EPA-450/3-75-048
by
R. M. Patterson, R. D. Wang,
and F. A. Record
GCA Corporation
GCA/Technology Division
Bedford, Massachusetts 01730
Contract No. 68-02-0041
Task 18
EPA Project Officer: Charles C. Masser
Prepared for
ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Air Quality Planning and Standards
Research Triangle Park, North Carolina 27711
December 1974
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"This report has been reviewed by the Office of Research and Monitoring,
EPA, and approved for publication. Approval does not signify that the
contents necessarily reflect the views and policies of the Environmental
Protection Agency, nor does mention of trade names or commercial products
constitute endorsement or recommendation for use."
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ABSTRACT
This report describes a methodology for performing emission inventories
at airports, with specific focus on the airports in the St. Louis
AQCR. This work was performed in support of EPA's RAPS program.
Within the basic methodology, three submethodologies are presented
corresponding to municipal, military, and civilian airports. Data col-
lection and handling requirements are discussed, and data for the air-
ports in the St. Louis AQCR are presented. The sensitivity of emission
estimates to improved knowledge of data inputs is discussed.
ii
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CONTENTS
Page
Abstract ii
List of Figures iv
List of Tables v
Sections
I Introduction 1
II Emission Inventory Needs for RAPS 3
III Factors Contributing to Airport Emissions 5
IV Levels of Emission Inventory Detail 18
V Emission Estimation Methodology for Lambert Field 22
VI Scott Air Force Base 51
VII Civilian Airports 59
VIII Methodology Summary 86
IX Improving Estimates 98
X References 100
iii
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FIGURES
No.
1 Interacting Factors Affecting Emissions Production 7
at a Municipal Airport
2 Hourly Percent of Total Daily LTD Volume for a Typical 9
Municipal Airport
3 Interacting Factors Affecting Emissions Production at 12
a Civilian Airport
4 Lambert - St. Louis International Airport 34
5 Runway Layout and Grid Element Overlay for Scott AFB 54
6 Diagram of Civic Memorial Airport Showing Grid Element 63
Overlay
7 Diagram of Spirit of St. Louis Airport showing grid e 65
element overlay
8 Diagram of Bi-State Parks Airport Showing Grid Element 67
Overlay
9 Diagram of St. Clair Airport Showing Grid Element 69
Overlay
10 Diagram of Creve Coeur Airport Showing Grid Element 71
Overlay
11 Diagram of Sparta Airport - Grid Element 1633 73
12 Diagram of Wentzville Airport - Grid Element 76 75
13 Diagram of Arrowhead Airport - Grid Element 2102 76
14 Diagram of St. Charles Airport - Grid Element 241 77
15 Diagram of Weiss Airport - Grid Element 2161 78
16 Diagram of Festus Airport - Grid Element 467 79
17 Diagram of St. Charles Smartt Airport - Grid Element 242 80
18 Diagram of Highland Airport - Grid Element 1709 81
19 Diagram of Gebhardt Airport - Grid Element 883 82
20 Diagram of Greenville Airport - Grid Element 1815 83
IV
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TABLES
No.
1 Aircraft Operating Modes 6
2 Aircraft Classifications and Representative Aircraft 10
3 Service Vehicles Used at a Municipal Airport 15
4 Percent Emissions Contribution by Source at O'Hare 21
Airport - 1970
5 FAA Classification of Daily Air Traffic Operations 24
6 Average Hourly Air Traffic Volumes at Lambert Field, 24
St. Louis, for May and November, 1972
7 Monthly Air Traffic at Lambert Field, St. Louis, for 26
December 1972 and January - November 1973
8 Air Traffic Volumes by Day of Week at Lambert Field, 26
St. Louis, for December 1972 and January - November 1973
9 Percent of Total Annual Air Traffic by Month at Lambert 27
Field
10 Percent of Total Air Traffic by Day of Week for Lambert 27
Field, St. Louis
11 Percent of Total Daily Movements by Hour at Lambert 28
Field
12 Percent of Departures and Arrivals by Air Carrier 30
Traffic by Hour of the Day
13 Operating Modes for Each Grid by Active Runway at 32
Lambert Field, St. Louis
14 Times in Mode by Grid by Mode for Air Traffic Using 36
Runway 30L (seconds)
15 Times in Mode by Grid by Mode for Air Traffic Using 37
Runway 12R (seconds)
16 Times in Mode by Grid by Mode for Air Traffic Using 38
Runway 30R (seconds)
17 Times in Mode by Grid by Mode for Air Traffic Using 38
Runway 12L (seconds)
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TABLES
No.
18 Times in Mode by Grid by Mode for Air Traffic Using 39
Runway 35 (seconds)
19 Times in Mode by Grid by Mode for Air Traffic Using 39
Runway 17 (seconds)
20 Times in Mode by Grid by Mode for Air Traffic Using 40
Runway 6 (seconds)
21 Times in Mode by Grid by Mode for Air Traffic Using 40
Runway 24 (seconds)
22 Aircraft and Engine Volumes for Lambert Field, St. Louis 41
23 Emission Factors by Engine Type and Mode for Air 42
Carriers (kg/hr)
24 Composite Emission Factors for Air Taxi, General 43
Aviation, and Military Aircraft at Lambert Field (kg/hr)
25 Service Times of Aircraft Ground Service Vehicles 45
26 Ground Service Vehicle Fuel Consumption Rates 47
27 Ground Service Vehicle Emission Factors 48
28 Ninety-Four Year Average High, Medium, and Low 48
Temperatures for St. Louis (°F)
29 Working Loss Factors for the Three Time Periods for 50
Each Month
30 Five-Month Air Traffic Volumes, Means, and Standard 51
Deviations at Scott AFB, 1973 - 1974
31 Percent of Air Traffic by Day of Week at Scott AFB 52
32 Percent of Air Traffic by Hour at Scott AFB 53
33 Time in Mode by Grid and Mode for Aircraft Using Runway 55
13, Scott AFB (seconds)
34 Time in Mode by Grid and Mode for Aircraft Using Runway 55
31, Scott AFB (seconds)
35 Emission Factors for Scott AFB (kg/hr) 56
vi
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TABLES
No.
36 Ground Service Vehicles Used at Scott AFB 57
37 Percent of Air Traffic by Month at Civic Memorial 60
Airport
38 Percent of Air Traffic by Day of Week at Civic 60
Memorial Airport
39 Percent of Air Traffic by Hour of the Day at Civic 61
Memorial Airport
40 Annual Air Traffic Volumes at Civilian Airports in the 61
St. Louis AQCR
41 Operating Modes for Each Grid by Active Runway at Civic 64
Memorial Airport
42 Operating Modes for Each Grid by Active Runway at 66
Spirit of St. Louis Airport
43 Key Operating Modes for Each Grid for Each Runway at 68
Bi-State Parks Airport
44 Key Operating Modes for Each Grid for Each Runway at 70
St. Clair Airport
45 Key Operating Modes for Each Grid for Each Runway at 72
Creve Coeur Airport
46 General Aviation Airports Contained in One Grid, 74
St. Louis
47 Times in Mode for General Aviation Aircraft at Civilian 84
Airports
48 Annual Volumes of Fuel Sales at the General Aviation 84
Airports
VII
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SECTION I
INTRODUCTION
Under the charges of the Clean Air Act of 1970, the Environmental Pro-
tection Agency is assisting state and local pollution control agencies
in developing implementation strategies to meet the established air
quality standards. A basic premise of these efforts is that operation-
ally a cause and effect relationship between pollution sources and air
quality can be accurately specified. The EFA is conducting the Regional
Air Pollution Study (RAPS) in St. Louis to determine the current relia-
bility of this premise, and to provide for improvements where accuracy
is less than adequate.
