-------
D5rr . ,v-,^,
-•Air £
Affluents to be discharged to publicly owned works meet the 141
r_ecommended pretreatment requirements for best practicable control 142
technology Currently available. 143
New Source Performance and Pretreatment Standards 145
It is recommended that discharges from new sources in the air 147
transportation industry meet all source control, treatment 148
technology, and effluent limit recommendations for best available 149
control technology economically achievable for discharges to surface 150
waters or to publicly owned treatment works, whichever is applicable. 151
NOTICE
These are tentative recommendations based upon
II_8 information in this report and are subject to CM.?nye
based upon comments received and further intornd
review by EPA.
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SECTION III 3
INTRODUCTION 5
$%Purpose and Authority$% 7
faction 301 (b) of the Act requires the achievement by not later 10
than July 1, 1977, of effluent limitations for point sources, other 11
than publicly owned treatment works, which are based on the
application of the best practicable control technology currently 12
available as defined by the Administrator pursuant to Section 304 (b) 13
of the Act. j>ection 301 (b) also requires the achievement by not 14
later than July 1, 1983, of effluent limitations ^or point sources, 15
other than publicly owned treatment works, which are based on the
application of the b_est available technology economically achievable 16
which will result in reasonable further progress toward the national 17
goal of eliminating the discharge of all pollutants, as determined _in 18
accordance with regulations issued by the Administrator pursuant to
Section 304 (b) of the Act.
Section 306 of the Act requires the achievement by new sources of 20
a Federal standard of performance p_roviding for the control of the 21
discharge of pollutants which reflects the greatest degree of
effluent Deduction which the Administrator determines to be 22
achievable through the application of the b_est available demonstrated 23
control technology, processes, operating methods, or other
III-l
-------
alternatives, Deluding, where practicable, a standard permitting no 24
discharge of pollutants.
Section 304 (b) required the Administrator to publish within one 26
year of enactment of the Act, regulations providing guidelines for 27
effluent limitations setting forth the degree £f effluent reduction 28
attainable through the application of the best practicable control 29
technology currently available and the degree of effluent reduction 30
attainable through the application of the best control measures and
practices achievable including Jrreatment techniques, process and 31
procedure innovations, operation methods and other alternatives. The 33
regulations proposed herein set forth effluent limitations guidelines
pursuant to Section 304 (b) of the Act for the air transportation 34
segment of the transportation £ategory of point sources. 35
jSection 306 of the Act requires the Administrator, within one 37
year after a category of sources is included in a list published 38
pursuant _to Section 306 (b) (1) (A) of the Act, to propose 39
regulations establishing Federal standards of performance for new 40
sources within such categories. The Administrator published in the 41
Federal Register of January 16, 1973, (38 F.R. 1624), a list of 27
source £ategories. Proposed standards of performance for new sources 43
within the air transportation segment of the transportation industry 44
are included herein.
III-2
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_$%Summary of Methods Used for Development of Effluent Limitations$% 47
j?%Guidelines$% 48
TOT purposes of development of transportation industry effluent 52
limitations guidelines the industry was divided into the categories 53
of railroad transportation, air transportation, highway 54
transportation, and waterborne shipping. Contacts were established 55
with trade associations representing broad segments of each of the 56
categories. These associations provided contacts for industrial 57
information-gathering visits. They also provided guidance, liaison, 59
and review functions throughout the guidelines development.
j^ach of the four transportation categories was subcategorized 61
into distinct activities (over-the-road hauling, maintenance and 62
repair, washing, etc.). The waste water potential of each of the 63
activities was examined to determine characteristic flows and waste
constituents. The waste water constituents which should be subject 64
to effluent limitations were then identified.
Control and treatment technologies for each of the activities 66
were identified, including both source control and treatment systems. 67
This included a determination of the effluent levels of various 68
constituents resulting from the application of such technologies. 69
The problems, reliability, and limitations of each and the required 70
implementation time were also identified. Environmental impact, 71
other than water quality, including energy requirements, was
Identified as well as the cost of application of each technology. 72
III-3
-------
The information, as outlined above, was evaluated to determine 74
the levels of technology constituting Jthe "best practicable control 75-
technology currently available" and the "best available technology
economically achievable." Various factors were considered, including 77
the total cost of application of technology in relation to the
effluent reduction benefits to be achieved, the age of equipment and 78
facilities, ^he engineering aspects of the application of a 79
technology, and environmental impact, including energy requirements.
Data Base 81
Several of the Environmental Protection Agency Regional Officers 83
provided Refuse Act permit application data for facilities within 84
respective regions. The data was of limited value. 86
Data were requested from various airlines through the Air 88
Transport Association of America. Of those airlines where contacts 90
were made, information was provided cm materials used, operations 91
conducted, wastewater flows, the type of treatment, methods employed 92
and the numbers of units handled at ^ach site. Information was 94
obtained on a total of 8 airlines. Reports obtained from other 95
sources provided information on other airlines.
Data were also requested from major airports through the Airport 97
Operators Council International. Information was obtained from a few 99
airports describing the operations Carried out, wastewater flows and 100
constituents, and the types of jtreatment used. As of writing seven 102
III-4
-------
airline facilities and five airport facilities were visited to gain 103
first-hand knowledge of operations and activities.
Very little information directly describing air transportation 105
wastewater problems was found in a literature search. However a 1C7
review of books, reports and journals on waste treatment technology 108
did provide important information on treatment systems Applicable to 109
the air transportation industry.
$%General Description of the Air Transportation Industry$% 111
T_he air transportation industry, as here considered, includes 114
chartered and common carriers for passenger and freight, and terminal
facilities which may discharge industrial wastes to surface waters. 115
Air transportation is a rapidly growing segment of commercial 117
transportation. Table 3 presents the growth in numbers of aircraft 118
in use for the period 1962 to 1972. Total numbers of air carrier 119
craft have increased 27% with turbine or jet-powered aircraft
steadily replacing piston-engine _types. The number of general 121
aviation aircraft in use has increased by 60%.
Because larger and faster aircraft have been introduced into 123
service, available passenger miles have increased more than three 124
times in the 10-year period (1962 to 1972) and available cargo ton-
miles have increased by four times.
III-5
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TABLE 3
Active Aircraft in the Civil Aviation Fleet
Air Carrier
Piston
Turbine
Rotorcraf t
Total
% of Total
General Aviation
Piston
Turbine
Rotorcraf t
Other
Total
7, of Total
Total
1962
1,164
647
20
1,831
2.1
82,434
213
967
507
84,121
97.9
85,952
1967
456
1,718
22
2,196
1.9
109,910
1,281
1,899
1,096
114,186
98.1
116,380
1971
60
2,315
14
2,389
1.8
124,628
2,483
2,352
1,685
131,148
98.2
133,537
1972
63
2,249
14
2,326
1.7
128,900
2,800
2,500
1,800
136,000
98.3
138,326
11
13
15
17
19
21
23
25
27
29
31
(E) 33
35
37
(E) Estimated 39
III-6
-------
nv~S % T^T1
i i •- i •' M 5-
^-.-»,ni.i .'„
Use of available passenger miles and cargo ton-miles has been 126
fairly consistent at about 50% of the potential, figure 1 127
illustrates the increase in passenger and cargo haulage since 1962.
T_he airline industry now transports more passengers than any other 128
*t
form of commercial transportation and has been increasing jits share ]29
yearly.
T_able 4 presents some pertinent statistics for U.S. scheduled 131
airlines in 1972. _They experienced a net loss in income in 1970 but 132
have recovered in 1972. The return on investment of 4.9% was, 133
nevertheless, still considerably less than the 12% which the Civil
Aeronautics Board considers fair and reasonable. 134
There has also been an increase of 50% in the number of airports 136
since 1962 (Table 5) according to "Air Transport 1973" by the Air 137
Transport Association, ^However, the number of airports receiving 138
scheduled service has declined about 15% through consolidation of 139
operations. The Federal Aviation Administration (FAA) listed 581 140
certificated airports in August 1973, 110 more than listed in Table
4. Apparently the difference lies in those x^hich are permitted to 141
have scheduled service and those which actually jreceive it. 142
II I-7
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IL(y\
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DRAFT
TABLE 4
STATISTICAL HIGHLIGHTS - U.S. SCHEDULED AIRLINES
(1972)
PLANT AND EQUIPMENT
Net investment (property and equipment)
Number of aircraft
Aircraft Added in 1972
TRAFFIC
Revenue Passenger-Miles
Freight Ton-Miles
Revenue per passenger mile
Revenue per ton-mile
Average length of haul (miles)
FINANCIAL RESULTS
Operating Revenue
Operating Expenses
Net Operating Income
Rate of Return on Investment
EMPLOYMENT AND WAGES
Average number of employees
Total Payroll
Average yearly wages
TABLE 5
Total U. S. Airports, FAA Control
$ 14,286,535
2
152,406,276
5,495,072
6
21
$ 11,203,271
$ 10,609,190
$ 594,081
301
$ 4,192,081
$13
Towers and
,000
,326
101
,000
,000
.420
.52c
796
,000
,000
,000
4.9%
,127
,000
,918
Points Receiving Scheduled Airline Service
1962 1967
Total Airports on
Record with FAA 8,084 10,126
Total FAA Control
Towers 270 313
Points Receiving Scheduled
Airline Service 569 525
(Certificated Airports)
III-9
1971
12,070
346
479
1972
12,106
352
471
147
149
151
155
156
157
158
160
161
162
163
164
165
167
168
169
170
171
173
174
175
176
3
5
6
9
10
12
13
15
16
18
19
20
-------
The FAA classifies airports into three categories: (1) the 181
Primary System enplaning more _than 1,000,000 passengers annually; (2) 1W
the Secondary System enplaning 50,000 to 1,000,000; jind (3) the 183
Feeder System enplaning less than 50,000 passengers annually. T_he 184
FAA's "1972 National Airport System Plan" shows 44 airports in the
first category, 416 in the second and 2,522 in the third. The 186
primary system generally handles the largest planes and most aircraft
rebuilding centers and large maintenance operations are found at the 187
airports ^comprising this system. 188
$%Comparison with Other Transportation Industry Sep,ments$% 19]
Table 6 lists freight and passenger haulage statistics for the 194
various carriers for the period 1966 through 1972. 195
In 1972, the airline industry accounted for more than 75% of the 197
total passenger miles recorded. Although air freight still 198
represented only a small fraction of the total tonnage hauled, the
rate of jLncrease had almost doubled in the past seven years. 199
T_able 7 lists the estimated energy consumed by various freight 201
carriers for the period 1966-1973. There was about a 22% combined 203
increase in energy used but only a 14% increase in tonnage hauled
(Table 6) . T^his resulted because the bulk of the Increase in the 204
transportation of freight was moved by trucks, pipelines, and 205
aircraft, all of which have higher energy requirements. R_ail and 206
111-10
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TABLE 6
TRANSPORTATION STATISTICS 1966-1972
Freight Hauled1 % of
(Billions of Ton Miles) Total
Type of
$%Carrier 1966 1967 1968 1969 1970 1971 1972 1972$%
219
220
222
223
225
226
Rail 757
Truck 396
Pipeline 332
Barge
Great
Lakes
Vessels
Air
Total
158
115
731 755 780 773 774 781 38.9
389 415 404 412 422 443 22.0
361 397 411 431 444 462 23.0
10.7
167 176 185 190 205 215
109 106 115 116 104 103
5.1
2.9 3.4 4.2 4.7 5.0 5.1 5.5 0.3
1761 1760 1853 1900 1927 1954 2010 100.0
229
231
233
235
238
239
240
243
245
Auto
Private
Air
880
N.A.
Commercial
Air 80
Bus
Rail
Water
Total
25
17
3.3
Passengers Carried
(billions of passenger-miles)
890 931 977 1027 1071 1125 84.7
8.1 9 10 9.2 10.1 0.8
10
99 114 125 132 136 152 11.5
24.9 24.5 26 25 25.5 25.7 1.9
15.2 13.1 12.1 10.7 10 10.5 0.8
4.0 3.5 4 4 4 4 0.3
1005 1043 1094 1153 1208 1256 1327
100.0
248
249
251
253
254
256
257
259
261
263
265
III-ll
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TABLE 7 268
ESTIMATED ENERGY USED IN MOVING FREIGHT (BTU x 10(12)) 270
% 274
Increase 27
Type of
Carrier
Rail
Truck
Pipeline
Barge
Lakes
Air
]966
568
950
614
79
57
183
1967
548
934
668
83
54
214
1968
566
996
734
88
53
265
1969
585
970
760
92
57
296
1970
580
989
797
95
58
315
1971
581
1013
821
102
52
321
1972
586
1063
854
108
51
346
(Decrease) 276
1966-72 277
278
3.2 281
11.9 282
39.1 283
36.7 284
(10.5) 285
89.1 286
Total 2451 2501 2702 2760 2834 2890 3008 22.7 287
Note: BTU calculated at 750 BTU/ton-mile for railroads, 2400 for 291
trucks, 1850 for pipelines, 500 for barge and lakes, and 292
63,000 for air. Source "Energy in the Trans- 293
portation Sector" by William E. Mooz, Rand Corporation. 294
water transportation vehicles are particularly efficient users of 206
fuel; pipelines and trucks are the next best, and air freight 207
carriers trail far behind. Except for air transport, the diesel 208
engine is the main propulsion unit in all commercial vehicles.
The average cost of shipping freight is about 1.4c/ton-mile by 210
water, 1.6 by rail, 8.2 by truck, mid 22.8 by air. product 212
durability, bulkiness, weight, and delivery time are controlling
factors which keep each industry competitive. Fuel availability may 214
cause some readjustment in the competitive structure in addition to
affecting the quantity of many Commodities using energy-based raw 215
materials such as petroleum and natural gas.
111-12
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SECTION IV 7
INDUSTRY CATEGORIZATION 9
$%Introduction$% 13
The air transportation segment of the transportation industry 18
includes establishments engaged _in furnishing domestic and foreign 19
air transportation and those that jrperate airports and terminals. 20
T_he industry is grouped In Standard Industrial Classification 22
code categories 4511 Air Transportation, Certificated Carriers; 4521, 23
Air Transportation, Noncertificated Carriers; and fixed facilities
and services related to air transportation under SIC codes 4582, 24
Airports and Flying Fields; and 4583, Airport Terminal Services. 25
Affluent limitations and standards are developed for SIC 27
categories 4582 and 4583, the £rime source of pollutants. J5IC 29
categories 4511 and 4521 cover activities engaged in the
transportation of passengers between points. jSince there is no waste 30
discharge during flight, a.ny wastes generated are disposed of at 31
terminal point _locations classified under SIC codes 4582 and 4583. 32
$%Development of Industry Subcategorization$% 35
For guidelines development the industry has been Categorized 39
according to the following operational activities:
IV-1
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1. Aircraft R.amp Service 44
2. Aircraft Rebuilding and Overhaul 46
a. Engine Operations 48
b. Airframe Operations 50
3. Aircraft Maintenance 52
a. Routine 54
b. Washing 56
4. Ground Vehicle Service and Maintenance 58
5. Fuel Storage Centers 60
6. Terminal and Related Facilities 62
One other activity conducted at airports is the washing of 67
vehicles owned by rental car agencies, guidelines for effluent 69
limitations for this activity are thoroughly Discussed in the 70
development document for proposed effluent limitations for the auto 71
and other laundries industry.
Aircraft Ramp Service 73
This operation consists of refueling the aircraft, removing 75
various types of wastes, ^replenishing water and other supplies, 76
inspecting and servicing aircraft preparatory to flight, jind some 77
minor maintenance and repair. These services are normally performed 78
outside in the areas in which the cargo or passengers are to be
loaded o»r unloaded. The largest service areas are the passenger 80
terminal complex and the cargo terminals.
IV-2
-------
Aircraft Rebuilding and Overhaul 82
Airline companies have established their home maintenance base 85
facilities at large airports. These bases are equipped to overhaul 87
or rebuild virtually an entire aircraft. Generally these facilities 89
operate on three shifts, five days per week, and Contain plating, 90
parts cleaning, painting, machine, upholstering, and other repair
shops.
These facilities are the principal sources of industrial wastes 92
requiring ^reatment. jFor this reason the activities conducted are 94
described in detail. 95
Engine Operations 97
Aircraft engines, both jet and prop type, are totally 99
disassembled, overhauled and rebuilt at these specialized facilities. 100
A_s the first step, detergent-water solutions are used to remove 102
accumulated carbon deposits and dirt. The engine is then 103
disassembled, and the components are cleaned in various alkaline,
acidic, or organic solvent-type baths; some of them then go through a 104
metal plating process.
Most large airline companies do all of their own metal jalating, 107
but the smaller companies have this done under contract, particularly
when large Components are involved. Plating operations generally 109
include alkaline cleaning, acid dipping, electroplating, rinsing, and 110
IV-3
-------
drying. Cadmium, chromium, copper, nickel, lead and zinc are the 111
metals primarily used. ISngine overhaul is a closely controlled 113
operation in which all parts are inspected jind checked for structural 114
stress-strain soundness before being reassembled. _Engines are then 115
subjected to firing and load tests before being returned to service.
Airframe Operations (Exterior and Interior) 117
Major work includes overhauling and rebuilding such components a.s 120
airframes and their operating mechanisms, landing gear and wheel
units, air conditioning and heating equipment, and instrument,
hydraulic, and jlectrical systems. Parts are cleaned with solvents 122
and alkaline or acidic solutions, sometimes under pressure. Metal 123
plating operations are similar to those carried out in engine
overhauling activities. Operating and structural components are 125
inspected and tested for wear, corrosion, and metal fatigue. Usable 127
and replated parts are then installed in the aircraft.
Anterior operations include the redecorating of cabins, ^repairing 130
fabrics and replacing seats, ^nd general cleaning and servicing. 131
Paint stripping and repainting are included within airframe 133
overhaul operations, ^pme airlines use baked-on decals rather than 134
paint, while others paint a^ major part of the aircraft. Most 136
painting work is conducted inside hangars where better Control over 137
the activity can be maintained. Mrcraft are scheduled for painting 138
approximately every six years. ]?or most airlines, major work 139
IV-4
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DRAFT
includes the painting of component areas, such as wheel wells, 140
landing gear, and fuselage undersides.
