8
0.2
0.2
0.4
0.6
5.9
1.9
1.1
2.0
8.9
6.8
0.2
2.8
2.6
2.1
3.4
1.8
0.3
2.5
2.5
Az(m)
510
440
610
310
300
290
380
110
310
100
230
360
200
120
350
150
322
110
130
120
320
330
440
110
1364
1020
150
230
480
250
490
300
830
160
150
440
130
540
320
320
(continued)
131
-------
APPENDIX II (continued)
Date Tune (EST) z^ra) 2^,(m) AT(C) Az(m)
06/16/66
06/22/66
07/20/66
07/21/66
09/08/66
10/04/66
10/05/66
10/06/66
10/07/66
10/26/66
10/27/66
11/01/66
11/02/67
11/15/66
11/16/66
11/17/66
11/18/66
11/23/66
0015
0615
1215
0615
0615
0615
0615
0015
0615
1215
1815
0015
0615
1215
0015
0615
1215
1815
0015
0015
0615
0015
0615
0015
0615
1215
1815
0015
0015
0615
1215
1815
0015
0615
1215
1815
0015
0615
1215
1815
0015
0015
0615
1215
1815
0
0
110
380
480
170
490
920
1700
210
190
2280
1210
2080
1530
1426
1300
750
0
0
0
0
1290
0
1070
1170
0
1970
1410
1490
300
810
1040
1160
730
280
340
0
0
0
0
430
0
220
90
250
650
550
320
610
1120
1920
330
320
2470
1270
2390
NONE
1680
1730
3730
900
90
350
280
290
1540
380
1270
1400
280
2160
2300
NONE
2480
670
1290
1560
1500
1040
640
490
206
620
1000
950
600
221
1.0
4.0
5.8
2.4
2.0
0.9
0.8
0.7
3.9
0.0
1.6
0.3
2.3
0.2
3.1
2.7
3.6
0.6
3.8
3.2
1.2
2.0
1.1
.5
1.1
0.6
2.2
.4
5.4
1.8
0
3.5
4.0
3.6
0.4
3.0
1.8
3.2
1.0
0.7
8.3
2.3
1.8
220
90
140
270
70
150
120
200
220
120
130
190
60
310
150
310
2430
150
90
350
280
290
250
380
200
230
280
190
890
990
370
480
520
340
310
360
150
206
620
1000
950
170
221
(continued)
132
-------
APPENDIX II (continued)
Date
Time
AT(C)
Az(m)
11/24/66
11/25/66
11/26/66
12/06/66
12/07/66
12/08/66
12/09/66
0015
0615
1215
1815
0015
0615
1215
1815
0015
0015
0615
1215
1815
0015
0615
1215
1815
0015
0615
1215
1815
0015
0
0
470
0
0
0
1090
0
0
1220
450
1150
790
0
870
740
480
0
0
0
0
0
550
320
700
185
110
440
1530
200
160
1950
1060
1280
1190
1522
1300
1440
1360
1470
710
570
230
139
7.3
12.4
2.5
5.0
7.1
6.3
0
3.8
2.3
1.4
3.6
7.5
6.4
1.8
4.2
3.7
2.3
1.1
8.1
1.8
4.9
6.7
550
320
230
185
110
440
440
200
160
730
610
130
400
1522
430
700
880
1470
710
570
230
139
133
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
. REPORT NO.
EPA-600/4-77-035a
4. TITLE AND SUBTITLE
NEW YORK AIR POLLUTION PROJECT OF 1964-1969
Volume I. Description of Data
5. REPORT DATE
August 1977
6. PERFORMING ORGANIZATION CODE
. RECIPIENT'S ACCESSION NO.
7. AUTHOR(S)
Robert D. Bornstein, Tim Morgan, Yam-Tong Tarn, Tim
Loose, Ken Leap, Jim Sigafoose, Carl Berkowitz
8. PERFORMING ORGANIZATION REPORT NO.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Department of Meteorology
San Jose State University
San Jose, California 95192
10. PROGRAM ELEMENT NO.
1AA603
11. CONTRACT/GRANT NO.
68-02-1284
12. SPONSORING AGENCY NAME AND ADDRESS
13. TYPE OF REPORT AND PERIOD COVERED
Environmental Sciences Research Laboratory-RTP, NC
Office Research & Development
U.S. Environmental Protection Agency
Research Triangle Park, NC 27711
Final 4/74-9/76
14. SPONSORING AGENCY CODE
EPA/600/09
15. SUPPLEMENTARY NOTES
Volume II, a magnetic tape, and a roll of microfilm contain aerometric field data
that are available from OTIS. EPA-600/4-77-035b
16. ABSTRACT
Volume I documents the meteorological and sulfur dioxide data collected during
three test periods of the New York City Air Pollution Project of 1964-1969. A
detailed description of all the data is presented in Volume I. Volume II supplements
Volume I and contains: (1) emission rates of sulfur dioxide, heat, and moisture; (2)
sulfur dioxide concentrations measured from fixed sites and from automotive platforms;
and (3) vertical profiles of sulfur dioxide concentrations and temperature made from
helicopters. Other data collected during the Project are available on microfilm:
(1) hourly synoptic maps showing "surface" windspeed and direction at 97 sites and
showing streamline and isotach analyses; and (2) 132 bihourly maps of hourly average
sulfur dioxide concentration isopleths for the 11 days of the three "primary" test
periods. Pibal measurements of winds aloft (578) balloon launches) are available on
magnetic tape. The purpose of documenting and publishing all these data (in Volume I,
Volume II, microfilm, and magnetic tape) is to make these valuable data readily
available for further research and applications.
Volume II , the microfilm, and the magnetic tape (with card deck and print-out for
reading the tape) are available from the National Technical Information Service in
Springfield, Virginia.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.lDENTIFIERS/OPEN ENDED TERMS C. COS AT I Field/Group
* Air pollution
* Sulfur dioxide
* Field Tests
* Meteorological data
* Air circulation
Helicopters
New York City
13B
07B
14B
04B
04A
QIC
13. DISTRIBUTION STATEMENT
RELEASE TO PUBLIC
19. SECURITY CLASS (This Report)
UNCLASSIFIED
21. NO. OF PAGES
146
20. SECURITY CLASS (This page)
UNCLASSIFIED
22. PRICE
EPA Form 2220-1 (9-73)
134
-------