To achieve this goal, RAPS will engage in extensive analysis of the at-
mospheric dispersion and transformation process modeling links between
emissions and air pollution levels. The cause and effect data required
to analyze these modeling links include detailed temporal and spatial
emission inventories; atmospheric data such as wind fields and tempera-
ture profiles for dispersion calculations, and insolation data for
transformation process modeling; and air pollutant concentration data
against which modeling results will be compared.
A crucial phase of this program is the adequate and accurate specifica-
tion of emission inventories at least to the level of detail engaged by
the models - the results of these deterministic links can be no more
comprehensive and consistent than the initial input values. Emissions
inventories have been made by county in the St. Louis Air Quality Con-
trol Region according to the Nation Emissions Data System (NEDS). Air-
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Aircraft operations were surveyed for yearly landing and takeoff
cycle volumes for each type of airport, and a single emission factor
based on type of airport was applied to each to calculate annual
emissions. The spatial and temporal detail involved is insufficient
for uses other than trend estimates of emissions. This report
describes techniques for inventorying airport emissions from air-
craft and ground support vehicles and processes as an aid to achieve
the RAPS goals.
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SECTION II
EMISSION INVENTORY NEEDS FOR RAPS
The St. Louis Interstate Air Quality Control Region is subdivided into
a grid system for the RAPS study. The smallest grid side is 1 km, so
that an airport may not be wholly enclosed in a single grid. This, and
the requirement of hourly average emissions data, dictates the develop-
ment of more spatially and temporally detailed emission inventory data
and methodologies than are currently available.
This report describes the available data and techniques and outlines
further refinements of methodologies for inventorying airport emissions.
The sources involved include aircraft operations and engine maintenance
testing, ground support vehicles, and fuel storage and handling. For
these sources there needs to be described:
emission rate
emission location
emission duration
The task of developing and analyzing emission inventory methodologies
for these sources can be divided into three sub-tasks based on the type
of airport in question; that is, inventories for municipal, civilian,
and military airports. The methods for inventorying each are similar
and reduce to finding the three factors listed above. However, the
types of sources and their significance is a function of the type of
airport. The municipal airport has principally commercial jets, ground
support vehicles for servicing and fueling these aircraft, jet fuel
handling and storage, and testing of jet engines. Civil airports pri-
marily carry private and charter piston aircraft, ground support to the
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extent of fueling trucks (absent at the smaller airports), gasoline
storage and handling (with some jet fuel at larger airports), and test-
ing of piston engines. The military airport operations consist mainly
of jet aircraft, fueling trucks, jet fuel handling and storage, and jet
engine testing.
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SECTION III
FACTORS CONTRIBUTING TO AIRPORT EMISSIONS
The purpose of this section is to outline the factors contributing to
airport emissions and to discuss how they are interrelated. This is
presented to provide an overview of the inventory problem for airports
and to provide a basis from which to examine alternative levels of
inventory detail.
The factors contributing to airport emissions are those involved with
the previously listed sources of aircraft operation, ground support
vehicles, fuel storage and handling, and engine maintenance testing.
These factors are discussed for each type of airport in the following
sections.
FACTORS AFFECTING FLIGHT OPERATION EMISSIONS
Flight operations consist of the modes listed in Table 1. To determine
emissions, two basic factors must be known: (1) the time spent in each
mode, and (2) the emission rate for each mode. The interacting factors
determining these basic factors are outlined below.
I
Municipal Airport Flight Operations
Figure 1 is a diagram showing the interactions of factors affecting
emission production at a municipal airport. These will be sorted accord-
ing to significance of contribution and availability of information
when levels of emission inventory detail and relative emission contribu-
tions are discussed.
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Table 1. AIRCRAFT OPERATING MODES2
Mode
Engine operating
time included in mode
Taxi
Idle
Land ing
Takeoff
Approach
Climb-out
Transit times between ramp and apron, apron
and runway and time required for turning and
alignment between taxiway and runway.
Push back from gate; waiting for signal to
begin taxiing; waiting at taxiway intersec-
tions; runway queuing; gate queuing.
Touchdown to beginning of taxi on taxiway.
After alignment with runway to liftoff.
3000 ft altitude to touchdown.
Liftoff to 3000 ft altitude.
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TIME OF DAY
DAY OF WEEK
MONTH
PASSENGER DEMAND VOLUME
LTD VOLUME
AIRCRAFT MIX
QUEUING
TIME IN MODE
EMISSIONS
FREIGHT DEMAND
ORIGIN-DESTINATION
REQUIREMENTS
AIRLINE
TERMINAL
LOCATION
TERMINAL-
RUNWAY
DISTANCE
SPECIAL LTO
PROCEDURES
AND PATHS
POWER
REQUIREMENTS
EMISSIONS PER
TIME IN MODE
Figure 1. Interacting factors affecting emissions production
at a municipal airport
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The major impetus to flight operations is the passenger demand volume.
Fluctuations in demand volume occur with time of day, the day of the
week, and the month. Figure 2 shows the hourly percent of the total
LTO volume for a typical airport. Airline schedules and schedule changes
reflect these fluctuations. Freight demands are shown in Figure 1 as
being secondary to passenger demands as cargo needs are usually accom-
modated on passenger flights.
Landing and takeoff cycle volume is then determined by passenger demand.
Origin-destination requirements and LTO volume determine the mix of
equipment, which in turn feeds back to LTO volume. Short, low passenger
demand trips will be made by medium and short range aircraft; longer,
high demand trips will use long range and jumbo jets. The aircraft
classes and representative aircraft within each class are listed in
Table 2.
If the LTO volume is greater than some number characteristic of the air-
port and runway in use queues will form. The EPA report, "Air Pollu-
2
tion Impact Methodology for Airports," (APTD-1470) recommends adding
extra idle time due to queuing as T = (N-30)/10 when the LTO volume
exceeds 30 per hour. T is the time queued in minutes and N is the LTO
volume. This relationship assumes the use of two parallel runways and
is empirically based on experience at Chicago's O'Hare airport. For
more nearly accurate idle mode emission calculations, similar relation-
ships should be determined for St. Louis, since in addition to LTO
volumes, queue times can depend on airport configuration and runway in
use, approach path radio aids, weather, and even the air traffic con-
troller.
The LTO volume affects queuing which affects the time spent in the idle
mode. Other "times in modes" are influenced by additional factors as
shown in Figure 1.