Because of the extent and nature of the wastes generated _in these 143
operations, the wastewater is generally given physical/chemical 144
treatment before being discharged into surface waters or into 145
municipal or airport based sewer systems. 146
Aircraft Maintenance 148
Routine 150
Maintenance work on aircraft is normally performed in hangars. 152
The degree of maintenance or repair that is performed varies with the 153
particular airline's facilities, j:he availability of hangar space to 154
accommodate various sizes of aircraft and the work required.
Maintenance generally involves making minor repairs, such as 155
replacing hydraulic lines, changing, wheels or tires, replacing 156
\
engines or partially overhauling them, Cleaning interiors, and spot 157
painting.
Washing 159
Mrcraf t washing is riormally a scheduled operation vjhich involves 163
the following: pressure spraying with cleaning agents, brushing with 165
an alkaline water base type cleaner, jind hosing down with hot £r cold 167
water. Any corrosive substances observed on the aircraft between 169
washings are immediately removed using strong solvents.
IV-5
-------
Washing is normally done at specified ^Locations in or adjacent to 173
hangars; one to 20 aircraft may be washed each week. At some 174
airports, the wastewaters are permitted to J[low directly into 175
sanitary sewer systems.
Ground Vehicle Service and Maintenance 177
The maintenance of ground vehicles, trucks, tractors, _tows and 180
other automotive type equipment used to move, repair and service 181
*
aircraft _is a significant factor in each airline's operation. Nearly 183
all airlines have a fully equipped and staffed shop where ground
vehicles can be completely overhauled, serviced, and spray painted. 184
^n addition, engine and parts are often steam cleaned outside the 185
shop area. Many shops have tanks in which solvents are used to clean 186
parts and remove grease.
Fuel Storage Centers 188
I?uel is stored in underground or surface tanks jremote from 191
terminals, hangars, and heavy traffic areas. Oil companies located 192
at airports which furnish fuel to the airlines can be a source of 194
^accidental spills. Fuel is put into and removed from the tanks by 196
pipeline or trucks, and have the greater spill potential. Above- 198
ground tanks are usually diked in to cipntain the fuel if the tanks 199
rupture, are overfilled, or if a fire breaks out. Fuel storage 201
facilities are generally kept clean of ignitable materials to meet
safety and fire regulations.
IV-6
-------
Terminal and Auxiliary Facilities 203
A.ir terminals are the leading source of sanitary wastes. 206
Commercial firms in or near terminal buildings, such as jiirline 208
offices, car rental agencies, restaurants, banks, postal facilities,
_service companies, and air freight handling centers contribute to the 210
sanitary waste volume generated. Most airports discharge these 211
wastes to regional or municipal treatment plants.
IV-7
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DRAFT
SECTION V 6
WASTE CHARACTERIZATION 8
General 10
The industrial wastewater generated at airports result from the 13
operations described in Section IV, but the volume produced is not 14
determined solely by the ^ize of an airport. ¥pr example, relatively 16
few public airports have complete maintenance and overhaul
establishments, _therefore, the complex waste loads associated with 17
such as metal plating, engine overhaul, stripping and painting, and 18
washing are not present. At feeder system airports, the waste load 19
is primarily derived from servicing aircraft and performing limited 20
maintenance work. jJmall airports having no public service or 21
scheduled flights are primarily operated and owned by individuals,
businesses, or private groups and have minimal or no industrial waste 22
discharges.
Wastewater Constituents 25
Constituents that are most likely to be found in wastewater 28
discharges ^rom airport operations are listed in Table 8. The 30
greatest variety is from aircraft rebuilding and overhaul, aircraft 31
maintenance, and ground vehicle service jand maintenance operations. 32
V-l
-------
DRAFT
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34
Ajrcrpft Samp Service
Wastes originating from this operation may consist of oil that 36
JLeaks from ground vehicles, aircraft engines, and hydraulic systems 37
^especially landing gear), and spills that occur when engine oils, 38
£uel, fresh and service water, hydraulic fluids, and sanitary 39
_chemicals are added. jThere are occasional spills from the 41
connections which drain sanitary waste from the aircraft. While the 43
effect of each source is relatively minor, the combined effects may 44
be significant, especially during heavy rains, if they are not
cleaned up immediately. 45
Most fuel spills result from overfilling or "topping out" 47
aircraft fuel tanks, At some airports, fuel spills are rare, but 48
they may occur daily at others. Observance of fueling operations 49
indicates this problem can be averted, granular products are used to 50
absorb the fuel, jand residual material either evaporates or is 51
flushed away with water.
inspections made of passenger terminal and cargo service areas 53
indicated that the amount of contaminants present on the surface 54
varied more in proportion to the housekeeping effort made than to the
amount of activity carried out. Many areas are cleaned by vacuum 55
scrubber units or contaminants are flushed off to drains. Generally, 56
airport regulations require that all spills be cleaned up
immediately. Normally, aircraft servicing should not be a 57
V-3
-------
significant source of industrial wastewater. Wastewater constituents 58
can include suspended solids, oil and grease, and oxygen demanding 59
materials.
Aircraft Rebuilding and Overhaul 61
i
The amount of water used varies widely among airline rebuilding 63
and overhaul bases. Flows range from 77,500 liters (20,000 gallons) 64
per day for small works to over 194,000 liters (500,000 gallons) per 65
day for large installations. Approximately one-half of the water is 66
used in metal plating work and the ^remainder in cleaning engine and 67
aircraft components.
Engine Operations 69
^olvents, degreasers, and detergents are used to clean carbon, 71
metal oxides, £ils, and other contaminants from engine components, 72
oil coolers, oil tanks, engine housings, fuel systems, etc. Most of 74
these chemicals are used until spent. In some instances, solvents 75
are distilled and reused. ()il and solvent contaminants are found 76
both in the free and emulsified state. Concentrated drain oils, 78
sludges, and used solvents from engine overhaul work jand similar 79
materials trapped in floor drain sump units are generally put into
holding tanks. They are disposed of separately and not sent through 80
treatment jsystems. Wastewater overflow and runoff from the shop 82
areas requires treatment because it contains free and jjmulsified oil, 83
V-4
-------
solids, detergents, acids, alkalis, heavy metals, phenols, and oxygen 84
demanding materials.
£ther wastes produced in this operation originate from the use of 86
rinse waters and occasional batch dumping of chromium, copper, 87
nickel, _silver, cadmium plating, and stripping tanks. The wastewater 89
generally contains: (1) cyanide-alkaline wastes resulting from zinc
and Cadmium plating operations; (2) chromium-acid type wastes 90
generated in plating, cleaning, anodizing and alodining operations; 91
and (3) miscellaneous ^icid-alkaline wastes resulting from acid and 92
alkali dips, metal pickling, and rinsing operations. ^Drag over" of 94
plating solutions to the rinse tanks contributes to these waste
discharges. Ilinse water volume and continuous flow are other 95
factors. The wastewater originating from engine overhaul represents 96
approximately 60% of the total daily flow from rebuilding and 97
overhaul operations. Flows may range from 575,000 liters (152,000 98
gallons) to 1,703,325 liters (450,000 gallons) per day. 99
Airframe Operations (Exterior and Interior) 101
The removal of carbon, oxidized metal, surface scaling, etc. 103
_from airframes, landing gears, and other components requires large 104
amounts of water, detergents, and solvents. (Considerable water use 106
is also used in metal plating operations. Wastewaters from these 107
activities contain the same types of constituents as those
V-5
-------
found in the ejigine rebuilding a_nd overhaul operations and are 109
disposed of in same manner.
Very small amounts of water are used to wash interior surfaces. Ill
Waste constituents generally consist of alkaline materials, 112
detergents, ^uspended solids, and oxygen demanding materials. 113
Wastewater from paint stripping and painting activities Contain 116
concentrations of phenols, suspended solids, acids, alkalis,
detergents, oil and grease, heavy metals, and oxygen demanding 117
materials. Ikilk stripping wastes are caught in troughs suspended 119
under the fuselage and ^n plastic sheets spread under the wings to 120
keep as much of this material out of the wastewater as possible. 121
The wastewater flow from airframe overhauling constitutes 123
approximately 40% of the total daily flow from rebuilding and 124
overhauling operations. Flows range from 382,000 liters (101,000 125
gallons) to 1,135,500 liters (300,000 gallons) per day.
Aircraft Maintenance 129
Routine 131
Wastewaters generated by this activity are similar ^p those 134
derived from aircraft rebuilding and overhauling operations, but, the 135
volumes are much smaller. They do not contain wastes ^rom metal 137
plating operations and have few wastes resulting from minor painting 138
V-tj
-------
and engine and aircraft maintenance activities. Flows are on the 139
order of 3,800 to 7,600 liters (1,000 to 2,000 gallons) per day.
generally, the wastewater contains oils, lubricants, solids, 141
solvents, alkalis, detergents, and oxygen demand materials. 142
Washing 144
Washing is conducted inside and outside hangars at designated 147
locations. S^ome airlines v;ash one or two aircraft a week, others as 149
many as 20. These wastes consist of a mixture of alkalis, 150
detergents, oil, carbon deposits, hydraulic fluids, fuels and other 151
solids. The amount of water used ranges from approximately 11,400 to 152
45,400 liters (3,000 to 12,000 gallons) per aircraft, depending upon 153
aircraft size and water control. Various detergents are used and the 154
preparations vary from concentrated solutions f^or small corroded 155
areas to diluted mixtures for general washing.
Ground Vehicle Service and Maintenance 157
The wastewater produced can include crankcase oil, dissolved 159
greases, solvents, cleaning compounds, and paint j^ludges. Some steam 161
cleaning, maintenance, and parking areas observed were covered with
oil and grease as a result of leaks and spills.
The materials used in these operations include some of the 163
chemicals employed in aircraft overhaul and maintenance activities. 164
Wastewaters are generally low in volume but can contain 165
V-7
-------
concentrations of oily materials, suspended solids, detergents, 166
alkalis, and acids. .Estimated water use is between 3,800 to 7,600 167
liters (1,000 to 2,000 gallons) per day.
Fuel Storage Centers 170
Very few wastes are produced at these sites because safety 172
precautions require good housekeeping practices _to avoid fires and 173
explosions. At the locations observed, fuel spillage was nil, and 174
only minimal amounts of crankcase oil drippings or grease from fuel
_trucks had collected on paved surface areas. A.t some fuel centers, 176
fuel is pumped to and from the storage facilities by pipelines, which
rarely rupture. Normally, above-ground fuel storage tanks have 177
earthen or concrete dikes built around them to hold fuel if a tank
ruptures or is overfilled. As a result of control maintained at fuel 178
centers, runoff during dry or wet weather is a minimal source of
pollution. Possible wastewater contaminants are suspended solids, 179
oil and grease, and oxygen demanding materials. 180
Terminal and Auxiliary Facilities 182
Wastes associated with activities conducted at these facilities 184
are derived from food preparation and disposal, floor and equipment 185
cleaning, domestic wastes, and solid wastes from packaging materials.
The waste constituents present are BOD, suspended solids, detergents 186
and bacteria. 187
V-8
-------
J5anitary waste flows from terminal facilities, airplanes, | 189
aircraft maintenance locations, and other operations are often dhe
j^argest waste discharge from airports. These wastes may be treated 191
separately or combined with pretreated industrial wastes and 192
discharged to municipal systems. I)ata on sanitary flow volumes are 193
difficult to obtain if airport wastes are processed by a municipal
treatment systems. One major airport that treats its own sanitary 194
waste has an approximate flow of 3,028 m(3)/day (0.8 mgd); _the plant 195
used was designed to handle a 8,327 m(3)/day (2.2 mgd) average flow.
Raw Waste Loads 198
The pollutional constituents found in industrial wastewaters 201
generated at airport complexes vary widely in volume and in 202
concentration. fl[o analysis is generally made of the raw wastewater 203
but only of the treated Affluent. Data that was obtained on raw 205
wastewater constituent concentrations is limited. Table 9 has been 206
developed to illustrate estimated raw waste loads per unit of 207
activity within the industry categories. The waste constituents of 208
interest are solids, oil and grease, phenols, jcyanides, heavy metals, 209
pH and oxygen demanding materials. 210
V-9
-------
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7-10
-------
SECTION VI 5
POLLUTANT PARAMETERS 7
The significant wastewater constituents discussed in Section V 11
j^orm the basis for selecting control parameters for each activity 12
Carried out. I_n many cases, the removal of one constituent 14
eliminates another, and J:his, in turn, reduces monitoring 15
requirements. The following discussion presents the rationale for 16
selecting and rejecting control parameters. 17
Aircraft Ramp Service 19
Selected Control Parameters 22
The waste constituents selected as control parameters are: 25
1. oil and grease 28
2. suspended solids 29
Jet fuels, hydraulic leaks and drippings from aircraft and ground 32
vehicles jsroduce oily wastes and suspended solids. Practicable 34
treatment is gravity separation of oil and suspended solids, ^hus 35
their concentration should be monitored.
Constituents Not Selected As Control Parameters 37
The waste constituents present but not included as control 40
parameters are: 41
1. oxygen demanding materials (BOD and COD) 44
VI-1
-------
The primary source of BOD and COD is from the materials stated 48
above. I/ the latter are removed and the wastewater effluent is 49
monitored, there is no need to use BOD and COD as control parameters. 51
Aircraft Rebuilding and Overhaul 54
Because of the nature of the work and the materials used in 57
aircraft rebuilding and overhauling operations, the wastewater 58
generated is _the largest in volume and contains the highest number of 59
waste constituents requiring treatment, ^n some cases, a series of 61
treatment methods may have to be employed, while in others, simpler 62
treatment schemes and fewer control parameters can be involved. For 64
example, if metal plating operations are not conducted, control
2arameters may be limited to oil and grease, BOD, COD, suspended 65
solids, _p_H, and phenols. 66
Selected Control Parameters 70
The parameters selected for control are: 72
1. pH 75
2. COD or BOD 76
3. suspended solids 77
4. oil and grease 78
5. phenols 79
6. cyanides 80
7. cadmium 81
8. chromium 82
VI-2
-------
9. copper 83
10. lead 84
11. nickel 85
12. zinc 86
Oil, suspended solids, acids and alkalis are concentrated in the 92
wastewater, whose pH may range from 2.0 to 12. This spread exists 95
because there are continuing fluctuations in the Amounts and 96
concentrations of the constituents contributed by £arts cleaning and 97
paint stripping activities. Emulsified oil and grease, paint 98
strippings, dirt and chemical floes appear as suspended solids, and 100
the first steps in treatment are directed in controlling them. £11, 101
suspended solids and pH must, therefore, be monitored to determine 102
the degree of treatment efficiency achieved.
Large amounts of oxygen demanding materials are generally present 104
and must be r_emoved, possibly by providing Mological treatment in 106
addition to physical-chemical methods. The ratio of COD to BOD is 108
high primarily because the complex organic chemicals present degrade
slowly. COD is the preferred control parameter because of its 109
shorter Analysis time and thus quicker operator response to greatly 110
varying jtreatment conditions, and its use as an indicator of the 111
removal of complex organics, many of which can be toxic to aquatic 112
life, ^olvents containing phenols are used in removing paint and 113
cleaning jjngine and airframe components. Because of their 115
VI-3
-------
prevalence, potential toxicity, and taste and odor effects phenols 116
must also be monitored.
Cyanides are generated in the metal plating operations. Cyanide 119
baths are used to control plating rates of metal ions, such as zinc 120
and cadmium, which are electro-deposited on ferrous metals. Drag- 122
over of the plating solution containing cyanide ions and metal
Cyanide complexes contaminates rinsing baths and should be _treated. 124
The heavy metal plating wastes listed above are generated during 127
engine overhaul and airframe refinishing activities and entirely
Different and complex waste streams result. The wastes can be acidic 129
or alkaline (depending on the type of plating operations performed), 130
and they should be given separate treatment. Because of their 131
potential toxicity, cyanide and the metals of cadmium, Chromium, 132
copper, lead, nickel, and zinc must be included in control
parameters.
Constituents Not Selected As Control Parameters 134
Tlie waste constituents present but not included as control 136
parameters are: 137
1. dissolved solids 140
2. detergents 141
3. phosphates 142
Dissolved solids are not included as a control parameter because 143
VI-4
-------
it is impracticable to remove them. Detergents and phosphorus are 146
reduced by physical-chemical treatment jjiven other materials. 14
Aircraft Maintenance 14
Routine 151
Selected Control Parameters 153
This activity is a small source of _oily wastewaters. 157
The control parameters of concern are: 159
1. oil and grease 162
2. suspended solids 163
3. pH 164
The principal waste constituents originating from general 169
maintenance operations are oil and suspended solids, ^cid and 171
alkaline detergents used to emulsify the oil may result jLn the 172
wastewater having a high or low pH. I_n most cases, it will be high 173
because alkaline cleaners are normally used. Physical-chemical 175
treatment will remove free and jmulsified oil and suspended solids 176
and adjust the pH. The effluent must, therefore, be monitored for 177
these parameters.
VI-5
-------
Constituents Not Selected As Control Parameters 179
The waste constituents present but not included as control 182
£arameters are: 183
1. dissolved solids 186
2. detergents 187
3. phosphates 188
4. oxygen demanding materials 189
5. phenols 190
6. heavy metals (Cd, Cr, Cu, Pb, Ni, Zn) 191
Dissolved solids are also present in the wastewater and are 194
generally increased in number if chemicals are used to remove any
emulsified oils and adjust the pH. Evince there is no practicable way 196
to remove dissolved solids, .they will not be used as a control 197
parameter.
Detergents containing phosphates are effectively removed by the 199
emulsion-breaking and coagulation techniques used to eliminate oil 200
and suspended jsplids. Thus monitoring the effluent for oil and 202
suspended solids indirectly monitors its detergent and phosphate 203
content. Detergents and phosphates therefore need not be control 204
£arameters. 205
Most of the BOD and COD loads in the wastewaters are derived from 208
oil and detergents and these can be Affectively controlled. BOD and 209
COD are, therefore, not selected as control parameters. 210
VI-6
-------
Zhenols are present in solvents used to clean various aircraft 212
parts, but the number is so small that phenols are not xised as a 216
control parameter. ^Treatment of the oily wastes resulting from this 217
operation will remove some. phenols, and monitoring of the effluent 219
will indicate the adequacy of source control achieved.
amounts of dissolved and particulate heavy metals 220
undoubtedly enter the wastewater stream from metal surfaces because 221
of oxidation, and cleaning, but some will precipitate if physical- 222
chemical treatment is used to remove oil and suspended solids. Thus 224
the use of metals as control parameters is not considered necessary.