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PERCENTAGE OF TOTAL DAILY MOVEMENTS
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Table 2. AIRCRAFT CLASSIFICATIONS AND REPRESENTATIVE AIRCRAFT"
Aircraft class
Representative aircraft
Jumbo jet
Long-range jet
Medium-range jet
Air carrier turboprop
Business jet
General aviation
turboprop
General aviation
piston
Piston transport
Helicopter
Military turboprop
Military jet
Military piston
Boeing 747
Lockheed L-1011
McDonald Douglas DC-10
Boeing 707
McDonald Douglas DC-8
Boeing 727
Boeing 737
McDonald Douglas DC-9
Convair 580
Electra L-188
Fairchild Killer FH-227
Gates Learjet
Lockheed Jetstar
Cessna 210
Piper 32-300
Douglas DC-6
Sikorksy S-61
Vertol 107
10
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Meteorological conditions of wind direction and visibility determine
the runway in use. Generally, it will be the longest runway or the one
most nearly parallel to wind direction, although low visibility or
night flight might require the use of an instrument landing system
equipped or lighted runway which does not give the best alignment with
wind direction. The terminal location and the runway in use determine
the time spent in taxi mode before takeoff and after landing.
Time in takeoff and landing modes is affected by the component of wind
velocity parallel to the runway and by the temperature as well as type
of aircraft. Takeoff and landing times are shorter the higher the wind
speed and the lower the temperature. These times become longer as the
aircraft carries more mass to be accelerated and lifted, or decelerated
after landing.
The same factors affect climbout and approach, with potential modifica-
tions if nearby populated areas require special noise reduction pro-
cedures and flight paths. These may include techniques such as climbing
at reduced power and immediate turns away densely populated areas.
After the time spent in the different modes are determined they can be
multiplied by the modal emission rates to calculate emissions. The
emission rates depend basically on power requirements and engine type,
which are in turn related to passenger and freight volume, amount of
fuel carried for origin-destination requirements, weather, and special
LTO procedures.
Civilian Airport Flight Operations
Figure 3 is a diagram of the interacting factors involved in emission
production at a civilian airport. Weather is a dominant factor in
civilian flight operations. The level of activity falls as the weather
deteriorates, since much of the flying done is for instruction and
pleasure, and since pilot qualifications often exclude flying during
11
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WEATHER
TYPE OF USE
ORIGIN-
DESTINATION
REQUIREMENTS
TIME OF DAY
DAY OF WEEK
MONTH OF YEAR
NUMBER OF PASSENGERS
EMISSIONS PER TIME
IN MODE
EMISSIONS
Figure 3. Interacting factors affecting emissions production
at a civilian airport
12
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inclement weather. Further, the airport may not be equipped with the
radio navigation aids needed for foul weather flying.
The traffic volume also varies with time of day, day of week, and month.
It is generally heavier in the evening, on weekends, and in the summer
when private pilots have the time and weather offers more incentive to
fly.
These factors determine the air traffic volume and, to some extent,
the mix. Commercial charter and business flights are less affected by
weather than private flights. When there is a large percentage of
private flights the mix will have a greater percentage of small, single
engine aircraft.
Time in mode is affected by the same factors as at the municipal air-
port, only in this case the aircraft are at ramp or tie-down locations.
Aircraft rental, instruction, and charter companies generally have a
specific portion of the ramp area for their use which is rented from
the airport authority. These locations can be determined from a
visit to the airport.
Time in mode, and also power requirements, are further affected by the
number of passengers, especially in light, two or four-place planes
where .passenger weight is a significant fraction of aircraft weight.
Clitnbout time is reduced with fewer passengers, reducing time in this
mode, while approach time is increased because of reduced downward
weighting force.
When emission rates as functions of mode and power requirements are
known, they can be multiplied by the times in the various modes to find
emissions.
13
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Military Airport Flight Operations
These operations are influenced by the factors common to all airport
operations; however, they are not dependent on passenger demands, as
at the municipal airport, nor are they strongly affected by weather,
as for civilian flights. The level of activity is determined mainly by
training, proficiency, and defense requirements. Weather determines
the runway used and taxi times.
FACTORS AFFECTING GROUND SUPPORT VEHICLE EMISSIONS
Municipal Airport
The municipal airport has by far the most ground service vehicle opera-
tions. A listing of the types of service vehicles is given in Table
3. The extent of use of each vehicle is directly related to LTO volume
and aircraft mix. Emissions can be calculated from published data on
service times and emission rates. Emissions from service vehicle travel
around the airport can be found knowing the airport layout, the activity,
and the proper emission factors.
Civilian Airports
Service vehicles at civilian airports are almost exclusively fueling
trucks, and even these may be absent at the smaller airports. Other
support vehicles may include tractors, etc. for grass cutting and snow
removal.
Military Airport
Service vehicles at the military airport also include fueling trucks
and many of the vehicles found at municipal airports. Emissions from
these sources are dependent on flight activity.
14
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Table 3. SERVICE VEHICLES USED AT A MUNICIPAL AIRPORT2
Vehicle
1. Tractor
2. Belt loader
3. Container loader
4. Cabin service
5. Lavatory truck
6. Water truck
7. Food truck
8. Fuel truck
9. Tow tractor
10. Conditioner
11. Airstart
Transporting engine
Diesel power unit
12. Ground power unit
Transporting engine
Gasoline power unit
Diesel power unit
13. Transporter
15
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FUEL HANDLING AND STORAGE EMISSIONS
These emissions are of two types: (1) working losses, and (2) breathing
losses. The former type occurs when vapors in fuel tanks are displaced
during fueling, and when there is spillage and evaporation. The latter
type is due to diurnal temperature variations, wind speeds, and fuel
vapor pressure among other factors. It may be controlled by tank vapor
recovery systems.
Municipal Airport
By far the largest use is of jet fuel with a much smaller volume of
gasoline used for service vehicles and piston aircraft. Actual volumes
of each are a function of LTO activity, passenger volumes, and origin-
destination distances.
Civilian Airport
Here, gasoline comprises the larger volume of fuel use. Jet fuel is
available at the larger airports. Gasolines of different octane ratings
at these airports will have slightly different emission characteristics
because of volatility differences. Actual use will be determined by LTO
activity and the factors affecting it.
Military Airport
Jet fuel comprises the larger use for military airport operations. Gaso-
line is used for service vehicles.
ENGINE MAINTENANCE TESTING
The emissions from this source depend on the test cycle power settings
and times spent at each setting for the various types of engines. The
municipal and military airports will handle mostly jet engine testing,
16
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while the civilian airports will test piston engines. Emissions from
this source at the smaller civilian airports will be negligible, if not
non-existent.
17
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SECTION IV
LEVELS OF EMISSION INVENTORY DETAIL
The ideal emissions inventory would consider all the interrelating fac-
tors described in Section III. Of course, the time and economic costs
would be prohibitive. The purpose of this study is to consider altern-
ative levels of detail for making inventories on a "cost-benefit" basis,
determining the significance of emissions sources and the sensitivity of
an inventory in.return for added data collection and analysis efforts.
In this section, levels of detail are outlined with comments on efforts
and benefits.
EMISSIONS INVENTORY FROM PUBLISHED DATA
Features:
NEDS data on annual LTO volumes by airport type
and county
Uses average emission factor for LTO cycle based
on type of airport
Annual LTO activity data available from FAA
Time resolution - annual average
Spatial resolution - countywide area source
Comments:
Easily calculated from readily available data
Insufficient resolution and specificity by source.