Washing 227
Selected Control Parameters 229
The washwater varies widely in volume and is generally combined 232
v/ith wastewater from aircraft maintenance operations for treatment. 233
The control parameters selected are: 235
1. oil and grease 238
2. suspended solids 239
3. pH 240
The rationale for selecting _these control parameters is the same 246
as that discussed under Routine Maintenance. 247
VI-7
-------
Constituents Not Selected As Control Parameters 250
The parameters present but not selected for control are: 253
1. dissolved solids 256
2. detergents 257
3. phosphates 258
A. oxygen demanding materials 259
5. phenols 260
6. heavy metals (Cd, Cr, Cu, Pb, Ni, Zn) 261
The rationale for not selecting these wastewater Constituents as 264
control parameters is the same as that presented under Routine 265
Maintenance.
Ground Vehicle Service and Maintenance 267
This activity is normally low in wastewater volumes containing 269
odly materials. 270
Selected Control Parameters 273
The waste constituents selected as control parameters are: 275
1. oil and grease 278
2. suspended solids 279
3. pH 280
The rationale for the selecting these constituents as control 284
parameters is the same as that discussed under Aircraft Maintenance. 285
VI-8
-------
Constituents Not Selected As Control Parameters 288
The waste constituents present but not selected as control 291
parameters are: 292
1. dissolved solids 295
2. detergents 296
3. phosphates 297
4. oxygen demanding materials 298
5. phenols 299
6. heavy metals 300
T_he rationale for not including these Constituents as control 304
parameters is the same as that presented under Aircraft Maintenance. 305
Fuel Storage Centers 308
This activity produces no industrial wastewater, jtherefore no 311
control parameters are required.
Terminal and Auxiliary Facilities 315
The wastewater discharge from this activity is of a sanitary, not 318
industrial, riature. 319
Selected Control Parameters 322
The waste constituents selected as control parameters are: 324
1. BOD 327
2. suspended solids 328
3. bacteria (total coliform) 329
VI-9
-------
Sanitary wastewater generally contains large amounts df BOD, 334
suspended ^olids and bacteria. It must be given the equivalent of 336
secondary biological treatment since the wastes in it are primarily 337
biodegradable organic materials. Efficiency of treatment is normally 339
determined by analyzing the effluent with regard to above parameters. 340
Constituents Not Selected As Control Parameters 343
Waste constituents present but not included as control parameters 346
are:
1. detergents 349
2. dissolved solids 350
Detergents are effectively removed in an efficiently operated 352
biological treatment system and therefore were not selected as a 354
control parameter.
There is no practicable way to remove dissolved solids from 356
wastewater, and most of these materials are controlled when 357
biological treatment is provided. TheY are» therefore, not used as a 358
control parameter.
Summary of Pollution Control Parameters 361
Table 10 summarizes the selected control parameters for each 364
activity carried out within ^he air transportation industry. 365
VI-10
-------
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VI-11
-------
SECTION VII 6
CONTROL AND TREATMENT TECHNOLOGY 8
Historical Treatment 10
Historically, wastes originating from airports have caused little 13
concern, being discharged into on-site or off-site facilities of 14
limited design and efficiency or discharged directly into receiving 15
streams.
With the rapid development of air travel and expanding airport 17
complexes, waste volumes became a matter of concern. Because oily 19
wastes were prevalent and immediately visible, treatment has
primarily been directed to their removal. 20
Gravity sump separator units ranging widely in size, design, and 22
effectiveness have been used. They range from simple small oil sumps 24
to large separators that meet the design specifications of the 25
American Petroleum Institute (API). These units are common at hangar 26
facilities and often include chemical treatment for breaking
emulsions containing oils, solvents, detergents, etc. Wastes 28
containing heavy metal contaminants have been treated by methods
involving jxrecipitation and sedimentation. jSludge disposal has 30
generally been to landfill sites.
VII-1
-------
More recent development has seen the routing of all these wastes 32
to a central treatment plant, where incompatible wastes are first 33
pretreated and then combined with one another for final treatment.
State-of-the-Art Treatment Technology 36
If properly applied and monitored, treatment methods presently 39
used are usually efficient in removing the industrial wastes 40
generated at airports. Depending on circumstances, some modified 41
procedures may be called for, but, in general, no highly
Sophisticated techniques are required. The essentials for success 43
are source control and good housekeeping practices.
For the wastes described in Section V, the technology employed 45
consists of physical-chemical (in some instances biological) 46
treatment. In general, the wastes involved are oils, grease, 47
phenols, solids, organic jsolvents, detergents, cyanides, and heavy 48
metals. The state-of-the-art in oil removal is described in detail 49
in "Manual on DJLsposal of Refinery Wastes, Volume on Liquid Wastes," 50
American Petroleum Institute, 1969. ^he state-of-the-art in heavy 51
metals removal is thoroughly discussed in the effluent limitations
guidelines for the electroplating industry. 52
Present treatment of wastes originating within the industry is 54
described in the following summaries.
VII-2
-------
IM Air I"
Aircraft Ramp Service -30
Normally, if large amounts of fuel, oils, sanitary wastes, etc. 58
are jspilled at aircraft service points, they are covered with dry, 59
granular, absorbing-type products and then swept up. Any residual 61
material is flushed to storm, sanitary, or combined sewer systems.
At some large airports, water is used to flush the spilled material 62
into a lagoon. A_t other installations, gravity separators located in 63
the sewer systems collect any jsettleable or floatable material. Most 65
of these units are merely concrete sumps and are periodically pumped
out jind the settled and floating material disposed of. Their 67
effectiveness depends on proper maintenance and design.
Aircraft Rebuilding and Overhaul 69
I_f industrial oil wastes generated during engine and airframe 72
overhaul operations can be controlled at the point where they
originate, they are Collected in drums or tanks and disposed of 73
separately under contract.
Frequently, however, the wastes cannot be isolated and flow into 75
sewer lines leading from outdoor steam-cleaning points, maintenance 76
shop and hangar floors, aircraft washing areas, painting areas, and 77
engine overhaul locations. In these cases, the airlines normally 78
install gravity oil separator systems on the sewer lines. Some of 79
the separators are, in fact, only small sumps, while others are large
units that have been designed to meet the criteria of the American 80
VII-3
-------
Petroleum Institute. At installations where low flow or intermittent 81
flow conditions prevail, baffle plate type separators are 82
satisfactory if properly maintained. The characteristic of the oil 83
or other light density substance to be separated from the water h_as a 84
marked effect on capacity and efficiency. In addition, operating 85
efficiency is a function of detention time, fettled sludge and free 86
oil from the separators are generally stored in tanks and
periodically Disposed of by waste contractors. The effluent from 88
separators may drain into either sanitary or storm drain systems, or
may require additional treatment. Following separation, waste 90
effluents, highly concentrated in oil emulsions and phenols, are 91
introduced into a mixing tank where they are broken by chemical
coagulation. This is followed by air flotation to entrap and collect 92
floe-forming particulate matter and reduce the phenols. Further 94
treatment consisting of biological oxidation or activated carbon
filtration methods may be required if the waste constituents have not 95
been satisfactorily reduced.
Metal plating wastewaters are handled separately. The diluted 98
overflow from metal plating or surface treating rinse tanks is
discharged into an on-site industrial waste treatment system for 99
processing. Most plating solutions in use have been in tanks two to 100
four years, or more without being emptied. New plating solution is 101
added as required. At some installations, plating solutions no 102
longer usable are pumped out and placed in separate holding _tanks and 103
VII-4
-------
DRAFT
hauled away by contract for disposal. At other locations this 104
material is also discharged into the on-site industrial waste 105
treatment system for processing. Here the wastes discharged from the 106
cyanide, chrome and miscellaneous acid-alkaline d±p or soak tanks and 107
rinse tanks are chemically treated.
Cyanide wastes are treated by electrolytic decomposition or the 109
chlorine destruction process, In the electrolytic decomposition 110
method, concentrated cyanide waste is subjected to electrolysis at
high temperatures (approximately 200 degrees F) for several days. Ill
initially, cyanide is oxidized to carbon dioxide and ammonia. Post 113
chlorination generally completes this process. ~Ln the latter case, 114
chlorine and caustic chemicals are injected under close Control to 115
break cyanides down into carbon dioxide and nitrogen.
Chromium wastes are reduced from the hexavalent state to the 117
trivalent form by adding jsulfuric acid and sulfur dioxide. 118
Miscellaneous plating wastes are combined with these partially 120
treated cyanide and Chromium wastes, and then mixed and treated with 121
chemicals such as alum or lime for jgrecipitation of the heavy metals. 122
T^he resulting sludge is either filtered and/or placed in containers 123
and hauled away to disposal sites. A_t base installations where 125
plating operations are minimal, with the bulk of the work done o>n 126
outside contract, rinse water overflow is directly discharged to the
sanitary sewers. At one installation all industrial wastes resulting 127
VII-5
-------
from overhaul operations are disposed £f by deep well injection after 128
gravity separation and equalisation steps.
Aircraft Maintenance 130
Wastewater from this operation contains accumulations of dirt, 132
oils, solvents and detergents from maintenance of aircraft and 133
emulsion mixture wastes resulting from the washing of aircraft.
^Treatment involves gravity separation of free oil and settleable 134
solids followed by jnnulsion breaking with chemical treatment and 135
dissolved air flotation where wash waters are combined with £he other 136
waste loads. (See previous description for these wastes under 137
Aircraft Rebuilding and Overhaul.)
Where little aircraft washing is done, wastewaters are generally 139
passed into gravity separators and then on to municipal treatment 140
plants. Any free oil and sludge retained in the separator system is 141
normally removed by waste contractors.
Ground Vehicle Service and Maintenance 143
The wastewater generated by these operations contains solids, 145
free and emulsified oils, ^rganic solvents, detergents, paint and 146
paint strippings, etc. These wastes are normally treated in gravity 147
separators followed by emulsion breaking, chemical treatment and
Dissolved air flotation as necessary, 148
VII-6
-------
DRAFT
Fuel Storage Centers 150
Practically no wastewaters originate from this source because of 152
tight fire and safety regulations. If fuel storage tanks are located 153
above ground, they are surrounded by dikes to contain spills. Waste 154
treatment systems are not normally provided for this operation.
Terminal and Auxiliary Facilities 156
Only sanitary waste is generated by these sources, and it is 158
given biological treatment at municipal or regional facilities or on 159
the airport. The type treatment employed depends on the volume 160
generated, climate, and economical considerations. ^Treatment 161
facilities can vary from septic tanks or filter beds to large systems
using combinations of ^econdary treatment technology. 162
Waste Constituent Reductions Achieved Through Present Treatment 166
Technology 168
Treatment for the parameters defined will depend on their concen- 172
^rations in the waste stream relative to the limitations set in the 173
Affluent guidelines for the industry. Where wastes that are 175
monitored indicate levels below guideline limits, ^reatment for such 176
waste characteristics must be considered if synergistic tendencies
aire observed. 177
The general results that can be expected by using present 179
treatment technology are described below: 180
VII-7
-------
Phenols 182
If biological treatment is provided, phenols in the effluent 184
range jrrom 0.1 mg/1 to 4.0 mg/1 in concentration, Extended aeration 186
can attain levels of 0.1 mg/1 for phenols. Facilities having 187
multiple treatment sequences which include such methods a_s air 188
flotation, filtration, and activated carbon treatment will reduce
phenols concentrations to less than 1.0 mg/1. 189
Oil and Grease 191
Satisfactory removals of oil and grease are achieved if gravity 193
separation, ^skimming, and breaking up of waste emulsions are employed. 194
Effluent concentrations of 10 mg/1 or less can be achieved if 195
chemicals, such as Calcium chloride or hydrochloric acid are used to 196
break up oil-water emulsions and precipitation, air flotation, 197
skimming, and filtration are provided. Good control and operation 198
are essential in maintaining high removal levels.
Zinc 200
Zjinc can be removed as zinc hydroxide by adjusting the pH, 202
ijsually with lime, to achieve an alkaline condition. Coagulation and 204
sedimentation are used in conjunction with a properly designed
£larifier to reduce the level of the zinc to less than 1 mg/1. 205
VII-8
-------
DRAFT
Copper 207
Precipitation of copper to concentrations of 0.5 to 2.5 mg/1 are 209
attainable by lime treatment. Effluent concentrations below 0.5 mg/1 211
are achieved on a consistent basis only with proper pH control and 212
either proper clarification or sand filtration.
Nickel 214
jflickel can also be reduced to about 1 mg/1 by lime precipitation, 217
and the procedure is most effective if the pH is close to 10. 218
Experience has shown that if the nickel hydroxide sludge is 219
conditioned with ferric chloride and run through a sand filter, the 220
concentration can be reduced to a level as low as 0.09 mg/1. 221
Total Chromium 223
One standard reduction treatment technique calls for lowering the 225
waste stream pH to 3.0 or below by adding sulfuric acid. The 227
addition of a chemical reducing agent such as sulfur dioxide converts
_the hexavalent chromium to trivalent chromium. The trivalent 229
chromium is then removed by precipitating it with lime. Bevels of 230
0.5 to 1.0 mg/1 can be achieved. By using a coagulating aid to 231
improve the precipitation-sedimentation of chromic hydroxide, lower 232
levels are possible.
VII-9
-------
Cadmium 234
£admium can be removed if the pH is adjusted up to 10 to achieve 236
an alkaline condition; it then precipitates as cadmium hydroxide. 237
(Coagulation and sedimentation reduce the cadmium ion level in the 238
effluent o 0.10 mg/1, A^ range of 0.15 to 0.20 mg/1 should be 240
achievable on a regular basis. Complete removal by co-precipitation 241
with iron hydroxide at pH 8.5 is jjpssible. 242
Lead 244
Lead generally is most effectively precipitated out of solution 246
by using soda ash or a caustic. Little data are available on 248
effluent lead values after treatment. However, good conversion of 249
dissolved lead to insoluble lead should be Achieved using the methods 250
described.
Cyanide 252
£xidation of cyanide to carbon dioxide and nitrogen can usually 254
be accomplished within a short time by chlorination if the pH is 256
maintained at 8 - 8.5. More chlorine must be added than the amount 257
needed just to oxidize the cyanide to cyanate to avoid ^liberating 258
highly toxic cyanogen chloride gas. Cyanogen chloride is the 259
intermediate produce of the oxidation of cyanide to cyanate. JLt 260
breaks down very rapidly and poses no problem at pH 10+. Itowever, at 261
the lower pH excess chlorine is needed to speed the breakdown.
VII-10
-------
Another process used for destruction of cyanide waste is electro- 263
_lytic decomposition. It is primarily used by industry for 265
destruction of cyanide in concentrated spent metal plating solutions. 266
Levels less than 0.1 mg/1 are achievable. 267
Suspended Solids 269
A double liming clarification system is adequate to reduce the 271
jsuspended solids concentration in the effluent to a level of 25 mg/1 272
which _in turn removes most metals concurrently. TMS treatment 274
includes coagulation, flocculation, precipitation, and clarification.
A. level of 10 mg/1 or less may be reached by applying filtration. 275
Examples of Waste Treatment Practices at Various Airline 279
Overhaul and Maintenance Bases 280
The preceding information is a general description of the 284
treatment and control methods employed at airports. More specific 286
information on waste treatment and control by some airlines is
presented in the following text. 287
Site A 289
jy.nce January 1960, this airline has been disposing of the 291
industrial wastewater generated at its maintenance and engineering 292
center by pumping jit into a deep well. It is the only airline known 294
to be using this method.
VII-11
-------
DRAFT
Basically, the entire system consists of a lift station, a 296
clarifier unit, an ^equalization tank, an injection pumphouse, and a 297
well head. All treatment is physical in nature. 298
All the wastewater goes into a gravity collection system and then 300
jLnto a sump; it is pumped to the clarifier unit. The clarifier unit 302
is primarily an oil-water-solids separator and was designed to
£perate at a flow rate of 486 gpm and provide a 64-minute detention 303
^_ime. jSurface wastes, such as oil and solvents, are skimmed off and 305
put into a storage tank; lieavier materials settle to the bottom and 307
form a sludge, which is removed as required.
The wastewater then flows by gravity to a 55-foot diameter by 12- 309
foot deep equalization tank. There the slugs of waste of varying 311
concentrations are equalized, mixed and held until jnimped into the 312
well. When activated by switches connected to a float on the inside 313
of the tank, three injection pumps withdraw wastewater from the 314
basin, pass it through the well head, and send it down _the well at a 315
pressure of about 420 pounds per square inch gage (psig). These 60- 316
horsepower, positive displacement type units run about 22 hours per 317
day. JF1ow has been averaging over 500,000 gallons/day for the past 318
two years. About 2,200 gallons per month of surface sludge from both 319
the clarifier and jthe equalization basin are collected and hauled 320
away under contract to a land fill ^ite off the premises. 321
VII-12
-------
The well was driven through the underlying limestone layer and 323
drilling £topped at a depth of 3,036 feet because granite was 324
encountered. The well is cased into the limestone layer to keep the 325
earth above from becoming contaminated. Extensive analysis on waste 326
constituents has not been performed. All sanitary wastes are 327
treated by the municipal sewage treatment plant.