18
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TYPE OF AIRCRAFT DETAIL
Features:
Emission factor for type of aircraft
Percent of total LTO's for type of aircraft
Emission factor for service vehicle use by
type of aircraft
' Emission factor for fuel handling and storage
by aircraft mix and total LTO's
Emission factor for maintenance testing by type
of aircraft
Data available from FAA, airport records, airline
schedules
Time resolution - by type of data collected
Spatial resolution - by source locations at airport
Comments:
1 More extensive data collection effort
Easily calculated once necessary data are known
Time resolution variable
TIME-IN-MODE DETAIL
Features:
Emission factors by mode required
Average times in mode required
Comments:
Average time in mode data available from EPA
publication "An Air Pollution Impact Methodology
for Airports - Phase I," (APTD-1470)
No additional data collection needed
Relatively little added effort over type of
aircraft detail
19
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HOURLY EMISSION ESTIMATES
Features:
LTO activity by time of day, day of week, month,
type of aircraft
Data available from airline schedules, airport
records, FAA
Comments:
Extensive effort required for data collection and
analysis over time-in-mode detail
Hourly resolution for aircraft operations, support
vehicles, fuel handling
REFINED HOURLY EMISSIONS ESTIMATES
Features:
To include meteorological effects, special LTO
procedures, aircraft loading, terminal-runway
distances, queuing
Comments:
Long-term, extensive effort required for data
collection
Computer analysis of data
Degree of refinement not initially required
RELATIVE EMISSIONS CONTRIBUTIONS BY SOURCE AT AIRPORTS
Table 4 shows the relative emissions contributions of the airport sources
at O'Hare airport in 1970. Aircraft operations account for well over
60 percent of carbon monoxide and hydrocarbon emissions, and about
90 percent of these emissions occurs during taxi and idle modes. This
indicates a good sensitivity return for improved data on time in mode
and emission rates for these modes.
20
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Table 4. PERCENT EMISSIONS CONTRIBUTION BY SOURCE AT
O'HARE AIRPCRT - 1970
Source
Aircraft
Service vehicles
Fuel handling
CO
69
31
0
HC
79
13
8
NOX
86
14
0
Particulate
96
4
0
Aircraft operations contribute 86 percent to total NO emissions,
X
indicating good leverage from improved information on the factors
involved. Most of these emissions occur during the high power
operations of takeoff and climbout.
21
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SECTION V
EMISSION ESTIMATION METHODOLOGY FOR LAMBERT FIELD
This section and the following two sections describe the hourly emission
estimation techniques. This section applies to Lambert Field, the next
one applies to Scott AFB, and Section VII describes the methodology for
the civilian airports. The three types of airports are discussed
separately, since data availability and the complexity of the required
methodology is different for each. Four emission sources are included
in the methdologies:
Aircraft flight operations
Ground service vehicles
Fuel handling and storage
Engine testing and maintenance.
EMISSIONS FROM AIRCRAFT FLIGHT OPERATIONS
To estimate hourly emissions from aircraft flight operations five
parameters must be known:
Temporal activity patterns
Spatial activity patterns
Percent volume distribution of
aircraft types
Time spent in the different
operating modes
Emission factors.
22
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The following sections discuss the availability of data for each of
these five parameters, and the use of these data in a methodology for
emission estimation.
Temporal Activity Patterns
Ideally, hourly landing and takeoff volumes and type of equipment would
be known for the best predictions of emissions. However, this informa-
tion is not compiled and estimates must be made from available data.
For Lambert Field there are three sources of data:
« Federal Aviation Administration Air Traffic Control Tower,
Mr. Jerome C. Moonier
Lambert Field, Manager's Office, Mr. Arthur K. Muchmore,
Assistant Airport Manager, Operations and Maintenance
Official Airline Guide listings for air carrier traffic
at St. Louis
The FAA maintains daily totals of traffic volumes under the classifica-
tions shown in Table 5. Local traffic has its origin and destination at
Lambert, and it mainly involves "touch and go" landing and takeoff
practice. Itinerant operations have their origin or destination at
another airport. These classifications are further divided for itinerant
traffic into air carrier, air taxi, general aviation, and military
categories. For local operations they are subdivided into civilian and
military categories. The FAA also compiles average hourly activity
totals for May and November. The November totals are presented in Table
6.
The airport manager's office receives its flight activity information
from the FAA in the form described. This office' is an alternative
source of this information.
23
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Table 5. FAA CLASSIFICATION OF DAILY AIR TRAFFIC OPERATIONS
DAY
Itinerant air traffic
AIR AIR
CARRIER TAXI
GENERAL
AVIATION MILITARY TOTAL
Local air traffic
CIVIL MILITARY TOTAL
Total air
traffic
Table 6. AVERAGE HOURLY AIR
TRAFFIC VOLUMES AT
LAMBERT FIELD, ST.
LOUIS, FOR MAY AND
NOVEMBER, 1972
Hour
0000-0100
0100-0200
0200-0300
0300-0400
0400-0500
0500-0600
0600-0700
0700-0800
0800-0900
0900- ] 000
1000-1100
1100-1200
1200-1300
1300-1400
1400-1500
1500-1600
1600-1700
1700-1800
1800-1900
1900-2000
2000-2100
2100-2200
2200-2300
2300-2400
Volume
12
11
10
3
4
5
13
36
55
64
68
66
64
66
65
57
67
64
50
43
40
26
30
13
24
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The Official Airline Guide lists flight schedules semi-monthly for the
air carriers. These listings show scheduled departure and arrival times
and type of aircraft used. Scheduled flight activity to St. Louis is
listed in one section of the Guide, while flights from St. Louis to
other cities are listed under the destination city headings.
Table 6 lists hourly totals of flight activity at Lambert Field. To
complete the temporal data, the total volumes by month and by the day of
the week for the four aircraft categories are given in Tables 7 and 8.
The itinerant and local volumes have been combined for both general
aviation and military flights in these Tables.
In order to prepare a methodology for estimating emissions, the volumes
given in Tables 6, 7, and 8 were converted to percentages totaling 100
percent for each category of aircraft. The computed percentages for
monthly, daily, and hourly air traffic are given in Tables 9, 10, and
11.
To compute the volume of traffic for category i for a given hour, day,
and month we start from the relationship:
M. , ' D. H.
V. =
.