Site B 329
The industrial wastes generated from this airline's maintenance 331
and overhaul base are treated in a combined physical-chemical- 332
biological waste treatment plant placed in operation in October 1972. 333
The plant was designed to treat 1.3 mgd of wastewater and the flow is 334
presently about 0.50 mgd; it can be expanded to handle 2.3 mgd. Only 336
the effluent is analyzed to determine the waste characteristics.
figure 2 presents a schematic of this treatment system. 337
Treatment of general oily waste 339
General oily wastes are batch-treated by a series of 341
procedures, all of which are interlocked to avoid processing errors 342
or _unintentional dumping of a partially filled tank. 343
The waste enters the bottom of a screw pump pit through a coarse 345
bar screen. The screenings are removed, drained, and placed in the 346
grit hopper. The oily waste is then lifted to the free-oil and grit- 347
removal basin by one of two 42-inch diameter screw pumps. The 349
VII-13
-------
DRAFT
i
OJ
Hd
I
L
I I
~
J
e *
3 *
< (^
C
>2
•* u~jrT4ao~^-^
I 1
r^
H U
<
-------
DRAFT
settled grit is washed and sent to the grit hopper; it is later 349
placed in a ^andfill. Free-floating oil is skimmed into a trough and 351
flows into a 5,000 gallon underground £torage tank where it is picked 352
up by an oil reclamation comp&ny.
The waste leaving the basin passes over a fine screen and into 354
the oily waste sump. Centrifugal pumps move the waste from the sump 355
into one of three 500,000 gallon jemulsion break tanks which are 356
alternated in use. Each has a design flow of 1.0 mgd. 357
Emulsion breaking 359
Each tank is equipped with three treatment lines — one 361
feeds alum, another caustic, and the other carries acid. 362
When a tank is full, a sample is withdrawn from it so that the 365
proper diemical dosage can be calculated ^o break the emulsions. 367
Mter tests in the laboratory show that the emulsions are 369
satisfactorily broken, the operator open the drain valve. The 371
contents then enter the central sump and are mixed with treated and
neutralized plating waste. 372
Cyanide plating waste treatment 374
Waste cyanide concentrate from the cadmium plating tank is pumped 376
jlnto a cyanide holding tank outside the plating shop. The waste then 378
moves from the holding tank through a gravity line to a cyanide 379
VII-15
-------
«- , A * r -. -*v t
\-! A -••' t
4. "Wi, ^^ ...
equalization basin. After being held for 12 hours in the basin, the 380
wastewater is mechanically homogenized. ^Transfer pumps move this 381
wastewater to the reaction tanks where it is treated with dhlorine 382
and caustic chemicals on a continuous flow basis. The amount of 383
chemical used depends on the pH and the oxidation reduction potential
(ORP). Cyanide is oxidized to cyanate in the first tank. The 385
reaction occurs at a pH range of 8.5 to 10.0 in about two hours. The 386
second reaction tank is used to oxidize cyanate to carbon dioxide,
nitrogen and water. Reaction proceeds at a pH of 8.5 to 9.0 in 387
approximately two hours.
Chrome waste 389
Wastes from chrome plating, anodizing and alodining rinse 391
tanks are physically handled in the same manner as cyanide wastes. 392
They feed through a gravity line directly into a chrome equalization 393
basin. Concentrated chrome solutions enter a holding tank and are 394
fed, as convenient, _tp the basin. .After being mixed, the waste is 396
transferred to the chrome reaction tanks where sulphur dioxide and 397
sulfuric acid are added automatically _in amounts determined by the pH 398
and the ORP. Hexavalent chromium is reduced in this reaction to a 399
_trivalent state, at a pH of 2.0 to 2.5. Once processed, the waste is 401
discharged into the neutralization basin, where ±t mixes with the 402
treated cyanide waste and the acid-alkaline wastes.
VII-16
-------
DRAFT
Acid-alkaline plating waste 404
Miscellaneous acid-alkaline plating wastes flow from the 406
plating shop, at pH values of from 3-11, through a gravity line _to an 408
equalization basin. Mechanical stirrers homogenize the mix, which is 409
pumped to the iieutralization tank. Corrections in pH are made 411
automatically. Caustic and acid are fed into the mechanically 412
agitated tank as required. The pH must be kept between 7.0 and 8.0. 413
The neutralized waste then flows by gravity to the central sump, 414
where it j_oins the treated oily waste. 415
Combined wastes to mix tank 417
At this point, all wastes come together in the mixing tank 419
and have a pH value of 5.5 to 6. At this point, lime and alum are 421
added to precipitate the trivalent chrome and o_ther heavy metals. A 423
magnetic flow meter paces the feeding of lime and alum to keep it
proportional to flow. The combined waste, recirculated sludge, lime 425
and alum are thoroughly mixed. ^ floe trap of alum catches non- 426
emulsified oils and heavy metals.
The mix flows to the solids contact clarifiers designed for a 428
waste J_low of 2.0 mgd. After heavy sludge particles, built to a 430
proper size with polymer, are trapped in £he alum floe, along with 431
precipitated metals and broken emulsions, the mass settles, jskimmers 432
move any floating matter into a scum trough, where it goes into scum
V1I-17
-------
i
pits. Float-operated scum pumps move sludge into the sludge 433
thickener or sludge holding tank.
Biological treatment of combined wastes 435
Activated, recirculated sludge from the final clarifier is 437
inixed with clarified liquid from the solids contact jclarifiers, and 439
nutrients in the form of aqua ammonia and phosphoric acid are intro-
duced. A pH probe located at the influent end of the oxidation 441
ditchs automatically adjusts the pH at the sludge box by causing 442
controlled feed of either caustic or acid to maintain the biological 443
digestion process.
An extended aeration process, which reduces the BOD by approxi- 445
mately 90%, takes place in the oxidation ditches equipped with 447
aerating rotors. The depth to which the rotors are submerged is 448
critical, because it determines both cxxygen transfer and BOD 449
reduction.
Final treatment 451
Flow from the oxidation ditches enters the final clarifier. 453
^Settled sludge is removed by a multi-draw scraper and placed in a 454
sump where one of two propeller-type pumps recirculates the underflow 455
b_ack to the sludge box located ahead of the oxidation ditches. Tills 457
sludge Is recirculated to the ditches and any excess sludge is
directed to the sludge thickener. 458
VII-18
-------
Affluent from the final clarifier moves through the Palrshall 460
flume and flow measurement is recorded. It flows into the final 462
oxidation pond (or temporary polishing pond) prior to Discharge to 463
receiving waters.
Sludge disposal 465
jaolids from the de-emulsified oils, precipitated heavy 467
metals and aluminum hydroxide (alum) floe, settle as sludge to the 468
bottom of the solids contact clarifiers. The sludge is then moved to 470
the sludge thickener tank, while the liquid discharges over the 471
effluent weir and flows to the oxidation ditches. The thickened 472
sludge moves to the sludge holding tank, where it is pumped _to the 473
vacuum filters.
The thickened sludge has a solids content of 5-6% by weight. 475
Additions of pulverized quicklime and a polymer as sludge 476
conditioners prepares J±e material for vacuum filtration, filtration 478
increases the solids content to 25-30% by weight. The filter cake is 479
picked up and disposed of under contract at a landfill.
Site C 611
^Industrial wastes generated at this airline's jet center are 614
processed in its waste treatment plant using physical-chemical
VII-19
-------
DKAFT
methods. The waste is further treated upon discharge to the 615
municipal system. Average flow is estimated to be 0.25 mgd. 616
The maintenance facility generates the following types of waste: 618
process, acid-alkali, cyanides, chrome acid, silver cyanide, cadmium 619
cyanide, and sludges.
Process wastes 621
Process waste is discharged by sump pumps into the bar 623
screen chamber and then into the A.P.I, oil separator. Free oil and 625
settled solids are removed in this unit. Oil that accumulates on the 626
water is moved to the effluent end by continuously operated skimming 627
equipment and is discharged into the free-oil sump. Bottom sludge is 628
moved continuously by mechanical scrapers to sludge hoppers at the
jLnfluent end. Separator effluent is then discharged into the waste 630
equalization basin.
During normal operation, both compartments of the equalization 632
basin are operated in parallel. The purpose of the basin is to 633
provide sufficient detention time to even out the wide variation in 634
quantity of the waste as it comes from the shops and hangars. This 635
provides as uniform a mixture as possible for subsequent chemical
treatment.
Waste is started through the chemical treatment process and alum 637
is mixed with the raw waste _to begin the oil emulsion breaking 638
VII-20
-------
DKAFT
process. Optimum pH in the mix tank is approximately 6.5. From this 640
tank the waste passes on to the acid mix tank where the Addition of 641
sulfuric acid lowers the pH to approximately 3.0. At this point a 642
heavy floe forms.
The next step takes place in the air flotation unit where the 644
addition of dissolved air floats the floe and its entrapped oil, 645
dirt, and other material ^o the surface of the tank. The skimmer 647
mechanism is operated continuously while process waste is being
Created. 648
]?rom the dissolved air flotation unit, the partially treated 650
waste jenters caustic mix tanks which operate in series, ^n these 652
tanks, the pH of the waste is raised from 3.0 to approximately 8^.3 by 653
adding caustic soda.
following this pH adjustment, the waste goes through its final 655
treatment In the clarifier. llere, metal hydroxides settle out, and 656
any remaining oil floats to the surface. The equipment provided in 657
the clarifier is operated continuously to move the settled sludge to 658
the center hopper and the floating material to the scum box. The 659
treated effluent from the clarifier is discharged by gravity into the
nearby sanitary sewer.
VII-21
-------
DRAFF
Acid-alkali wastes 661
^Treatment of the acid-alkali waste is largely a neutra- 663
l.ization process. Waste that is pumped from the sump is discharged 665
into the acid-alkali storage £ank to take advantage of the self- 666
neutralization characteristics of the raw waste.
The acid-alkali transfer pumps discharge the waste into the 668
caustic mix _tanks where pH adjustment to 8.3 takes place. The waste 670
then flows to the clarifier where metal hydroxides and other
^insoluble materials settle out. 671
Cyanide destruction 673
Cyanide wastes that is pumped from the sump is stored in _the 676
cyanide storage tank at the waste treatment plant.
First stage oxidation of cyanide to cyanate by the addition of 678
caustic soda and chlorine takes place in the cyanide oxidation tank. 679
A. portion of the waste passing through the tank is recirculated and 680
J^iquid chlorine and liquid caustic soda are introduced as needed, 681
regulated by the oxidation reduction potential (ORP). 682
Following first stage oxidation, the waste passes on to the 684
Cyanate oxidation tank for final oxidation. A^ portion of the flow 686
passing through the tank is recirculated into the chlorine room where
£austic soda and chlorine are introduced into the system. An ORP 688
VII-22
-------
DRAFT
value of 600 millivolts at this point indicates that the cyanates 688
have been c>xidized to carbon dioxide and nitrogen. 689
A.S long as the desired ORP value is maintained, the waste will 691
£ass into the mixing tanks where the pH is adjusted to approximately 692
^.3, at which value, copper and other insoluble metal hydroxides 693
form. T_he waste then passes on to the clarifier where metal 694
hydroxides settle out and jire removed as sludge. 695
Chromic acid, silver cyanide, and cadmium cyanide 697
These wastes are pumped through individual closed-loop 699
evaporative units located in the plating shop to recover them from 700
the used rinse water. The rinse water from counter-current double 702
chamber rinse tanks is processed jzhrough the evaporator units under 703
vacuum, is distilled off, and the dilute plating solution is
Concentrated. The concentrate is returned to the plating tanks and 705
the distilled water is sent back _t_o the rinse tanks. 706
Sludges 708
j>ludge is isolated from the A.P.I, oil separator, the waste 710
equalization basin, and the clarifier. La addition, float (scum) 712
from the air flotation unit is mixed with these sludges for
processing in a centrifuge. 713
VII-23
-------
r • •• •-.
SJLudge that accumulates in the hoppers at the influent end of the 715
separator is drawn off automatically and discharged into the float 716
storage tank.
Most of the sludge that settles in the waste equalization basin 718
is moved by the natural flow pattern through the basin to the hoppers 719
at the effluent end. Hydrostatic pressure discharges the material 720
from the equalization basin to the A.P.I, basin sludge hopper. 721
Sludge drawn off of the clarifier is first discharged to the sludge 722
hopper and from there to the float storage tank. 723
Float that is skimmed continuously from the dissolved air 725
flotation unit jlrops directly into the float storage tank. The 727
combined sludge and float are then transferred to the centrifuge and
dewatered. The dried sludge cake is removed to the landfill and the 728
clear filtrate is jrecirculated to the separator. 729
Site D 804
Site D uses gravity type separator units for containing oil, 806
grease, detergent or paint stripping wastes that drain from the 807
hangar or shop areas. Effluent from the separators is discharged to 808
the regional treatment plant and waste oil is removed under contract. 809
All wastewater receives physical, chemical treatment before being 810
discharged to the sanitary sewer. Analysis of wastewater 811
constituents and information on water usage are not available.
VII-24
-------
F^ O A ir'Tn
L*K AT T
Metal plating wastes are primarily handled by containment, rinse 813
water £ontrol and reuse, separation of accidental spills, and batch 814
processing of spent plating sjplutions. 815
T_o contain metal plating solutions, the floor level beneath the 817
plating shop has been provided with several curbed collection areas. 818
In the unlikely event that a tank should rupture, the chemical would 819
b_e collected within its respective area and flow to the proper waste 820
sumps and holding tanks for treatment. £hemicals which would be 822
hazardous when mixed go into different curbed areas.
Cyanide control and treatment 82A
If spillage occurs or a rupture takes place, the chemical 826
jrlows under the floor in glass drains to the cyanide sump. 827
From there it is pumped up into a 400-gallon cyanide holding 829
tank. I^t contains steam heating coils and 5,000 amphere rectifier 830
which are used to break down the cyanide electrolytically. This 832
method is also used to treat a spent solution. Complete breakdown of 833
the cyanide and precipitation of the metals is accomplished by adding 834
chemicals batchwise to the tank. The clear supernatant is then bled 835
off to a sump where it is mixed with rinse waters. The sludge is 836
disposed of off site.
All the rinse water tanks in the cyanide areas drain to one 838
_control point where the water and the effluent from the cyanide 839
VII-25
-------
JLJKAFT
holding Jrank are mixed and pumped through a two-stage finalizer. 840
(Caustic and chlorine are introduced into the first stage to convert 841
the Cyanide into cyanates; final treatment in the second stage 842
converts the cyanates into non-toxic end products, carbon dioxide and 843
nitrogen.
The effluent is then pumped into the acid-alkali sump, its pH is 845
adjusted and the effluent Discharged to the sanitary sewer. 846
Acids and alkalis wastes 848
Jin case a tank ruptures, the effluent is collected in a 850
Curbed area and flows to the acid-alkali sump where its pH is 851
adjusted before it is pumped to the sanitary sewer. The sump, which 853
has a 1,500-gallon capacity is divided into two compartments. All 854
waters used in acid-alkali rinsing operations are discharged into it,
jglus water that has been used to wash exhaust fumes from the fume 855
scrubber units.
Chrome wastes 857
T_he chrome effluent flows to its own sump area, where it is 859
pumped jLnto a 4,000-gallon chrome holding tank. The effluent is 861
batch treated with bisulfite to reduce hexavalent chrome to _trivalent 862
chrome. Caustic soda is added to precipitate chromium hydroxide, J:he 864
supernatant bled off and the settled sludge is removed and disposed
of by a waste contractor.
VII-26
-------
1
The effluent is then pumped into a two stage tank. Itere final 867
reduction of hexavalent chromium to the trivalent state is
accomplished with sulphur dioxide and sulphuric acid and the chromium 868
precipitated by the addition of caustic soda. 869
The treated effluent is then pumped to the acid-alkali sump where 871
the final pH is adjusted before the discharge enters the sanitary 872
sewer.
Degreaser pit 874
Mrcraft engine parts are initially degreased in a central 876
location so _no oily contaminants are introduced into the cleaning or 877
plating tanks. A^ still allows complete recovery of the degreasing 878
solvent from those wastes, prior to the disposal of grease residues 879
in drums.
This area is separate, has no drain sump, and in case of a 881
cleaning tank rupture, jill solvents would be totally contained. 882
Water usage 884
Water is conserved by employing control timers on all large 886
rinse tanks. The water that is used in the fume scrubbers has 887
already been used to cool the air conditioning system of the main 888
office. Water used to wash the fume scrubbers in the chrome plating 889
jshop is added to the chrome solutions to replenish evaporation loss. 890
VII-27
-------
1
out" of plating solutions into rinse tanks is generally 899
reduced by first rinsing the part over the plating tank before 893
proceeding _tp the rinse tank. This procedure achieves a very low 895
level of rinse water contamination jind reduces the cost of chemicals 896
that are normally lost in drag out .
Site E 898
J3ite E provides no specific treatment of its waste discharges 900
£ther than passing them through gravity separators on the sewer 901
system and discharging the effluent to the regional treatment plant. 902
No data are available on analysis of wastewaters of direct industrial 903
water usage.
Site F 905
F provides limited physical-chemical treatment of the wastes 907
generated before discharging them into the sanitary sewer system. 908
Flow averages 21,000 gallons per day. No analysis of wastewater has 910
been conducted. T_his treatment system was put on line in the summer 911
of 1973.
Site G 481
At present, there are four distinct waste streams generated at 483
jzhe industrial complex which comprises this airline's overhaul 484
facility. The streams are alkaline-cyanide, acid-chrome, industrial- 485
petroleum, and sanitary. Only methods used in treating the first 487
VII-28
-------
DEAF f
three will be discussed. ^Treatment consists of physical-chemical and 488
biological means. The flow rate averages 0.5 mgd and analysis is 489
periodically made of the effluent.
Metal finishing wastes 491
Complete stripping and plating of the aircraft's components 493
and engines take place in the engine overhaul building and two 494
entirely different and complex waste streams are generated. One 496
contains all cyanide and alkaline wastes, and the other contains all
dnrome, acids, and other heavy metal wastes. An equilization basin 498
is provided at the treatment plant for each of _the two waste streams. 499
The wastes are then pumped at a constant rate to process basins. 500
The cyanide-bearing waste is destroyed by the alkaline- 502
chlori«a.tinn nrocess (caustic soda and chlorine) which oxidizes 503
cyanide to carbon dioxide and nitrogen. The waste then overflows 504
into a two-hour basin where additional chlorine and caustic jsoda are 505
added to complete the cyanide oxidation. Part of the effluent from 506
the two-hour basin is recycled to serve as water for _the chlorine 507
injection system. The remaining effluent from this basin combines 508
with the effluent from the chrome _treatment process before passing 509
into a settling basin.
T_he chrome bearing waste is treated in the 30-minute basin by the 511
addition of ferrous sulfate and sulfuric acid which reduce the 512
hexavalent ^chrome to the trivalent state. PYom here the waste 514
VII-29
-------
overflows into a basin where caustic soda precipitates the trivalent 514
chrome as the hydroxide. The effluent is then combined with that 516
from the cyanide treatment process.
Combining the two wastes before they pass into the settling basin 518
produces a neutralized effluent that may be discharged to a stream or 519
Deceive further treatment. The sludge is removed through a time 521
controlled blow-off valve to the jsludge storage vault. 522
Petroleum waste 524
Petroleum wastewaters emanate from the engine overhaul and 526
^irframe overhaul buildings. The first contributes most of the oil, 528
while wastewaters from Jthe second contain some oil, paint, paint 529
strippers, solvents, degreasers, commercial ^Laundry and washdown 530
water as the major constituents, j^imilar wastes from ground support 531
equipment maintenance operations are combined with these two streams 532
and are pumped to the free oil clarifiers. 533
The petroleum waste treatment plant is designed to remove oil by 535
gravity ^separation and the addition of chemicals (ferrous sulfare and 536
caustic soda).
Gravity separation will not separate all oil from the wastewater, 538
and a small quantity remains as an emulsion. To break the emulsions, 540
the pH of the incoming liquid is lowered and ferrous sulfate is
added. The ferrous ions oxidize to the ferric state and precipitate 541
VII-30
-------
as the hydroxide. After the pH is raised by the addition of caustic 542
soda, the oxidation and hydration processes are completed. The oil 544
rises to the surface as free oil for removal or is trapped in the
floe particles formed.
In the free oil clarifier, a portion of the solvents and free oil 546
is skimmed off the ^surface and taken to an underground oil storage 547
tank. The sludge which settles out is withdrawn and placed in a 548
sludge storage vault.
Equalized waste 550
The liquid passes from the free oil clarifier into an 552
Equalization storage basin where additional sedimentation and oil 553
Reparation take place. The oil scum and sludge collected are 555
discharged into the oil storage tank, and sludge storage vault, 556
respectively.
The equalized wastewater passes into a pump station which directs 558
it at ji constant rate to the next treatment station, which consists 559
of an acid mix chamber, a clarifier, and an alkaline mix chamber. 560
After sulfuric acid and ferrous sulfate are added in the acid mix 561
chamber, _the liquid passes into the clarifier where the emulsions 562
break down and coagulation £articles start to form. The liquid then 564
passes into the alkaline mix chamber where caustic soda is added to
£aise the pH and to complete the coagulation process. 565
VII-31
-------
DKAF i
A_ solids contact or up-flow basin is the last unit in the system. 567
_In this unit, the waste is clarified by flowing up through the sludge 568
blanket. The sludge is removed through a time controlled blow-off 569
valve to the sludge vault.
Secondary treatment 571
The secondary treatment facilities consist of a trickling 573
filter, ^econdary clarifier, and pump station. The trickling filter 575
reduces BOD, COD and phenolic characteristics of the effluent b_eing 576
discharged to the receiving stream. The filter can accommodate 577
temporary increases in BOD or hydraulic loadings. The clarifier's 578
primary purpose is to provide the time required for the biological
growth in the filter effluent to settle. 579
A pump station lifts the chemically treated wastewater and 581
recycled liquor to the trickling filter. The filter's application 583
rate is 1,200 gpm; any difference between this jrate of flow and the 584
treatment flow rate is made up by wastewater recirculation. A rapid 585
mix chamber is provided in the flow path prior to the raw waste
Combining with the recycle liquor in the wet well, _In this chamber, 587
the pH is continuously monitored and controlled by adding acid ^p 588
neutralize the waste for biological treatment.
VII-32
-------
DRAFT
Tertiary treatment 590
The tertiary treatment portion of the plant consists of two 592
lagoons with a total surface area of 2.0 acres. They operate in 594
series and act as polishing units for the combined effluents from the
^secondary and plating waste clarifiers. They can also serve as 596
backup units if overload problems develop. The larger of the two can 597
be used to confine any accidental chemical spills. An auxiliary pump 598
can be placed into service to pump the waste back to the head of ^he 599
plant for retreatment. The smaller cell can be used as a sludge dump 600
if the vacuum filter should fail.
Vacuum filter 602
A_ cloth media vacuum filter system is employed to handle the 604
sludge. A. sludge thickening basin (sludge storage vault) is included 605
as an integral part £f the filter building that is capable of storing 606
two to three days' sludge volume. The sludge is pumped from this 607
unit to the filter, dried and removed to the disposal area by truck. 608
An additional pump is provided to return the supernatant in the vault 609
to the plant influent.
Site H 731
Oily industrial and metal plating wastes originating in the 733
overhaul and maintenance base complex of this airline are treated by 734
separate systems. The waste is pretreated by physical-chemical means 735
V1T-33
-------
DRAFT
before discharge into the airport lagooning system. £low rate from 737
data received is estimated to be 0.5 mgd.
Industrial oily wastes 739
^ compact treatment plant in which chemical coagulation and 741
pressure floation techniques are employed is used to remove 742
contaminants from oily industrial wastes. 743
In the pressure flotation process, air bubbles generated within 745
the wastes attach themselves to the dispersed material in the wastes 746
and £loat it to the surface. This method effects separations much 748
more rapidly than gravity clarification.
T_o handle variations in flow and to remove as much free oil as 750
possible, a pretreatment storage tank is provided. The free-floating 752
oil that accumulates there is periodically skimmed directly into the 753
scum concentration tank.
^n the flotator system, a pressurized feed volume is withdrawn 755
from the bottom of the pretreatment tank. If the pretreatment tank 757
overflows, the wastewater moves by gravity and enters _the flotation 758
unit concentrically with the pressurized flow. In this way, a 759
significant degree of treatment is achieved even during prolonged
£lant overloads. 760
Liquid alum and activated silica are injected into the waste 762
stream withdrawn from the pretreatment tank. 763
VII-34
-------
DRAFT
This is done through chemical feed taps provided at three 765
locations in the feed line to the flotator to allow selection of 766
optimum treatment.
The amount of flocculant material produced depends not only on 768
_the strength of the wastes but also on the required use of coagulant 769
and the frothiness of the float. £>ince float cannot be disposed of 771
on site, its volume must be reduced as much as possible before it is 772
loaded into tank trucks. A large scum concentration tank is provided 773
for this purpose.
Metal plating wastes 775
A separate system is used to treat concentrated and rinse 777
^ank plating wastewaters. Generally discharge from rinsing 779
operations is the continuous source of contaminants. The use of a 780
closed loop system which allows the treated water to be reused is to
be implemented in 1974. 781
PjLating tank solutions that have been spent are treated on a 783
batch basis, as required. They are pumped out of the plating tanks 784
and processed by the application of physical-chemical methods. 785
Cyanide wastes are destroyed by the electrolytic oxidation process; 786
_the addition of chlorine then removes the residual cyanide. Chrome 788
plating wastewaters are treated by the sulfur dioxide reduction
process in which hexavalent chromium is reduced to the trivalent 789
state. Treatment of other miscellaneous acid-alkaline plating wastes 790
VII-35
-------
DRAFT
is achieved by £H adjustment, neutralization, and precipitation of 791
metals.
All of the neutralized wastes are piped to a precipitation system 793
consisting of four tanks. When a tank is full, lime and a 795
polyelectrolyte are added to precipitate metals and solids. When the 797
sludge has settled, the supernatant is discharged to the industrial
waste ^reatment plant for further treatment. 798
The sludge from the precipitation tanks is pumped to a holding 800
tank before being taken by tank truck to a landfill. About 3,000 802
gallons of sludge are produced each week.
Effluent Waste Loads 914
Table 11 summarizes the effluent waste loads discharged at 917
airline maintenance bases where surveys'were conducted. 918
Table 12 summarizes typical influent and effluent waste load that 920
£ass through the industrial oxidation ponds maintained at a large 921
west coast aJ.rport. industrial wastewaters are first isolated, 923
separated or treated and then discharged to the storm drainage system 924
channels and then pumped to one of two lagoons. One can hold 925
20,000,000 gallons and the other 2,600,000. Wastes spilled on 926
aircraft parking or ramp areas remain there until cleaned up or
washed into the storm system by flushing or by rain. A certain 928
amount of oil flotation and solids settling takes place in the
VII-36
-------
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DKAF1
Channel and lagoon areas. £11 is collected and disposed of as 930
required, but some oils and solids are flushed into the Bay when it 931
rains.
Table 13 presents a summary analysis of the wastewater sampling 933
data collected at a large east coast airport during the period May 15 934
- December 15, 1972. This work was performed under contract by a 936
consultant firm. The objective was to determine the types and 937
amounts of material being discharged into the bay area from the 938
airport's outfalls.
The apparent problems of concern are oil and grease, and possibly 940
jsplids and phenols. Analysis indicates that the concentrations of 942
heavy metals are within acceptable J.lmits and present no problem of 943
concern.
Other than one major airline that has extensive treatment 945
facilities at its overhaul center, the major type of treatment 946
employed at this airport was a gravity type sump or separator used to 947
collect oily waste and settleable matter. All sanitary wastes are 948
processed at the municipal sewage treatment plant.
VII-39
-------
DRAFT
TABLE 13 951
Summary Analysis of Wastewater Discharge 954
From an East Coast Airport 955
959
pH 6.6 to 8.4 960
BOD tng/1 4 to 162 961
COD mg/1 10 to 750 962
Oil and Grease mg/1 1 tt 88 963
Phenols mg/1 0.1* to 0.31 964
Suspended Solids mg/1 5 to 210 965
Surfactants mg/1 0.50* to 2.30 966
Cyanide mg/1 0.02* 967
Cadmium mg/1 0.05* 968
Chromium (Total) mg/1 0.10* 969
Arsenic mg/1 0.01* 970
Iron mg/1 0.10 to 30 971
Lead mg/1 0.10* 972
Nickel mg/1 0.05* 973
Copper mg/1 0.30 974
Zinc mg/1 0.40 975
Mercury mg/1 0.002* 976
Phosphorous (Total) mg/1 0.33 to 1.94 977
*Indicates values below minimum detectable concentration. 980
VII-40
-------
SECTION VIII 5
COST, ENERGY AND NON-WATER QUALITY ASPECTS 7
Air Transportation 9
Introduction 13
The air transporation industry has been subcategorized into six 15
major Jzypes of operations for the purposes of recommending effluent 16
limitations. The cost discussion in this section has been organized 17
along the lines £f the subcategorization. 18
Aircraft Ramp Service 20
Good housekeeping practices will insure that the runoff from most 22
aircraft service areas is uncontaminated by grease and oils and will 23
meet the jrecommended effluent limits. In some areas of concentrated 25
service activity, it may be impossible or uneconomical to maintain a 26
level of housekeeping adequate to prevent surface water 27
contamination. I_n such instances, one of two situations may exist, 28
each calling for a_ different control strategy. If the surface water 30
is already collected in storm sewers, the recommended effluent 31
limitations would require that the waters pass jthrough a grit 32
removal-gravity separation process prior to discharge, If the area 33
is not sewered, then the recommended guidelines would require the 34
installation of an appropriate runoff collection system as well as 35
the treatment system.
VIII-1
-------
In most cases, the least cost approach to meeting the effluent 37
Requirement will be the observance of tight operating procedures to 38
contain spills and remove the grease, oil, and other hydrocarbons 39
quickly by dry methods. In other instances, airport management may 40
decide to collect and/or treat contaminated runoff from areas of 41
concentrated service activities.
The costs of meeting the recommended effluent limitations under 43
these latter conditions have been estimated in Tables 14 and 15. In 45
Table 14, it has been assumed that surface runoff from the area had
not previously been contained so the cost of containment, collection, 46
and ^reatment has been estimated. In Table 15, only the costs of 48
treatment have been estimated because a Containment and collection 49
system has been assumed in existence. The costs in the tables have 50
been developed for two typical size service areas o£ one-half and one 51
acre in area. The costs of providing best practicable control 52
technology currently available (BPCTCA) for larger areas would 53
increase at an exponentially decreasing rate jsuch that an area of 10 54
acres would require an expenditure only 3-5 times Jrhat of the 55
expenditure required for the one acre area.
VIII-2
-------
T-"-: 7T» ft I^T*
. -. ,:•/• /,-, .•••' *
TABLE 14 60
ESTIMATED COSTS OF BPCTCA (1973 dollars)
Air Transporation - Aircraft Ramp Service Areas
(one-half acre and one acre areas
no collection system in existence)
Investment Costs:
Collection System:
Paving removal
Excavation
Collection channel
Grating over channel
Curb
Overhead, profit, contingencies
Treatment System
Gravity Separator
Total
Annual Costs:
Capital
Depreciation
Operation and Maintenance
Total Annual
Power
One-half
Acre Area
$ 3,750
750
21,500
13,500
1,200
9,300
$50,000
15^000
$65,000
$ 5,200
3,300
1,200
$ 9,700
100
One Acre
Area
$ 6,000
1,100
32,600
19,000
1,700
14,600
$75,000
20,000
$95,000
$ 7,600
4,500
1,600
$13,700
1,50
62
63
64
65
68
70
71
73
75
77
78
79
80
81
82
83
85
87
88
90
92
93
94
95
97
VIII-3
-------
•• '-•• A ^7 ':
"* ** * ^T* ' n ' "' '•
»;•*•' «£. VeX jE.,. 'U.
TABLE 15 102
ESTIMATED COSTS OF BPCTCA 104
Air Transportation - Aircraft Ramp Service Areas 105
(one-half acre and one acre areas 106
collection system already in existence) 107
110
Investment Costs
Gravity Separator and pipe modifications
Annual Costs:
Capital
Depreciation
Operation and Maintenance
Power
Total
One-half
Acre Area
$ 17,000
$ 1,350
850
1,200
100
$ 3,500
One Acre
Area
$22,500
1,800
1,100
1,600
150
$ 4,650
112
113
115
117
119
121
122
123
125
127
130
The requirements of best available technology economically 135
achievable _(BATEA), new source performance standards (NSPS), and 136
pretreatment for existing and new sources are all the same as those 137
for BPCTCA. The costs for these other limitations, therefore, are 138
the same a.s those for BPCTCA that appear in Tables 14 and 15. 139
VIII-4
-------
DRAFT
Aircraft Rebuilding and Overhaul 141
T_he recommended effluent guidelines were already being met by 143
^everal installations that were surveyed as part of the field work 144
supporting _the development document. ^Depending on the size and type 146
of operations, the installed costs of the existing waste treatment 147
facilities varied from $500,000 to $2,500,000. The fact that these 148
systems have been built and are operating testifies to the ^echnical 149
and cost feasibility of the control systems. ^Nevertheless, for those 150
installations that may have only some or no treatment at all, J:he 151
costs of achieving BPCTCA have been estimated. The costs have been 152
estimated for one typical size waste treatment facility with a daily 153
wastewater flow of 500,000 gallons per day. The wastewaters come 154
from both engine and airframe rebuilding and overhaul activities. 155
Half of the total flow (250,000 gpd) is assumed to originate from 156
washing, cleaning and rinsing activities, and the remainder is 157
assumed to come from metal plating operations. A treatment system 159
based on BPCTCA technology has been assumed to be similar to that
^hown in Figure 2 of Section VII. The washing, cleaning, and rinsing 161
wastes are segregated from the metal plating wastes. The metal 162
plating wastes are given a treatment equivalent to that specified i_n 163
the effluent guidelines for the electroplating point source Category. 164
According to the electroplating development document, the investment 165
cost of the _treatment system for handling metal plating wastes from 166
airline plating shops should be between $150,000 and $250,000 167
VIII-5
-------
depending upon the amount of water used in the plating operation 168
(26). For the purposes of the cost estimate here, the treatment 169
system is assumed to cost $200,000. Were the plating operations to 170
operate at about 60% utilization, _the operating costs for the metal 171
plating waste treatment system would be $125,000 per year according 172
to the cost data in the metal plating development document.
The washing, cleaning, and rinse waters pass separately through 174
gravity separation, dissolved air flotation, neutralization. Then 176
the washing wastewaters are combined with the metal plating
wastewaters. The combined stream is charged with the necessary 177
nutrients and then treated by biological £xidation and final 178
clarification. jJludges are vacuum filtered and disposed in a 179
suitable landfill. The estimated costs of BPCTCA for the 500,000 180
gallon per day typical facility appear in Table 16. 181
VIII-6
-------
-2AFT
TABLE 16 185
ESTIMATED COSTS OF BPCTCA 187
Air Transporation - Aircraft Rebuilding and Overhaul Operations 188
(500,000 gallon per day flow) 189
193
Investment Costs:
Metal plating waste treatment system
Gravity Separator
Dissolved air flotation unit
Neutralization tank and equipment
Biological treatment facility
Clarification system
Vacuum filter and sludge thickener
Space @ $50/SF (2,000 SF)
Annual Costs:
Chemicals (excluding those for metal
plating)
Operations for treatment of metal wastes
Operation and Maintenance (excluding
metals waste treatment system)
Total power
Capital
Depreciation
Total (exluding power)
$ 200,000
45,000
65,000
20,000
300,000
50,000
100,000
100,000
$ 880,000
$ 25,000
125,000
65^000
$ 215,000
15,000
$ 70,000
88^000
$ 373,000
. 195
197
198
199
200
201
202
203
204
205
207
209
210
211
212
213
214
215
217
218
219
220
In some instances, BPCTCA will provide sufficient treatment to 225
achieve Jthe BATEA effluent limitations. In others, however, the 227
achievement of BATEA will require that the BPCTCA be supplemented by 228
multimedia filtration and carbon adsorption £rior to discharge. The 230
VIII-7
-------
,;..\ «-«
incremental costs of BATEA above those fo BPCTCA have been estimated 231
on the basis of the latter situation which is likely to be more 232
prevalent. The estimated incremental costs of BATEA appear in Table 233
17.