1 (ODm) (106)
/
where i indicates the category (e.g. air carrier), A. is the annual
volume, and M., D., and H. are the percents of the annual volume for
the month, day, and hour of interest. The factor OD is the average
m
occurrence of the day of the week for the month. It equals 4.43 for
months having 31 days, 4.29 for 30 day months, and 4 for February (4.14
in a leap year). The factor of 10 converts the percentages to decimals
This relationship can be entered at any point. For example, if the
monthly total is known,
25
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Table 7. MONTHLY AIR TRAFFIC AT LAMBERT FIELD, ST. LOUIS,
FOR DECEMBER 1972 AND JANUARY - NOVEMBER 1973
Month
January
February
March
April
May
June
July
August
September
October
November
December
Category
Total
Air
carrier
16,006
14,316
15,655
13,955
12,236
12,363
15,703
16,721
15,934
16,658
11,004
15,234
175,785
Air
taxi
1,985
1,744
2,052
2,078
. 2,606
2,648
2,492
2,812
2,474
2,724
2,488
1,590
27,693
General
aviation
9,112
8,957
9,300
11,305
13,106
12,618
12,137
12,420
10,509
11,985
11,110
6,691
129,250
Military
1,008
1,013
1,071
1,363
1,576
1,293
963
1,187
1,106
1,353
878
861
13,672
Total
28,111
26,030
28,078
28,701
29,524
28,922
31,295
33,140
30,023
32,720
25,480
24,376
346,400
Table 8. AIR TRAFFIC VOLUMES BY DAY OF WEEK AT LAMBERT FIELD,
ST. LOUIS, FOR DECEMBER 1972 AND JANUARY - NOVEMBER
1973
Day
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Category
Total
Air
carrier
23,385
25,037
25,499
25,965
26,259
26,718
22,922
175,785
Air
taxi
1,907
3,229
4,801
5,115
5,040
5,280
2,321
27,693
General
aviation
15,851
15,369
18,424
20,772
21,326
20,499
17,009
129,250
Military
1,096
1,219
2,266
2,532
2,390
2,505
1,664
13,672
Total
42,239
44,854
50,990
54,384
55,015
55,002
43,916
346,400
26
-------
Table 9. PERCENT OF TOTAL ANNUAL AIR TRAFFIC
BY MONTH AT LAMBERT FIELD
Month
January
February
March
April
May
June
July
August
September
October
November
December
Air
carrier
9.11
8.14
8.91
7.94
6.96
7.03
8.93
9.51
9.06
9.48
6.26
8.67
Air
taxi
7.17
6.30
7.41
7.50
9.41
9.56
9.00
10.15
8.93
9.84
8.98
5.74
General
aviation
7.05
6.93
7.20
8.75
10.14
9.76
9.39
9.61
8.13
9.27
8.60
5.18
Military
7.37
7.41
7.83
9.97
11.53
9.46
7.04
8.68
8.09
9.90
6.42
6.30
Total
8.18
7.57
8.16
8.07
8.52
8.38
8.98
9.64
8.73
9.52
7.40
6.86
Table 10. PERCENT OF TOTAL AIR TRAFFIC BY DAY OF WEEK
FOR LAMBERT FIELD, ST. LOUIS
Day
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Air
carrier
13.30
14.24
14.51
14.77
14.94
15.20
13.04
Air
taxi
6.89
11.66
17.34
18.47
18.20
19.07
8.38
General
aviation
12.26
11.89
14.25
16.07
16.50
15.86
13.16
Military
8.02
8.92
16.57
18.52
17.48
18.32
12.17
Total
12.19
12.95
14.72
15.70
15.88
15.88
12.68
27
-------
Table 11. PERCENT OF TOTAL DAILY MOVEMENTS BY HOUR
AT LAMBERT FIELD
Hour
0000-0100
0100-0200
0200-0300
0300-0400
0400-0500
0500-0600
0600-0700
0700-0800
0800-0900
0900-1000
1000-1100
1100-1200
1200-1300
1300-1400
1400-1500
1500-1600
1600-1700
1700-1800
1800-1900
1900-2000
2000-2100
2100-2200
2200-2300
2300-2400
Air
carrier
1.15
1.00
1.00
0.26
0.42
0.42
1.36
3.67
6.02
6.81
6.97
6.86
6.71
7.12
6.60
5.92
7.23
7.18
5.97
5.40
4.71
3.04
2.88
1.31
Air
taxi
2.05
1.33
1.33
0.24
0.24
0.00
0.97
2.54
4.83
5.92
6.88
7.49
6.52
6.88
9.42
8.33
6.76
6.52
5.43
4.35
4.23
3.62
2.66
1.45
General
aviation
2.05
1.33
1.33
0.24
0.24
0.00
0.97
2.54
4.83
5.92
6.88
7.49
6.52
6.88
9.42
8.33
6.76
6.52
5.43
4.35
4.23
3.62
2.66
1.45
Military
2.05
1.33
1.33
0.24
0.24
0.00
0.97
2.54
4.83
5.92
6.88
7.49
6.52
6.88
9.42
8.33
6.76
6.52
5.43
4.35
4.23
3.62
2.66
1.45
28
-------
M. D. H.
v- = ~ Lr1
1 (ODm) (10^)
where M. is the monthly total volume of aircraft category i.
Suppose it is required to estimate the air carrier activity between
/
10 am. and 11 am. on a Wednesday in June. The arrival total A. = 175,785;
from Table 9, M. = 7.03; D. = 14.77 from Table 10, and H. = 6.97 from
Table 11. Hence
v = (175,785) (7.03) (14.77) (6.97)
1 (4.29) (106)
= 30 air carrier movements (takeoff plus landing).
This method assumes equal numbers of landings and takeoffs, and also
that the distribution of activity by month, day of the week, and hour
remains constant from year to year. The exact landing and takeoff
split by hour for air carriers can be extracted from the Official Airline
Guide. This has been done for "average" day, and the results are shown
in Table 12. For other categories it is assumed that half the movements
are takeoffs and half are landings.
The relationship for calculating hourly volumes can be entered at any
point for which a volume is known. The actual volume for the year,
month, or day of interest can be used when making an emission inventory
retrospectively. These data are available from the FAA Air Traffic
Control Tower at Lambert.
The percent volumes presented in Tables 9, 10 and 11 are for December
1972 and January-November 1973. In future years the latest figures
could be used to revise these tables either by replacement, or by
averaging. The former revision of replacement may become especially
29
-------
Table 12. PERCENT OF DEPARTURES AND ARRIVALS FOR
AIR CARRIER TRAFFIC BY HOUR OF THE DAY4
Hour
0000-0100
0100-0200
0200-0300
0300-0400
0400-0500
0500-0600
0600-0700
0700-0800
0800-0900
0900-1000
1000-1100
1100-1200
1200-1300
1300-1400
1400-1500
1500-1600
1600-1700
1700-1800
1800-1900
1900-2000
2000-2100
2100-2200
2200-2300
2300-2400
Departures
(%)
25.00
66.67
100.00
0
0
100.00
33.33
58.33
52.94
37.84
60.53
40.63
43.59
32.26
62.86
32.00
42.11
50.00
40.63
51.43
41.67
15.38
20.00
57.14
Arrivals
(%)
75.00
33.33
0
100.00
0
0
66.67
41.67
47.06
62.16
39.47
59.37
56.41
67.74
37.14
68.00
57.89
50.00
59.37
48.57
58.33
84.62
80.00
42.86
30
-------
important if economic or other factors change the distribution as well
as the total volume of air traffic.
Spatial Patterns of Aircraft Flight Activity
Aircraft flight activity consists of the six modes described in Table 1.
These modes occur at different locations on the airport, and the emis-
sions estimates must reflect this spatial variation. Lambert Field lies
in eight grid elements of 1 kilometer squared according to the grid
network designed for RAPS. Table 13 displays the grid numbers, the grid
coordinates, and the aircraft operations in each grid according to the
runway being used. Figure 4 shows the grids overlaid on the airport.
No grids are listed for climbout or approach; these are listed later
with times in mode. Lambert Field requests that aircraft maintain a
constant heading away from or towards the runway when flying below 1500
feet. The approach glide path is about 2.5 or 3 degrees, so an approach
heading is maintained within a distance of about 5 miles from the air-
port. The FAA indicates good compliance with this request. Above 1500
feet the aircraft may fly in any direction.