TABLE 17
237
ESTIMATED INCREMENTAL COSTS OF BATEA ABOVE THOSE OF BPCTCA 239
Air Transporation - Aircraft Rebuilding and Overhaul Operations 240
(500,000 gallon per day flow) 241
244
Investment Costs:
Multimedia filter
Granular carbon filter
Total
Annual Costs:
Carbon replacement
Operation and Maintenance
Capital
Depreciation
Total
Power
$ 80,000
100^000
$ 180,000
15,000
20,000
9,000
18,000
$ 62,000
250
246
248
249
250
252
254
255
256
257
258
260
262
New source performance standards (NSPS) require the same level of 267
effluent equality as BATEA. 268
The costs of achieving NSPS for the new typical plant would be 270
the sum of the BPCTCA costs in Table 16 and the incremental BATEA 271
£osts in Table 17. The total cost of NSPS for the typical plant 273
appears in Table 18.
VIII-8
-------
TABLE 18 277
ESTIMATED COSTS OF NSPS 279
Air Transporation - Aircraft Rebuilding and Overhaul Operations 280
(500,000 gallon per day flow) 281
284
Investment Costs:
BPCTCA Inves. Costs (Tab. 16)
BATEA Incremental
Total
Annual Costs:
Inves. Costs (Tab. 17)
$ 880,000
ifto.ono
$ 1,060,000
BPCTCA Annual Costs (excluding power
Tab 16)
BATEA Incremental
(excluding power,
Total power costs
Annual Costs
Tab. 17)
(Tab. 16 & 17)
$ 220,000
62,000
$ 282,000
15,250
286
288
289
290
292
294
295
296
297
298
300
302
Pretreatemnt for existing and new sources will in many cases be 307
the equivalent of BPCTCA less the biological treatment and final 308
clarification. The costs of pretreatment, therefore, have been 309
estimated to be the costs presented in Table 16 less the costs of 310
biological treatment and final clarification. The estimated costs of 311
pretreatment appear in Table 19.
VIII-9
-------
?->. r.
Of. ,
A-i
TABLE 19 316
ESTIMATED COSTS OF PRETREATMENT FOR EXISTING AND NEW SOURCES
Air Transporation - Aircraft Overhaul
Investment Costs:
BPCTCA Inves. Cost (Tab. 16)
Less cost of biological treatment
Less cost of final clarification
Less 1/2 cost of vacuum filter
Total
Annual Costs:
Capital
Depreciation
Operations of metal waste treatment
Operation and Maintenance (excluding
metal waste treatment)
Chemicals (excluding those for metal
treatment)
Power
Total
Aircraft Maintenance
and Rebuilding Operations
$ 880,000
- 300,000
- 30,000
- 50,000
$ 500,000
$ 40,000
50,000
system 65,000
35,000
waste
20,000
11,000
$ 221,000
318
319
322
324
326
327
328
329
330
332
334
335
336
337
338
339
340
341
342
344
349
Aircraft maintenance facilities conducting routine maintenance 351
operations may or may not include the washing of aircraft. The 353
wastewater flow and characteristics will differ between the facility
Jthat includes washing and the one that doesn't. JEn recognition of 355
these differences, cost estimates have been Developed accordingly. 356
VIII-10
-------
358
Eouti"e Maintenance
For the purposes of cost estimation it has been assumed that the 360
typical routine maintenance shop services no more than two aircraft 361
per day. The wastewater flow from servicing two aircraft is assumed 362
to be 4,000 gallons. BPCTCA for controlling these wastewaters is 363
flow equalization, neutralization and gravity separation. The 365
estimated costs of achieving BPCTCA for typical routine maintenance
Operations appear in Table 20. 366
TABLE 20 371
ESTIMATED COSTS OF BPCTCA
Air Transporation - Routine Maintenance
(Two aircraft serviced per day, flow
4,000 gallons per day)
Investment Costs:
Equalization and neutralization tank
Gravity Separator
Pipes and valves
Total
Annual Costs:
Capital
Depreciation
Operation and Maintenance
Power
Total Annual Cost
Operations
equal to
$ 5,000
12,000
1,000
$ 18,000
$ 1,450
1,800
1,200
150
$ 4,600
373
374
375
376
379
381
383
384
385
386
388
390
391
392
393
394
396
BATEA and NSPS requirements for treating wastes derived from 401
routine maintenance operations are the same as those for BPCTCA. The 403
VIII-11
-------
incremental costs of BATEA, therefore, are zero. The total costs of 404
NSPS are the same as the costs in Table 20.
I_n most cases pretreatment for existing and new sources will be 407
equivalent to BPCTCA. Therefore, the costs of pretreatment are 408
assumed equal to those in Table 20 for both existing and new sources. 409
^n those cases where the public system receiving the wastewaters 410
contracts to jremove a certain amount of the pollutants, then the 411
source must remove only that remaining portion of the pollutants 412
necessary _tp achieve the BPCTCA effluent limitations given the 413
cotracted removal efficiencies of the public system. 414
Routine Maintenance and Washing 416
The aircraft maintenance installation of this type is assumed to 418
accomodate two aircraft per day. The servicing and washing of one 420
aircraft is assumed to generate 10,000 gallons of wastewater. The 421
design wastewater flow from the typical installation is 20,000
gallons per day. BPCTCA consists of flow equalization, 422
neutralization, gravity separation, and ^dissolved air flotation. The 424
estimated costs of BPCTCA treatment requirements appear in Table 21.
VIII-12
-------
fr-. ••••,. ,, _,_,„_
F : <*;.' /), FT P
-.."uJt A.
TABLE 21 429
ESTIMATED COSTS OF BPCTCA 431
Air Transportation - Routine Maintenance and Washing Operations 432
(Two aircraft serviced per day, flow equal to 20,000 gallons per day) 433
436
Investment Costs:
Equalization and neutralization tank
and equipment
Gravity separator
Dissolved air flotation unit
Pipes and valves
Annual Costs:
Capital
Depreciation
Operation and maintenance (excluding
chemicals)
Chemicals
Power
Total Annual Cost
$ 18,000
19,200
24,000
3^000
$ 64,200
$ 5,160
4,560
4,800
1,800
2,040
$ 18,360
438
440
441
442
443
444
445
447
449
450
451
452
453
454
455
457
BATEA for typical routine maintenance and washing installations 462
consists of recirculation of wash waters and if feasible 463
recirculation of rinse waters. For the purposes of estimating the 464
incremental costs of achieving BATEA, ±t has been assumed that the 465
effluent from the BPCTCA treatment system can be jrecirculated as wash 466
waters. ^5ince rinse waters are assumed to be fresh water, the 467
recirculation does not eliminate the need for discharge. 468
Recirculation of the effluent for washing requires the necessary 469
piping, valving, pressurized storage, and precautions to insure that 470
the recirculated water is used for washing only, I_t is estimated 472
VIII-13
-------
that the investment cost for the piping, valving, and pressurized 473
storage would be about $10,000. The additional operating and 474
maintenance costs associated with the BATEA system would be jibout 475
$500 per year and the additional power requirements would be no more
than $100. 476
NSPS requirements are the same as those for BATEA. The estimated 479
costs for achieving NSPS are equal to the sum of the estimated costs 480
of BPCTCA plus the incremental costs of BATEA. The estimated costs 481
of NSPS appear in Table 22.
TABLE 22 486
ESTIMATED COSTS OF NSPS 488
Air Transporation - Routine Maintenance and Washing Operations 489
(Two aircraft serviced per day, 490
flow equal to 20,000 gallons per day) 491
494
Investments Costs:
Investment cost of BPCTCA (Tab. 21)
Incremental cost of BATEA
Total
Annual Costs:
Capital
Depreciation
Operation and Maintenance
Chemicals
Power
Total
$64,200
10,000
$74,200
$ 6,000
5,400
5,300
1,800
2,140
$20,640
496
498
499
500
502
504
505
506
507
508
509
51
VIII-14
-------
Dv"? !\ •—•• -g-1
KAir I
Pretreatment for existing sources consists of flow equalization, 516
n_eutralization, and gravity separation, Pretreatment for new sources 518
consists of the above and in addition dissolved air flotation. The 520
estimated costs of pretreatment for existing sources appear in Table
23. Pretreatemnt for new sources requires the same investment as 521
BPCTCA. The costs of pretreatment for new sources, therefore, are 522
the same as the costs of BPCTCA in Table 23. 523
TABLE 23
ESTIMATED COSTS OF PRETREATMENT FOR EXISTING AND NEW SOURCES
Air Transportation - Routine Maintenance and Washing Operations
(Two aircraft serviced per day,
flow equal to 20,000 gallons per day)
Investment Costs:
Equalization and neutralization tank and
equipment
Gravity separator
Pipes and valves
Total
Annual Costs:
Capital
Depreciation
Operation and Maintenance
Power
Total
Ground Vehicle Service and Maintenance
$ 18,000
19,200
2,400
$ 39,600
$ 3,200
2,800
2,400
200
$ 8,600
528
529
530
531
532
537
539
540
541
542
543
545
547
548
549
550
551
558
535
553
The typical ground vehicle service and maintenance installation 560
produces in general the jsame types of wastewaters as that from 561
aircraft maintenance installations. The major difference between the 562
VIII-15
-------
DRAFT
two operations is that of the quantity of flow. The typical ground 563
vehicle service and maintenance shop generates about 1,000 gallons
per day of wash and cleaning wastewaters. In most instances, the 565
wastewaters from this activity could be routed directly to the J:wo 566
treatemnt systems that would also treat aircraft maintenance wastes.
Nevertheless, costs have been estimated for a separate ground vehicle 567
service and maintenance waste treatment facility assuming that the 568
wastewaters include wash waters.
JBPTCA for the typical treatment facility consists of gravity 570
Reparation in a manually cleaned sump-separator. These sump-separator 572
units can be installed for a cost of $5,000 ^n the typical ground 573
vehicle maintenance shops. Maintenance cost for such a unit are 574
negligible. There are no power costs associated with operation of 575
the separator.
BATEA and NSPS requirements are the same as those of BPCTCA. The 579
incremental costs of BATEA above those of BPCTCA are zero £nd the 580
cost of NSPS are the same as the costs of BPCTCA.
Pretreatment for existing sources is a sump to settle out grit 582
and contain any spills that might occur. If an existing maintenance 584
shop did not already have such a sump, one could be installed for 585
less than $750. Pretreatment for new sources requires the same level 586
of control as BPCTCA and the same expenditure of funds to install the 587
appropriate sump-separator.
VIII-16
-------
con
No wastewaters of any consequence originate from these areas. No 592
collection or treatment system is required. The cost of control for 593
all levels of regulation are zero.
Terminal and Auxiliary Facilities 595
The wastewaters from these facilities fall under the £ategory of 598
sanitary and domestic wastes. The sources of wastewaters are 599
primarily restaurants and lavatories in the terminal. The 600
appropriate controls for the treatment of these wastewaters are 601
determined by the secondary treatment requirements for municipal and 602
domestic wastes. £osts for these controls ought to be attributed to 603
the costs of cleaning up municipal wastes in general and should not 604
be combined with the costs of cleaning up the process wastewaters 605
associated with air transportation.
VIII-17
-------
DRAFT
SECTION IX
BEST PRACTICABLE CONTROL TECHNOLOGY CURRENTLY AVAILABLE
EFFLUENT GUIDELINES AND LIMITATIONS
Introduction 10
The best practicable control technology currently available 14
(BPCTCA) ^.ncludes both source control and treatment technology. 15
J3PCTCA source control technology is that within the process itself 16
which s_hould be normal practice within the industry. KPCTCA end-of- 18
pipe treatment technology is based on the wastewater _treatment 19
processes currently used. The extent to which treatment technology 20
is applied depends on the magnitude and the scope of the operations 21
conducted at each airport complex.
Waste treatment technology for air transporation industry of 23
wastes does not require highly sophisticated treatment methods. |tore 25
efficient results of the treatment methods presently employed £puld 26
be attained through proper maintenance and control, and in some
instances, modification of the equipment now in operation. Good 29
management, good housekeeping practices, waste segregation and 30
control of water used can play a key part in lessening the waste 31
loads and volumes requiring treatment.
Jin-plant controls available to accomplish such measures include, 33
but are not limited to the following: 34
IX-1 - NOT1CE
Jhrse are tentative recommendations based upon
ir.fr nnafion in this report and are subject to chanre
b=,5t.d upon comments received and further irlr.rr,,v.
review by EPA.
-------
DRAFT
1. provide high standards of good housekeeping in maintenance 38
and operation; 39
2. separation of contaminated low-volume wastewaters from other 41
plant waters, such as wash waters; 42
3. separation of oils, greases, jet fuel, and solvents from 44
other plant wastewaters; 45
4. employ electrostatic painting to materially reduce the 47
pollutional load generated when refinishing aircraft 48
surfaces; 49
5. use non-phenolic paint strippers wherever possible; 51
6. reduce water usage to eliminate excess flows; 53
7. segregate nontoxic and toxic wastewaters; 55
8. use granular materials to soak up liquid spills; 57
9. prevent leaks, overflows, and spills; 59
10. provide impoundments for any leaks, overflows, and spills 61
that occur. 62
Waste Treatment Methods 66
A^ desirable and economical way to treat industrial wastes 69
^generated at airports is to combine them with sanitary sewage for 70
^Treatment in the same plant, generally, however, the industrial 72
wastes must be pretreated to keep acids, Alkalis, toxic metals, oils, 73
and greases from damaging treatment units and interfering with 74
biological treatment practices.
Consideration should always be given to grouping certain types of 76
Industrial wastes because of the operating economies involved (e.g. 77
acid wastes with alkaline wastes, small volume wastes having high BOD 78
values with jsimilar wastes with lesser values). By doing this, the 80
NOTICE
IX-2 1 hese are tentative recommendations os--e.
.''••• "-'.i-it'on in tlvf report ?.nd arc su'recr v>
'•J' - -'I '>n cor/;ments ter.rived :;::d fjr'.'i . !
r;;v c /•. L v hi "A.
-------
industrial wastes can be brought into the range of biological 81
treatment used in treating sanitary sewage, thereby £ermitting 82
combined treatment.
Oil - Water Wastes 84
I3PCTCA end-of-pipe treatment for removing free oil, fuels, 86
hydrocarbon solvents, lubricating oils and similar materials is based 87
cm existing wastewater treatment processes. Such methods employ: 89
1. Storm water diversion to minimize waste flows; 93
2. gravity-type oil-water separators (such as those approved 95
by the API) or baffle plate separators; 96
3. skimming and sludge draw off equipment for removal of 98
floating and settled oily materials; ' 99
4. filtration - by vacuum, sand or dual media filters. 101
These methods are satisfactory when free oily wastes are present 105
and there is sufficient difference in specific gravity or density for 106
separation. ^Gravity separators will not prevent the escape of all 107
emulsified oil.
Successful emulsion breaking requires the addition of chemical 109
flocculating materials followed by air flotation, sedimentation, 110
filtration, and/or biological treatment. Other methods that are 112
effective include heating, distillation, centrifuging, or precoat
filtration. 113
NOTICE
i 'ves« ,-ire (enfnfive recorninnno'ations ,;r,st;.-' >
<•• -jni.aiion in tliis report and are GuSjf-rf a., r'
^vivi t'pon comment? rrrHvf-c! :-v-\ {• ;•',<•• . ;
r
-------
DRAFT
Phenolic Wastes 115
Concentrated phenol wastes resulting from the cleaning of 117
aircraft parts and the stripping of paint, are partially removable by 118
air flotation and the addition of flocculating chemicals, such as 119
alum or activated silica. 120
Phenols in low concentrations can be treated in biological 122
oxidation processes such as trickling filters, the activated sludge 123
process, or a combination of both.
Where phenols present a significant wastewater problem, carbon 125
Adsorption will provide the best results. 126
Metal Plating Wastes 128
BPCTCA for metal plating operations is the use of chemicals to 130
^reat wastewater at the end of the process combined with the best 131
practical in-process control technology to conserve rinse water and 132
jreduce the amount of treated wastewater discharged. 133
_For essentially all of the parameters, BPCTCA involves 135
precipitation which includes coagulation, sedimentation, flotation 136
and finally filtration.
Chemical oxidation or electrolytic decomposition of cyanides and 138
chemical reduction of chromium are required as part of the treatment 139
process. £>uch heavy metals as cadmium, copper, zinc, iron, 140
NOTICE
Thes" nre tentative recommendations based uo•>.-•.
JT''.,':!:-:iion in this report and are subject to c'.* , -
'r.f. :. • •>;•"•••'> c^rumanls recsiv"^ ami iu.lhev : .It.': -•.;
review by EPA.
-------
manganese, nickel, and chromium +3 can be readily and inexpensively 141
precipitated as hydroxides by lime treatment.
Neutralization and co-precipitation of these heavy metals along 143
with settling and clarification are generally employed to remove 144
^uspended solids before combining with other non-plating wastes. 145
This technology has been widely practiced by the plating industry 147
£or over 25 years. However, it cannot achieve zero discharge of 149
heavy metals because £f the finite solubility of the metal salts. I_n 151
addition, it is not practicable to achieve 100% clarification and
some small amount of metal is contained in the suspended solids. 152
Since metal plating operations in the airline industry are 154
basically the same as those employed in the overall metal plating 155
^industry, the treatment technology used by the latter industry is 156
applicable for processing metal plating wastes originating from 157
jaircraft maintenance facilities. The state-of-the-art for dealing 159
with metal plating operations is described in detail in the 160
Development Document for Effluent Limitations Guidelines for _the 161
Electroplating Industry as developed by EPA in .August 1973.
NOTICE
IX-5 ™CSe are tentative recommendations based
J«^rm.-,tK.:i in this report and are subject to cl
• ' •-• •>•••;>•". comments rer-iver] and lurii,(-.r in
r. "it->A- by KiJ.\.
-------
PT
Best Practical Control Treatment Currently Available 165
for Industry Categories 166
Aircraft Ramp Service 170
T_he wastes discharged from this activity are infrequent. Large 173
spills are removed immediately with residuals flushed to sewer srystem 174
or evaporated, j^tandard treatment should consist of gravity sump or 175
separator units installed on sewer systems for collection of solids 176
and floatable materials washed from specific service areas where a 177
high potential exists for waste discharges. Normal surface runoff 179
should be eliminated from treatment systems.