As an example, consider the emissions from the hourly volume of 30 air
carrier movements. For the 1000-1100 hour, approximately 60 percent of
these aircraft are departing. Generally these aircraft will move from
the terminal area to the runway by the most direct taxiway when depart-
ing, and they will move from the runway to the terminal area by the
shortest taxi distance after landing. In this example, it is assumed
that runway 30L is the active runway. Referring to Figure 4, two thirds
of the terminal area, or ramp, is in grid 523, while the other third is
in grid 492. Aircraft will taxi out to take off in grids 492, 523, and
559, and take off in grids 560, 523, and 559. (See Table 13.) Of the
18 aircraft taking off, 12 will have idle mode emissions in grid 523,
and 6 will emit during idle in grid 492. The simplest method of dis-
tributing the taxi and takeoff emissions would be to divide them equally
31
-------
Table 13. OPERATING MODES FOR EACH GRID BY ACTIVE RUNWAY AT LAMBERT FIELD, ST. LOUIS
Runway
SOL
3 OR
12R
12L
35
17
Grid
560
559
523
493
492
452
560
524
523
493
492
452
560
523
493
492
452
560
524
523
493
492
524
523
493
524
523
493
X-Coord
4291
4290
4291
4292
4291
4292
4292
Y-Coord
730
730
729
728
728
727
729
Size
1
1
1
1
1
1
1
1
1
1
1
1
Idle
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Taxi
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Takeoff
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Climbout
s
Approach
Landing
X
X
X
X
X
X
X
X
X
X
X
X tf
k
X
X
X
X
X
X
X
Taxi
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
-------
Table 13 (continued). OPERATING MODES FOR EACH GRID BY ACTIVE RUNWAY AT LAMBERT FIELD,
/ ST. LOUIS
Runway
6
24
Grid
524
523
493
492
452
451
524
523
493
492
451
X-Coord
4291
Y-Coord
727
Size
Idle
X
X
X
X
X
X
X
Taxi
X
X
X
X
X
X
X
X
X
Takeoff
X
X
X
X
X
Climbout
Approach
Land ing
X
X
X
X
X
Taxi
X
X
X
X
X
X
OJ
t-O
-------
ELEVATION -3'89 ' MSL
REVISED-3/32/72/68
REFLECTOR
30OO FROM
END
#559
Figure 4. Lambert - St. Louis International Airport
-------
among the grids involved. A more rafined yet still simple method would
be weight them according to the percent of the total taxi or takeoff
time spent in each grid. This method is described here.
Table 14 shows the times in mode in each grid for air carriers taxiing
to and taking off from runway 30L. To calculate emissions for each
grid, the idle emissions are added to grids 492 and 523 for the six and
12 aircraft, respectively, the taxi emissions are distributed by the
times in Table 14 for the six aircraft starting from grid 492 and the
12 starting from 523, and the takeoff emissions from all 18 aircraft are
distributed in the grids containing runway 30L. This same method is
used for landing and taxiing to the terminal area and for other runways
and ramp destinations. Tables 15 through 21 list the times in mode by
grid and by mode for the aircraft categories using the remaining runways.
A complicating factor is the queuing of aircraft waiting to take off
during periods of heavy volume. The EPA report APTD-1470 recommends
adding extra idle time due to queuing as T = (N-30)/10 when the landing
and takeoff volume exceeds 30 per hour. T is the time queued (minutes)
and N is the LTO volume. This relationship is based on data from
Chicago's O'Hare airport and assumes the use of two parallel runways.
Observation at Lambert Field indicate, however, that no extensive queuing
occurs ever during periods of heaviest volume.
Emission Rates
Most emission rate data for aircraft have been gathered by the Cornell
Aeronautical Laboratory. These are compiled in the report "Analysis of
Aircraft Exhaust Emission Measurements," (PB-204-879) and summarized in
3
the EPA report "Compilation of Air Pollutant Emission Factors," (AP-42).
Emission rates for SCL are not given, possibly because of variation with
fuel sulfur content, but they can be estimated by the product of the
fuel use rate and the percent of sulfur in the fuel.
35
-------
Table 14. TIMES IN MODE BY GRID BY MODE FOR AIR TRAFFIC USING RUNWAY 30L
(seconds)
Grid
2187
683
654
653
616
589
588
560
559
524
523
522
493
492
452
451
389
Air carrier
Idle
0
0
0
0
0
0
0
20
45
0
540
0
0
520
0
0
0
Taxi
0
0
0
0
0
0
0
0
15
0
130
0
0
230
0
0
0
Take-
off
0
0
0
0
0
0
0
10
2
0
30
0
0
0
0
0
0
Land-
ing
0
0
0
0
0
0
0
0
0
0
20
0
0
15
0
0
0
Climb-
out
35
0
0
0
0
0
0
0
0
0
3
0
15
5
15
0
35
Approach
0
26
26
26
26
26
26
3
7
0
0
0
0
0
0
0
0
Military
Idle
0
0
0
-0
0
0
0
0
130
0
150
0
0
200
0
0
0
Taxi
0
0
0
0
0
0
0
0
30
0
120
0
0
150
0
0
0
Take-
off
0
0
0
0
0
0
0
10
0
0
14
0
0
0
0
0
0
Land-
ing
0
0
0
o
0
0
0
4
0
0
20
0
0