Aircraft Rebuilding and Overhaul 181
Treatment requirements are based on wastes resulting from the 183
rebuilding and overhauling of aircraft engines, air frames and other 184
components. The wastes are derived from materials used and removed 185
during the cleaning, inetal plating and painting processes. 186
jBPCTCA emphasizes source control to reduce waste volume and 188
separate Jireatment of oily, solvent, detergent and paint stripping 189
wastes from inetal plating wastes. BPCTCA treatment for non-metal 191
plating wastes requires physical-chemical methods equivalent to 192
screening, gravity separation, equalization for .acid-alkaline 193
materials, chemical treatment for breaking of emulsions, Coagulation, 194
dissolved air flotation and sedimentation. The need for biological 195
treatment is required where satisfactory BOD, COD, and phenol
IX-6 1!;rS{' *r" *«n«»tive recommendations based
NOTICE
upon
'•"• '» -on K, this report and B»C subject to
' roir.iM.~nts rPCe;v^ -,,,,1 |,lr!!(t;|. ; .; _, ,
• • " • b Li A.
-------
DRAFT
reductions have not been attained through the above described 196
physical-chemical jtreatment methods alone for direct discharge to 197
receiving streams. ^Treatment technology to accomplish this includes 198
the use of oxidation ponds, Jtrickling filters, Activated sludge 199
systems, polishing lagoons or combinations ^f'these followed by final 200
i
clarification. Other techniques are described in "Manual on Disposal 201
of Refinery Wastes, Volume on Liquid Wastes," American Petroleum 202
Institute, 1969.
BPCTCA treatment for metal plating wastes requires physical- 204
chemical measures equivalent to methods of equalization, pH 205
adjustment, oxidation or reduction, chemical precipitation, 206
clarification and filtration. Removal of cyanides requires 207
destruction by electrolytic decomposition or chemical oxidation
processes.
Aircraft Maintenance 209
Routine 211
Treatment requirements are based on wastes resulting from 213
maintenance and minor repair of aircraft engines, air frames and 214
components, cleaning aircraft interiors, replacing aircraft engines, 215
lubricant replacement, and floor cleaning.
BPTCA includes source control over the waste materials produced 217
and physical treatment using screens and gravity-type oil-water 218
NOTICE
IX-7 These are tentative recommendations based „-„
»'-"n..t.on in this report and are subject to cW
ba** upon comments received and further intern,-I
review by EPA.
-------
separators to remove settleable solids, floatable oils, grease, and 219
other substances. Where emulsified oily wastes are present, gravity 220
separation should be followed by treatment equivalent to chemical 221
emulsion breaking, air flotation and clarification.
Washing 223
Water that has been used to clean aircraft contains a mixture of 225
detergents, oil, fuel, £arbon, metal oxides and other solids. 226
Jiest practicable control technology for treatment of these wastes 228
requires physical-chemical systems employing jscreening and gravity 229
separation for removal of settleable solids and floatable oils,
grease and other substances. _In addition, treatment requirements 231
include equalization for any acid-alkaline detergents and Chemical 232
treatment for breaking emulsified oils, greases and cleaning solvents
followed by dissolved air flotation, and clarification 233
Ground Vehicle Service and Maintenance 235
VJastewaters from this source are largely from oily materials, 237
solvent and detergent Cleaning wastes, painting wastes, and vehicle 238
and floor wash waters.
jiest practicable control technology requires source control to 240
prevent or reduce the wastes generated and physical treatment 241
consisting of screening and gravity oil-water separators for removal
of settleable &olids, floatable oils, grease and other materials. 242
NOTICE
IX-8 ™ese are tentative recommendations based ,m
'"formation in this report and are subject lo chn-r
'' •' d »pon comments roce-vcd arid furt!-,ei l-.-.^r...
r vcv by F.i-A.
-------
DRAFT
Where gravity separation alone is not sufficient to eliminate 243
emulsified oils, detergents or other waste constituents, further 244
physical-chemical treatment equivalent to emulsion-breaking
techniques, coagulation, air flotation and clarification must be 245
used.
Fuel Storage Centers 247
Normally there is no waste discharge from fuel storage centers. 249
JJeing a potential source of fire or explosion, close control is 250
maintained over the areas. _Installation of waste treatment systems 251
for this source is not proposed.
Terminal and Auxiliary Facilities 253
Sanitary wastes originating from such facilities are covered by 255
treatment jcequirements for domestic systems operated by municipal- 256
or individual airports. 257
Effluent Limitation Guidelines 259
Proposed effluent limitation guidelines for the air transporation 261
industry are Msted in Table 1 in Section II - Recommendations. 262
These limits are based on a reasonable flow per unit and 263
concentration limits attainable by best practicable treatment. 264
Rationale for determining concentration limits for applicable waste 265
constituents have been developed in Section VII. Further rationale 267
and the establishing of concentration limits is presented in the
IX-9 NOTICE
These are tentative recommendations based upon
information in this report and are subject to choree
K;.s a upon comments received and further •r.fe'-.v'
review by F.PA.
-------
D r * A i? r
A\AT i
following text. The limitations are for point sources discharging 268
directly into streams and not to municipal or other industrial 269
systems which may treat the wastes.
Oil should be limited to an average of not more than 10 mg/1 as 271
hexane extractables with an absolute limit of 20 mg/1. These limits 273
have been practicably and consistently attained in well-designed and
well-operated oil Reparation plants. 274
Suspended solids can be effectively removed in good oil- 276
separation facilities and by JLiming clarification systems. The 278
effluent concentration should be limited to an average of 25 mg/1 and 279
a maximum of 50 mg/1.
There is no practicable way to remove dissolved solids from waste 281
jitreams and treatment systems themselves usually increase them. 282
Effluent limits should be determined by receiving water quality 283
standards.
JBiochemical oxygen demand (BOD) is normally removed by over 60% 285
through oil separation and air flotation treatment systems. Further 287
reduction to acceptable limits is attainable by biological oxidation 288
means. BOD(5) should be limited to an average of 25 mg/1 and a 289
maximum of 50 mg/1 for any one day. If COD is substituted as a 290
parameter, it should be limited to 125 mg/1 average and 250 mg/1
maximum for any one day. 291
T, NOTICE
IX-10 .J^se a« tentative recommendations based
in
comments received and further inter,/:'
review by EPA.
-------
DRAF
Phenols are removable in facilities having multiple treatment 293
sequences such as air flotation, biological treatment, and 294
filtration. ^Effluent concentrations should be limited to an average 295
of 1.0 mg/1 and a maximum of 2.0 mg/1.
Heavy metals are effectively removed by chemical treatment 297
followed by precipitation and filtration. Concentration limits for 299
the metals of concern in this industry are:
Cadmium 0.15 mg/1 304
Total chrome 0.50 mg/1 305
Copper 0.5 mg/1 306
Lead 0.10 mg/1 307
Nickel ' 1.0 mg/1 308
Zinc 1.0 mg/1 309
Cyanide should be limited to a concentration of 0.1 mg/1 in the 315
effluent. This is readily accomplished by cyanide destruction and 316
post chlorination.
Temperature is not normally significant, and effluent limits need 318
not be set. The pH in the effluent should be within the range of 6.0 319
to 9.0 units.
NOTICE
These are tentative recommendations based upon
IX-11 information in this report and are subject to c
b;is' d i:non comments received and further i
r- v.e bv Lt'A.
-------
DRAFT
Pretreatment Standards for Existing Sources 325
Pretreatment of airport industrial wastes for acceptance in 328
publicly owned systems should be considered wherever possible. Many 330
airport industry discharges now go to municipal systems.
A_ minimum level of pretreatment must be given to airport 332
facilities which discharge wastewater to publicly owned treatment 333
works. In addition, potential pollutants which will inhibit or upset 335
the performance of publicly owned treatment works must be eliminated 336
from such discharges.
Pretreatment for airport industrial wastewaters for existing 338
sources a_s a minimum should include gravity separation of oils and 339
solids and _the use of an equalization and neutralization basin to 340
prevent shock loadings of these materials and acidic or alkalines 341
wastes.
With respect to metal plating operations, a potential toxicity 343
problem exists if heavy metals, cyanides and phenolic materials are 344
discharged. This will require control of non-compatible pollutants 345
to conform to the most ^restrictive of: (1) local ordinances for 346
discharge to a publicly owned treatment works; (2) the pretreatment 347
provisions of Section 304(f) of the FWPC Act _(40 CFR 128); (3) the 348
provision of Section 307(a) with respect to toxic ^substances; or (4) 349
effluent limitations as described in this section - Best Practicable 350
Control Technology Currently Available.
NOTICE
These arc tentative recommendations based upon
IX-12 i-.f-.rrrmtion in this report and are subjecl to chanr-
!"•';. -i • ..on comments received and further ir;trrn, '
r v t- b i-:iJA.
-------
p A Err
*'*./"&& 1
Sludge Disposal 352
jjludges generated by waste treatment must be disposed of in a 354
manner which will not degrade the environment. Relatively innocuous 356
materials such as inorganic silt, sewage type sludge and jzightly 357
bound metals may be disposed of in carefully managed landfills.
Organic materials such as may be derived from jet engine and air 358
frame overhaul, aircraft washing, and painting activities may 359
necessitate incineration or ^recycling into useful materials. 360
Landfill should not be viewed as first choice disposal for most of 361
these materials or for oily sludges. 362
Oil skimmed from gravity separators can often be reprocessed or 364
used as heating jfuel. Oily sludges should also be examined for oil 366
recovery. If this is not practicable, they should be disposed of in 367
an environmentally Acceptable manner. 368
Monitoring Requirements 370
Monitoring requirements should be relatively straightforward for 372
most airport industrial discharges. However, for metal plating, jet 374
engine and air frame overhaul, and paint stripping activities, £he 375
permittor should be guided by information on the various organic and
inorganic materials used in the activities performed. The monitoring 377
requirements will then be related to the complexity of operations.
NOTICE
IX_13 These are tentative recommendations based upon
information in this report and are subject to change
based upon comments received and further internal
review by EPA.
-------
DRAFT
Effluent flow and pH should be continuously monitored for all 379
^treatment systems where best practicable control technology requires 380
jtreatment beyond simple gravity oil separation and in any case where 381
average J^low is greater than 50,000 gallons per day. For lesser 383
volumes, pH and flow rate should be measured at the time of sampling.
_Lf only limited routine maintenance facilities are located on an 385
airport, ^he frequency of samples and analysis required will depend 386
on airport activity. A.t least one effluent grab sample should be 387
collected per week for chemical analysis. On the other hand, if 388
major overhaul and maintenance base facilities are present, the
Airport should be required to obtain and analyze a 24-hour composite 389
effluent sample once per week. The composite should be comprised of 391
a minimum of three equally spaced (in time) grab Camples taken over a 392
24-hour period.
Non-Water Quality Environmental Impact 394
No satisfactory evidence exists that disposing of sludge wastes 396
on land lias a direct impact on soil systems, but underground disposal 397
is not jrecommended because ground water may become contaminated from 398
leaching, percolation, or infiltration. 399
The employing of waste treatment methods based on BPCTCA is not 401
expected to have any air pollution impact. 402
NOTICE
These are tentative recommendations based upon
information in this report and are subject to change
IX-14 b..r-
-------
DRAFf
SECTION X 5
$%Best Available Technology Economically Achievable$% 7
$%Guidelines and Limitations$% 8
^Industry Category Covered$% 13
The prime source categories discharging waste contaminants have 15
been identified as originating ^rom facilities involved in: _(1) 17
Aircraft Rebuilding and Overhaul; _(2) Aircraft Maintenance; and (3) 18
Ground Vehicle Service and Maintenance.
^Identification of Best Available Technology$% 21
$%Econotnically Achievable$% 23
For the prime waste sources cited, the best available control 28
technology currently available to be applied consists of those
measures described in Section IX under BPCTCA and the in-plant source 29
controls defined. In addition BATEA includes control measures 30
designed to eliminate to the extent economically achievable, the 31
discharge of industrial waste waters from airport facilities.
Such in-plant source control practices applicable in limiting 33
water requirements and waste discharges include: 34
I_. Use of air-cooled rather than water-cooled equipment; 36
^. Use of wastewater treatment plant effluents for pooling and 39
washing purposes where applicable;
_3. Recycle water used for washing; 41
x_1 NOTICE
These are tentative recommendations based upon
"•formation in this report and are subject to cham*.
Wd upon comments received and further internal
review by EPA.
-------
DRAFT
4. Use of mechanized floor cleaning equipment in lieu of direct 44
water flushing operations.
I_t is emphasized that metal plating wastes originating from 46
aircraft rebuilding ^nd overhaul facilities are generally the same as 47
those produced by the metal plating Jjidustry itself. The BATEA 49
treatment technology defined for this industry would be applicable to
similar operations conducted in aircraft rebuilding and overhaul. 50
The BATEA for metal plating operations has been determined to be 52
the use of a combination of ^.n-process and end-of-process control and 53
treatment to remove pollutants from process wastewater discharges. 54
This can be accomplished by employing BPCTCA techniques combined with 55
deep bed or multi media filtration.
In addition, a further reduction in heavy metals concentrations 57
from metal jxLating wastes is supported by treated effluent data 58
tabulated on metal jslating industries in the development document for 59
metal plating effluent limitation guidelines. The results are 60
representative of chemical treatment from approximately 50% of the
industry plants where data were obtained. There is no reason to 62
believe otherwise that these same levels cannot be applied and 63
attained by airline plating shops. J^or BATEA requirements, further 64
reduction in concentration levels for the parameters BOD, COD, and 65
suspended solids are based on providing good operation and control of
treatment systems, Limiting waste sources, and filtration. Further 67
NOTICE
X-2 These are tentative recommendations based upon
information in this report and are subject to c
i s ;i upon comments received and further i^t
r v p b, :.i'A.
-------
DRAFF
reduction of phenols is attainable through methods equivalent to 67
chemical oxidation or carbon adsorption. 68
Effluent Limitation Guidelines 70
Tor meeting BATEA requirements the following effluent limitation 73
concentrations have be'en established for applicable waste 74
constituents.
78
79
80
81
82
83
84
85
86
87
88
89
The proposed effluent loading limitation guidelines are listed in 94
Table 2 in jSection II - Recommendations. They are based on the above 96
reduction concentrations resulting from control and operation 97
measures previously described.
Pretreatment Standards, Sludge Disposal and Monitoring 99
Requirements for BATEA are the same as discussed in Section IX - 101
BPCTCA.
BOD
COD
Suspended Solids
Oil and Grease
Phenols
Cyanide
Cadmium
Total Chrome
Copper
Lead
Nickel
Zinc
15 mg/1
75 mg/1
15 mg/1
10 mg/1
0.1 mg/1
0.025mg/l
0.10 mg/1
0.30 mg/1
0.20 mg/1
0.10 mg/1
0.50 mg/1
0.30 mg/1
NOTICE
further i;>:-e
review by EPA.
-------
SECTION XI 6
$%New Source Performance and Pretreatment Standards$% 8
_$%New Source Performance Standards$% 11
Performance standards to be achieved by new sources within the 13
airline segment of the transportation industry are based on the 14
application of the Best Available Control Technology Economically 15
Achievable as discussed in Section X.
The operation and maintenance of fixed facilities and services 17
related to air transportation do not £all for major innovations in 18
waste treatment technology. Basically, this technology consists of 19
employing the methods which are being used, possibly with a few
modifications.
However, a major design criterion for development of new 21
facilities is reuse and recycling of water streams to the greatest 22
extent possible, in order to minimize discharges to other wastewater
treatment systems or to water courses. 23
The recommended guidelines for the application of standards of 25
performance for new sources discharging to navigable waters are the 26
same as those presented in Section X.
NOTICE
are tenraflve recommendations based
received and further i,t
review by EPA.
-------
DRAFT
$%Pretreatment Standards for New Sources$% 28
£retreatment Standards for new sources are the same as those 30
described for existing sources in Section IX. 31
NOTICE
These are tentative recommendations based upon
information in this report and are subject to change
XI-2 b^s..d upon comments received and further internal
review by EPA.
-------
SECTION XII
Acknowledgment 8
Appreciation is expressed to the personnel of air transportation 12
Organizations, airport management, airline management, and other 13
related air transportation industries for their effort in cooperating 14
and providing analytical data, flow diagrams, related information and 15
assistance with respect to on-site plant visits. Jin this regard, the 17
individuals cited are:
Messrs. Roger G. Flynn - Manager - Environmental Quality and Philip 20
Weisz - Manager - Airport Development Airport Facilities Department, 21
Air Transport Association of America (ATA) 22
Mr. Leo F. Duggan - Vice President, Technical Affairs, Airport 24
Operators Council International (AOCI) 25
Messrs. John Rice, Tom Morrow, and Don Bauer, Federal Aviation 27
Administration (FAA) 28
Mr. Andrew Attar - Aviation Planning Division, The Port Authority of 30
New York and New Jersey 31
Messrs. Gerry P. Fitzgerald, Engineering Division and Paul Wolfran, 33
Manager - Environmental Control, The Port Authority of New York and 34
New Jersey, J.F.K. Airport 35
Messrs. Roland Pilie, Robert Ziegler and John Michalovic, Calspan 37
Corporation, Buffalo, New York 38
Mr. John Wolgest, Vice President - Technical Operations, P_an American 41
World Airways, J.F.K. Airport
Mr. Thomas Bertken, Deputy Director of Airports, and ^essrs. Melvin 44
Leong and Karl P. Mauzey, Engineering IJranch, San Francisco 45
International Airport
XII-1
-------
DRAFT
Messrs. Arnol Johnson, W. W. Wilcox and Dave B. Kirby, United 48
Airlines Facilities Maintenance Base, San Francisco international 49
Airport
Messrs. Claude Schmidt and William B. Olson, Metro Airports 51
Commission Minneapolis - St. Paul International Airport 52
Mr. Robert Sorenson, Manager Plant Equipment, North Central Airlines, 55
Minneapolis - St. Paul International Airport
Messrs. Lyle M. Raverty, George W. Fyffe and Art Johnson, Northwest 58
Orient Airlines, Minneapolis - St. Paul International Airport 59
Messrs. William C. Ryan, Airport Manager, and Orville Blountj Chief 62
Buildings and Grounds Engineer, Tulsa Airport
Messrs. Judd Arnold and Carl Schwartz, Facilities Maintenance, 64
American Airlines, Tulsa Airport 65
Mr. Charles Peay, Tulsair Beechcraft, Tulsa Airport 67
Messrs. Grady Ridgeway, Jr., Airport Director, and Ken E. Minton, 69
^Business Administrator, Atlanta Airport 70
Mr. James F. Mentz, Atlanta Airport Engineers, Atlanta, Georgia 72
Mr. J. N. Gardner, Manager Maintenance and Planning, Southern 74
Airways, Inc., Atlanta Airport 75
Messrs. Don P. Hatterman, Vice President, Technical Operations, Earl 78
Mathews, Procedures Analyst, and Sid Maynard, Chief Chemist of WTP, 79
Delta Airlines, Atlanta Airport
Acknowledgment is made of the cooperation of many persons in the 82
air transportation industry that were contacted and who voluntarily 83
provided J.nformation on operational activities. Special 85
acknowledgment is made of those operations personnel and officers
that cooperated in providing detailed operating and cost data to 86
support jthis study of waste treatment technology. 87
XII-2
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Appreciation is extended to the personnel of all the EPA Regional 89
Centers that were contacted to obtain assistance in identifying those 90
airports having submitted information on wastewater discharges. 91
XII-3
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SECTION XIIl
References
1. Federal Water Pollution Control Act, Amendments of 1972, P.L. 11
92-500, 92nd Congress, S.2770, Oct. 18, 1972. 12
2. U. S. Office of Management and Budget, Standard Industrial 14
Classification Manual, 1972, Un. S. Government Printing Office. 15
3. Air Transporation 1973 Annual Report, Air Transportation 17
Association of America, Washington, D. C. 18
4. National Airport Classification System (Airport System Plan- 20
ning), AC No. 150/5090-2, Department of Transportation, Federal 21
Aviation Administration, June 1971. 22
5. 1972 National Airport System Plan, Volume AAS Narrative and 24
National Summaries, Department of Transportation, Federal 25
Aviation Administration, June 1971. 26
6. Preliminary Design Study, Industrial Waste Treatment and 28
Collection Facilities for Airports Commission, San Francisco 29
International Airport, Cosoer, Townsend and Associates, 30
Consulting Engineers. 31
7. Report on United Airlines Maintenance Base Activities and Waste 33
Treatment, San Francisco International Airport, November 1973. 34
8. Chemical Coagulation and Pressure Floation for Aircraft Oil 36
Wastes, Wastes Engineering, United Airlines, August 1960. 37
9. Report on Wastewater Treatment, Northwest Orient Airlines, 39
Minneapolis, St. Paul International Airport, November 1973. 40
10. Industrial Waste Treatment Plant, Delta Airlines, Inc., Atlanta 42
Maintenance Facility, Atlanta, Georgia. 43
11. Southern Airlines - Maintenance Operations Report, November 45
1973. 46
12. Industrial Waste Treatment at Trans World Airlines Overhaul 48
Base, George C. Higgins, Engineer, Burns and McDonnel Engineer- 49
ing Company, Kansas City, Missouri. 50
XIII-1
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13. Report on Wastewater Discharge from Jet Center Complex, Pan 50
American Airways, J.F.K. International Airport, Jamaica, New 51
York. 52
14, Airport Water Pollution Control Program, Sampling Program at 54
J.F.K. International Airport, Calspan Corporation, December 55
1972. 56
15. Underground Waste Disposal for American Airlines, Inc. by Gene 58
S. Luff, Coston-Frankfurt-Short, Architects and Engineers, 59
Oklahoma City, Oklahoma. 60
16. Industrial Waste Survey Bade County, Florida prepared by Lower 62
Florida Estuary Study, Ft. Lauderdale, Florida, Technical 63
Report No. TS 03-71-208-03.1, EPA Southeast Water Laboratory, 64
Athens, Georgia, September 1971. 65
17. American Petroleum Institute, Manual on Disposal of Refinery 67
Wastes, 1969. 68
18. Disposal of Airplane Wash Wastes, U. S. Department of H.E.W., 70
Public Health Service, Robert A. Taft Sanitary Engineering 71
Center, Cincinnati, Ohio. 72
19. Wastewater Treatment Technology, J. W. Patterson, et al, 74
Illinois Institute for Environmental Quality, Chicago, 111. 75
20. Treatment of Phenolic Aircraft Paint Stripping Wastewater, 77
Ronald H. Kroop, Air Force Weapons Laboratory, Kirkland Air 78
Force Base, New Mexico, January 1973. 79
21. Environmental Enhancement at Airports, Industrial Waste Treat- 81
ment AC No. 150/5230-10, Department of Transporation, FAA, 82
April 16, 1973. 83
22. Integrated Treatment for Metal-Finishing Wastes, by L. E. 85
Lancy, Sewage and Industrial Wastes Vol. 26, No. 9, September 86
1954. 87
23. Pollution of Slocum Creek, Havelock, North Carolina, A 89
cooperative investigation by the State of North Carolina, 90
Department of the Navy and the Federal Water Pollution Control 91
Administration, November 1969. 92
24. Engineering Science Inc., Petrochemical Effluents Treatment 94
Practices, Contract No. 14-12-461, February 1970. 95
XIII-2
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DRAFT
25. Development Document for .Proposed Effluent Limitations 99
Guidelines and New Source Performance Standards for the 100
Petroleum Refining Point Source Category, USEPA, August 1973. 101
26. Development Document for Proposed Effluent Limitations 103
Guidelines and New Source Performance Standards, Copper, Nickel, 104
Chromium and Zinc segment of the Electroplating Point Source 105
Category, USEPA, August 1973. 106
27. Air Force Industrial Waste Treatment and Disposal, Lt. Col. 108
Francis A. Sanders, Chief Operation Division, USAF Regional 109
Divil Engineer Office, Cincinnati, Ohio. 110
28. Interim Effluent Guidance for NPDES Permits, Office of Permit 112
Programs, USEPA, Washington, D.C. 113
29. Water Quality Criteria, FWPCA, U. S. Department of the Interior, 115
April 1968. 116
30. U. S. Public Health Service, Drinking Water Standards 1962. 118
PHS Publications No. 956, U. S. Government Printing Office. 119
31. U. S. Environmental Protection Agency, Proposed Criteria for 121
Water Quality, Vols. 1 and 2, USEPA, Washington, D.C. Oct. 1973. 122
# 123
32. Federal Guidelines - Pretreatment of Discharges to Publicly 124
Owned Treatment Works, U. S. Environmental Protection Agency, 125
Office of Water Programs Operations, Washington, DC 20460. 126
XIII-3
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1
SECTION XIV 6
GLOSSARY AND ABBREVIATIONS 8
$%Glossary$% 10
Airports and Flying Fields 13
Establishments primarily engaged in the operation and maintenance of 16
airports and jilying fields and/or the servicing, repairing, 17
overhauling, and storing of aircraft at such airports. 18
Airport Terminal Services 21
Establishments primarily engaged in furnishing coordinated handling 24
services for air freight or passengers at airports. Establishments 26
furnishing aircraft services directly associated with aircraft
repair, maintenance, and storage, either exclusively or in 27
conjunction with other terminal airport services. 28
j>%Air Transportation, Certificated Carriers$% 32
Establishments of companies holding certificates of public 35
convenience and necessity under the Civil Aeronautics Act, operating 36
over fixed routes on fixed schedules, or in ^he case of certificated 37
Alaskan carriers over fixed or irregular routes. These companies may 38
be primarily engaged in the transportation of revenue £assengers or 39
in the transportation of cargo or freight.
£%Air Transportation, Noncertificated Carriers$% 42
Establishments of companies permitted to operate without a showing of 45
public convenience and necessity under the Civil Aeronautics Act, 46
including noncertificated ^irregular and supplemental air carriers. 47
j>%Best Available Technology Economically Achievable (BATEA)$% 50
Treatment required by July 1, 1983, for industrial discharge to 53
surface waters _as defined by Section 301 (b) (2) (A) of the Act. 54
j>%Best Practicable Control Technology Currently Achievable (BPCTCA)$% 57
Treatment required by July 1, 1977, for industrial discharge to 60
surface waters as defined by Section 301 (b) (1) (A) of the Act. 61
XIV-1
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$_%Best Available Demonstrated Technology (BADT)$% 64
Treatment required for new sources as defined by Section 306 of the (,1
Act.
^Biochemical Oxygen Demand$% 70
Oxygen used by bacteria in consuming a waste substance. 73
$%Chemical Oxygen Demand$% 76
Oxygen consumed through chemical oxidation of a waste. 79
$%Clarification$% 82
T_he process of removing undissolved materials from a liquid. 85
Specifically, removal of solids either by settling or filtration. 86
_$%Cleaner$% 89
Usually an alkaline .solution pretreatment to remove surface soil such 9.'.
as ails, greases, and substrates chemically unrelated to the bnsi.s 9)
material .
$%Compatihle Pollutants$% 96
Those pollutants which can be adequately treated in publicly owned 99
treatment works without harm to such works. 100
_$%Continuous Treatment$% 103
Chemical waste treatment operating uninterruptedly as opposed to 106
batch Jjreatment; sometimes referred to as flow through treatment. 107
$%Dragout$% 110
T_he solution that adheres to the objects removed from a bath. I^ore 114
precisely defined as that solution which is carrier1 past the edge of
the iank ^. _ 11 r>
The waste water discharged from a point source to navigable waters. 1?]
XIV-2
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WRAFT
$_%Effluent Limitation$% . 125
h maximum amount per unit of production of each specific constituent 128
of the effluent that is subject to limitation in the discharge from a 129
point source.
_$%Electrolytic Decomposition$% 133
An electrochemical treatment used for the oxidation of cyanides. The 137
method is practical and economical when applied to concentrated
^solutions such as contaminated baths, cyanide dips, stripping 138
solutions, and concentrated rinses. Electrolysis is carried out at a 140
current density of 35 amp/sq ft at the anode and 70 amp/sq ft at the 141
cathode. Metal is deposited at the cathode and can be reclaimed. 142
j?%Electroplating$% 145
The electrodeposition of an adherent metallic coating upon the basis 148
metal or material for the purpose of securing a surface with 149
properties or dimensions different from ^hose of the basis metal or 150
material.
^Electroplating Process$% 153
An electroplating process includes a succession of operations 156
starting with cleaning in alkaline jsplutions, acid dipping to 157
neutralize or acidify the wet surface of the parts, fallowed by 158
electroplating rinsing to remove the processing solution from the
workpieces, and drying. 159
$%Emulsion$% 162
A^ liquid system in which one liquid is finely dispersed in another 165
liquid jLn such a manner that the two will not separate through the 166
action of gravity alone.
j>%End-of-Pipe Treatment$% 169
Tjreatment of overall wastes, as distinguished from treatment at 172
individual processing units.
£%Filtration$% 175
R_emoval of solid particles or liquids from other liquids or gas 178
streams try passing the liquid stream through a filter media. 179
XIV-3
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$%Industrial Waste$% 183
All wastes streams within a plant. Included are contact and non- 187
contact waters. Not included are wastes typically considered to be 188
sanitary wastes.
_$%Hangar$% 192
A garage facility used for housing and servicing aircraft. 195
^Incompatible Pollutants$% 198
Those pollutants which would cause harm to, adversely affect the 201
performance of, or be inadequately treated in publicly owned 202
treatment works.
£%Joint Treatment$% 205
Treatment in publicly owned treatment works of combined municipal 208
wastewaters of domestic origin and wastewaters from other sources. 209
£%New Source$% 212
Any building, structure, facility, or installation from which there 215
is or may be a^ discharge of pollutants and whose construction is 216
commenced after the publication of the proposed regulations. 217
$%New Source Performance Standards$% 220
Performance standards for the industry and applicable new sources as 223
defined by Section 306 of the Act. 224
£%ORP Recorders$% 227
Oxidation-reduction potential recorders. 230
$%0xidizable Cyanide 233
£yanide amenable to oxidation by chlorine according to standard 236
analytical methods.
_$%PH$% 239
A. unit for measuring acidity or alkalinity of water, based on 242
hydrogen ^pn concentrations. A pH of 7 indicates a "neutral" water 244
or solution. At pH lower than 7, a solution is acidic. At pH higher 246
than 7, a solution is alkaline.
XIV-4
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DRAFT
$%Phenol$% 249
Class of cyclic organic derivatives with basic formula C(6)H(5)OH. 252
$_%Pickling$% 255
The removal of oxides or other compounds related to the basis metal 258
from ^ts surface by immersion in a pickle. 259
$%Point Source$% 262
A_ single source of water discharge such as an individual plant. 265
j>%Pretreatment$% 268
Treatment performed in wastewaters from any source prior to 271
introduction for joint treatment in publicly owned treatment works. 272
$%Raw 275
Untreated or unprocessed. 278
£%Rectifier$% 281
A_ device which converts ac into dc by virtue of a characteristic 284
permitting appreciable flow of current in only one direction. 285
$_%Rinse$% 288
Water for removal of dragout by dipping, spraying, fogging, etc. 291
£%Runway$% 296
A_ strip of leveled ground, generally paved, for use by aircraft in 299
landing and taking o>ff operations. 300
$%Secondary Treatment$% 303
Biological treatment provided beyond primary clarification. 306
$%Sludge$% 309
The settled solids from a thickener or clarifier. generally, almost 313
any flocculated settled mass.
XIV-5
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$%Standard of Performance$% ' 316
^ maximum weight discharged per unit of production for each 319
constituent that is subject _to limitation and applicable to new 320
sources as opposed to existing sources which are subject to effluent
^imitations. 321
j>%Supernatant$% 324
The layer floating above the surface of a layer of solids. 327
$%Surface Waters$% 330
Navigable waters. The waters of the United States, including the 334
territorial seas.
$%Tank$% 337
Term for vessel that contains the solution and auxiliary equipment 340
for carrying out the electroplating or other operational step. 341
$%Thickeners$% 344
K large tank for continuous settling and removal of sludge from a 347
process stream.
£%Total Chromium$% 350
T_otal chromium (CrT) is the sum of chromium in all valences. 353
£%Total Cyanide$% 356
The total content of cyanide expressed as the radical CN-, or alkali 359
cyanide whether present as simple or complex ions. The sum of both 361
the combined and free cyanide content of a plating solution. Jtn 362
analytical terminology, total cyanide is the sum of cyanide amenable
to oxidation by chlorine and that which is not according to standard 363
analytical methods.
$_%Total Metal$% 366
Total metal is the sum of the metal content in both soluble and 369
insoluble form.
XIV-6
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DRAFT
$%Total Suspended Solids (TSS)$% 372
Any solids found in waste water or in the stream which in most cases 375
can be removed by filtration. The origin of suspended matter may be 376
man-made wastes or natural sources such as silt from erosion.
$_%Waste Discharged$% 379
The amount (usually expressed as weight) of some residual substance 382
which is suspended or dissolved in the plant effluent after treatment 383
if any.
$%Waste Generated$% 386
The amount (usually expressed as weight) of some residual substance 389
generated by a £lant process or the plant as a whole and which is 390
suspended or dissolved in water. This quantity is measured before 391
treatment.
j!%Waste Loading$% 394
Total amount of pollutant substance, generally expressed as pounds 397
per day.
XIV-7
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DRAFT
$%Abbreviations$% 401
AL - Aerated Lagoon 404
AS - Activated Sludge 406
API - American Petroleum Institute 408
BADT - Best Available Demonstrated Technology 410
BATEA - Best Available Technology Economically Achievable 412
BPCTCA - Best Practicable Control technology Currently 414
Available 415
BOD - Biochemical Oxygen Demand 417
COD - Chemical Oxygen Demand 419
cu m - cubic meter(s) 421
DAF - Dissolved Air Flotation 423
DO - Dissolved oxygen 425
gpm - Gallons per minute 427
k - thousand (e.g., thousand cubic meters) 429
kg - kilogram(s) 431
1 - liter 433
Ib - pound(s) 435
M - Thousand (e.g., thousand barrels) 437
mgd - Million gallons per day 439
mg/L - Milligrams per liter (parts per million) 441
MM - Million (e.g., million pounds) 443
psig - pounds per square inch, gauge (above 14.7 psig) 445
sec - Second-unit of time 447
XIV-8
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I* A ; ".'vr,
SIC - Standard Industrial Classification 449
SRWL - Standard Raw Waste Load 451
SS - Suspended Solids 453
TOG - Total Organic Carbon 455
TSS - Total Suspended Solids 457
XIV-9
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CONVERSION TABLE
Multiply (English Units)
by
to Obtain (metric Units)
English Unit
Abbreviation Conversion Abbreviation Metric Unit
acre
acre -
feet
ac
ac ft
0.405
1,233.5
ha
cu m
hectares
cubic meters
British Thermal
Unit
British Thermal
Unit/pound
cubic feet/minute
cubic feet/second
cubic feet
cubic feet
cubic inches
degree Fahrenheit
feet
gallon
galIon/minute
horsepower
inches
inches of mercury
pounds
million gallons/day
mile
pound/square
inch (gauge)
square feet
square inches
tons (short)
yard
BTU
BTU/lb
cfm
cfs
cu ft
cu ft
cu in
F°
ft
gal
gpm
hp
in
in Hg
Ib
mgd
mi
psig (0.06805 psig +1)1 atm
sq ft 0.0929 sq m
sq in 6.452 sq cm
ton 0.907 kkg
0.252
0.555
0.028
1.7
0.028
28.32
16.39
kg cal
kg cal/kg
cu m/min
cu m/min
cu m
1
cu cm
0.555(OF-32)1 °C
0.3048
3.785
0.0631
0.7457
2.54
0.03342
0.454
3,785
1.609
m
1
I/ sec
kw
cm
atm
kg
cu m/day
km
yd
0.9144 m
kilogram-calories
kilogram calories/
kilogram
cubic meters/minute
cubic meters/minute
cubic meters
liters
cubic centimeters
degree Centigrade
meters
liters
liters/second
killowatts
centimeters
atmospheres
kilograms
cubic meters/day
kilometer
atmospheres(absolute)
square meters
square centimeters
metric tons (1,000)
kilograms
meters
1 Actual conversion, not a multiplier
XIV-10
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