0
0
0
0
Climb -
out
10
0
0
0
0
0
0
0
0
0
0
0
8
0
2
0
10
Approach
0
15
15
15
15
15
15
2
4
0
0
0
0
0
0
0
0
-------
Table 15. TIMES IN MODE BY GRID BY MODE FOR AIR TRAFFIC USING RUNWAY 12R
(seconds)
Grid
2187
683
654
653
616
589
588
560
559
524
523
522
493
492
452
451
389
Air carrier
Idle
0
0
0
0
0
0
0
0
0
0
524
0
15
520
45
0
0
Taxi
0
0
0
0
0
0
0
0
0
0
210
0
45
110
15
0
0
Take-
off
0
0
0
0
0
0
0
0
0
0
2
0
20
10
10
0
0
Land-
ing
0
0
0
0
0
0
0
0
0
0
10
0
5
20
0
0
0
Climb-
out
0
13
13
13
13
13
13
4
10
0
15
0
0
0
0
0
0
Approach
68
0
0
0
0
0
0
0
0
0
0
0
5
0
5
0
68
Military
Idle
0
0
0
0
0
0
0
0
0
0
0
0
60
420
0
0
0
Taxi
0
0
0
0
0
0
0
0
0
0
40
0
70
50
0
0
0
Take-
off
0
0
0
0
0
0
0
0
0
0
8
0
8
8
0
0
0
Land-
ing
0
0
0
0
0
0
0
0
0
0
8
0
8
8
0
0
0
Climb-
out
0
0
6
0
6
6
0
2
4
0
6
0
0
0
0
0
0
Approach
45
0
0
0
0
0
0
0
0
0
0
0
0
0
6
0
45
-------
Table 16. TIMES IN MODE BY GRID BY MODE FOR AIR TRAFFIC USING RUNWAY 30R
(seconds)
Air taxi
Grid
560
559
524
523
522
493
492
452
451
Idle
150
0
0
0
0
600
0
0
0
Taxi
0
0
80
80
0
320
0
0
0
Take-
off
0
0
13
20
0
0
0
0
0
Land-
ing
15
0
0
18
0
0
0
0
0
Climb-
out
0
0
0
0
0
200
0
25
0
Approach
273
0
0
0
0
0
0
0
0
General aviation
Idle
100
0
0
0
0
500
0
0
0
Taxi
0
0
80
80
0
320
0
0
0
Take-
off
0
0
8
20
0
0
0
0
0
Land-
ing
9
0
0
18
0
0
0
0
0
Climb-
out
0
0
0
0
0
250
0
50
0
Approach
360
0
0
0
0
0
0
0
0
OJ
00
Table 17. TIMES IN MODE BY GRID BY MODE FOR AIR TRAFFIC USING RUNWAY 12L
(seconds)
Air taxi
Grid
560
559
524
523
522
493
492
452
451
Idle
0
0
0
0
0
750
0
0
0
Taxi
0
0
90
90
0
300
0
0
0
Take-
off
0
0
17
16
0
0
0
0
0
Land-
ing
0
0
17
16
0
0
0
0
0
Climb-
out
225
0
0
0
0
0
0
0
0
Approach
0
0
0
0
0
123
0
150
0
General aviation
Idle
0
0
0
0
0
600
0
0
0
Taxi
0
0
90
90
0
300
0
0
0
Take-
off
0
0
10
8
0
0
0
0
0
Land-
ing
0
0
9
9
0
0
0
0
0
Climb-
out
300
0
0
0
0
0
0
0
0
Approach
0
0
0
0
0
160
0
200
0
-------
Table 18. TIMES IN MODE BY GRID BY MODE FOR AIR TRAFFIC USING RUNWAY 35
(seconds)
Air taxi
Grid
560
559
524
523
522
493
492
452
451
Idle
0
0
0
250
0
500
0
0
0
Taxi
0
0
160
160
44
300
0
0
0
Take-
off
0
0
0
33
0
0
0
0
0
Land-
ing
0
0
0
33
0
0
0
0
0
Climb-
out
0
0
225
0
0
0
0
0
0
Approach
0
0
0
0
273
0
0
0
0
General aviation
Idle
0
0
0
50
0
450
0
0
0
Taxi
0
0
160
160
44
300
0
0
0
Take-
off
0
0
0
18
0
0
0
0
0
Land-
ing
0
0
0
18
0
0
0
0
0
Climb-
out
0
0
300
0
0
0
0
0
0
Approach
0
0
0
0
360
0
0
0
0
Table 19. TIMES IN MODE BY GRID BY MODE FOR AIR TRAFFIC USING RUNWAY 17
(seconds)
Air taxi
Grid
560
559
524
523
522
493
492
452
451
Idle
0
0
250
0
0
500
0
0
0
Taxi
0
0
100
100
0
380
0
0
0
Take-
off
0
0
30
3
0
0
0
0
0
Land-
ing
0
0
30
3
0
0
0
0
0
Climb-
out
0
0
0
40
185
0
0
0
0
Approach
0
0
273
0
0
0
0
0
0
General aviation
Idle
0
0
50
0
0
450
0
0
0
Taxi
0
0
100
100
0
380
0
0
0
Take-
off
0
0
15
0
0
0
0
0
0
Land-
ing
0
0
15
0
0
0
0
0
0
Climb-
out
0
0
0
50
250
0
0
0
0
Approach
0
0
360
0
0
0
0
0
0
-------
Table 20. TIMES IN MODE BY GRID BY MODE FOR AIR TRAFFIC USING RUNWAY 6
(seconds)
Air taxi
Grid
560
559
524
523
522
493
492
452
451
Idle
0
0
0
0
0
300
0
300
150
Taxi
0
0
0
0
0
290
10
10
10
Take-
off
0
0
0
0
0
13
10
0
10
.Land-
ing
0
0
0
0
0
11
11
0
11
Climb-
out
0
0
125
0
0
100
0
0
0
Approach
0
0
0
0
0
0
0
0
273
General aviation
Idle
0
0
0
0
0
250
0
250
100
Taxi
0
0
0'
0
0
290
10
10
10
Take-
off
0
0
0
0
0
8
5
0
5
- Land-
ing
0
0
0
0
0
6
6
0
6
Climb-
out
0
0
175
0
0
125
0
0
0
Approach
0
0
0
0
0
0
0
0
360
Military
Idle
0
0
0
0
0
0
400
0
80
Taxi
0
0
50
0
0
0
200
0
50
Take-
off
0
0
0
0
0
20
2
0
2
Land-
ing
0
0
0
0
0
20
2
0
2
Climb-
out
0
0
25
0
0
5
0
0
0
Approach
0
0
0
0
0
0
0
0
96
Table 21. TIMES IN MODE BY GRID BY MODE FOR AIR TRAFFIC USING RUNWAY 24
(seconds)
Air taxi
Grid
560
559
524
523
522
493
492
452
451
Idle
0
0
150
0
0
300
0
0
300
Taxi
0
0
150
0
0
230
0
0
0
Take-
off
0
0
23
0
0
10
0
0
0
Land-
ing
0
0
23
0
0
10
0
0
0
Climb-
out
0
0
0
0
0
40
0
0
185
Approach
0
0
273
0
0
0
0
0
0
General aviation
Idle
0
0
100
0
0
250
0
0
250
1
Taxi
0
0
150
0
0
230
0
0
0
Take-
off
0
0
12
0
0
6
0
0
0
Land-
ing
0
0
12
0
0
6
0
0
0
Climb-
out
0
0
0
0
0
40
0
0
260
Approach
0
0
360
0
0
0
0
0
0
Military
Idle
0
0
80
0
0
0
400
0
0
Taxi
0
0
120
100
0
0
100
0
0
Take-
off
0
0
24
0
0
0
0
0
0
Land-
ing
0
0
24
0
0
0
0
0
0
Climb-
out
0
0
0
0
0
5
0
0
25
Approach
0
0
96
0
0
0
0
0
0
-------
Table 22 lists the air carrier aircraft and engines used at Lambert
Field as compiled from the Official Airline Guide. The numbers of each
type of engine were used to weight the emission factors for each to
prepare a single, composite set of weighted emission factors for air
carriers. The emission factors for each engine type and the weighted
factors are presented in Table 23.
Table 22. AIRCRAFT AND ENGINE VOLUMES FOR LAMBERT FIELD, ST. LOUIS
Aircraft
DC 9
727
707
CVS
320
880
DC 10
737
BAClll
TOTAL
Engine type
Number
110
76
24
25
2
2
3
5 '
5
252
JT3D
96
96
JT4A
8
,
8
JT8D
220
228
10
458
CJ805
8
8
JT9D
9
9
T56-A7
50
50
RRMK511
10
10
Composite emission factors were also prepared for the other three air-
craft categories. For air taxi the weighting factors are 100 T56-A7
engines and 20 RRMK511 engines. General aviation was given an equal
distribution of 0-320, 0-360, and 0-200 engines. Military aircraft were
half J79 and half J57 engines. The composite emission factors by pol-
lutant and by mode are listed in Table 24. The S09 emission factors
presented in this report are for an assumed 0.05 percent sulfur content
fuel.3
41
-------
Table 23. EMISSION FACTORS BY ENGINE TYPE AND MODE FOR AIR CARRIERS
(kg/hr)
Mode
Idle
Taxi
Takeoff
Landing
Climbout
Approach
Pollutant
CO
HC
NOx
S02
Particulate
CO
HC
NOX
S02
Particulate
CO
UP
NO*
S02
Particulate
CO
HC
NOX
S02
Particulate
CO
HC '
NCx
S02
Particulate
CO
HC
NOx
S02
Particulate
JT3D
49.4
44.7
0.649
0.396
0.20
49.4
44.7
0.649
0.396
0.2
5.6
Oil
67.1
4.915
3.7
33.9
27.9
18.1
0.662
1.6
6.94
2.23
43.6
4.062
3.9
18.0
3.56
9.89
1.877
3.6
JT4A
28.5
29.4
1.23
0.631
0.54
28.5
29.4
1.23
0.631
0.54
8.53
0 ^06
107.0
7.051
95
21.1
18.0
29.0
0.545
3.0
8.30
0.576
70.3
5.939
9.1
11.9
1.74
16.3
2.724
2.7
JT8D
15.2
3.71
1.32
0.435
0.16
15.2
3.7
1.32
0.435
0.16
3.40
n ^^^
89.8
3.971
1.7
11.3
2.4
24.6
0.248
0.61
4.03
0.418
59.4
3.328
1.2
8.26
0.794
14.0
1.546
0.68
CJ805
28.9
12.4
0.712
0.454
0.59
28.9
12.4
0.712
0.454
0.59
13.2
A O crO
50.3
4.518
6.8
23.6
7.7
13.8
0.275
2.4
13.1
0.264
33.6
3.760
6.8
19.4
1.10
8.07
1.713
2.3
JT9D
46.3
12.4
2.75
0.788
1.0
46.3
12.4
2.75
0.788
1.0
3.76
1 *}A.
327
7.735
1.7
31.1
8.0
84.1
0.379
1.2
5.31
1.20
208
6.494
1.8
14.8
1.36
24.5
2.361
1.0
T56-A7
6.94
2.93
0.98
0.249
0.73
6.94
2.93
0.98
0.249
0.73
0.975
n i QS
10.40
1.943
1.7
4.66
1.84
3.649
0.076
1.07
1.37
0.216
9.62
0.865
1.4
1.66
0.235
3.53 '
0.478
1.4
RRMK511
27.3
30.0
0.385
0.300
0.077
27.3
30.0
0.385
0.300
0.077
6.44
69.4
3.459
7.3
20.76
18.31
19.10
0.222
1.91
6.94
0.110
52.2
2.883
4.5
17.7
1.91
13.8
1.384
0.68
Weighted
factors
20.66
10.77
1.19
0.42
0.23
20.66
10.77
1.19
0.42
0.23
3.78
n £-1
82,92
3.97
2.25
14.88
6.78
22.66
0.30
0.88
4.49
0.68
54.13
3.32
1.85
9.63
1.21
12.66
1.54
1.23
-p-
N>
-------
Table 24. COMPOSITE EMISSION FACTORS FOR AIR TAXI, GENERAL AVIATION,
AND MILITARY AIRCRAFT AT LAMBERT FIELD
(kg/hr)
Mode
Idle
Taxi
Takeoff
Landing
Climbout
Approach
Pollutant
HC
CO
Ncx
S02
Particulate
HC
CO
NOX
S02
Particulate
HC
CO
N0x
S02
Particulate
HC
CO
N0x
S02
Particulate
HC
CO
NOX
so2
Particulate
HC
CO
NO*
S02
Particulate
Air
taxi
7.442
10.333
0.881
0.258
0.621
7.442
10.333
0.881
0.258
0.621
0.195
1.886
20.233
2.196
2.633
4.585
7.343
6.224
0.100
1.210
0.198
2.298
16.717
1.201
1.917
0.514
4.333
5.242
0.629
1.280
General
aviation
0.428
4.779
0.006
0.005
0.0
0.428
4.779
0.006
0.005
0.0
0.642
32.923
0.143
0.031
0.0
0.451
12.764
0.044
0.012
0.0
0.488
28.393
0.157
0.027
0.0
0.249
12.471
0.037
0.012
0.0
Military
24.0
36.0
1.5
0.509
10.0
24.0
36.0
1.5
0.509
10.0
3.5
224.0
56.0
8.916
73.5
24.0
36.0
1.5
0.509
10.0
1.5
6.0
42.5
3.898
48.0
1.5
7.5
30.5
3.548
54.5
43
-------
GROUND SERVICE VEHICLE OPERATIONS
The activity of ground service vehicles and the vehicles used depend
on the type of aircraft being serviced. For Lambert Field, a composite
time for servicing was computed for each of the various types of ve-
hicles for the air carrier equipment mix. Table 25 presents a summary
of ground service vehicle usage and times for the different types of
aircraft.^ The composite service time was computed using the aircraft
volumes that were also used to compute composite emission factors.
Table 26 lists the fuel consumption rates, while Table 27 gives the
o
emission factors for each. Emission factors for S0« can be computed
from Table 27 and the sulfur content of the fuel. The hourly emissions
from ground service vehicles are found by multiplying the times in
Table 25, the consumption rates in Table 26, and the emission factors
in Table 27 by half the hourly volume computed for aircraft activity.
FUEL HANDLING AND STORAGE
The Allied Aviation Fueling Company of St. Louis, Inc., is the major
supplier of fuel at Lambert. The fuel is stored on a hill outside the
airport boundary and is piped underground to the ramp area of the air-
line terminal. The majority of aircraft fueling is done directly from
outlets on the ramp, although fueling trucks are used at a few locations.
The fuel storage tanks are equipped with vapor recovery systems and the
cartridges are serviced regularly. Any fuel spillage during fueling is
promptly washed away.
Approximately 12 million gallons of fuel are pumped per month £ The
working loss of hydrocarbons varies with temperature, and Table 28
lists the 94 year average high, medium, and low temperatures for each
month as compiled in the Climatic Atlas of the U. S. The average low
44
-------
Table 25. SERVICE TIMES OF AIRCRAFT GROUND SERVICE VEHICLES
^~~"\^^ Aircraft
Vehicle ^"^-^^^
1. Tractor
2. Belt Loader
3. Container Loader
4. Cabin Service
5. Lavatory Truck
6. Water Truck
7. Food Truck
8. Fuel Truck
9. Tow Tractor
10. Conditioner
11. Airstart
Transporting
Engine
Diesel
Power Unit
Time in vehicle-minutes
DC- 10
148
40
80
25
18
10
20
45
10
0
0
0
B-707
66
37
12
12
15
0
20
37
10
30
10
8
B-727
66
28
6
12
15
0
17
20
10
0
0
0
DC- 9
48
15
0
0
15
10
17
15
5
0
0
0
B-737
85
30
0
15
15
0
20
15
5
0
0
0
C-880
40
40
0
0
20
0
20
20
15
0
15
11
F-227
55
0
0
0
10
10
10
10
5
0
0
0
C-580
50
25
0
0
10
10
10
20
5
0
0
0
Composite
times
56
23
3
5
15
5
17
19
8
3
2
2
-p-
Ul
-------
Table 25 (continued). SERVICE TIMES OF AIRCRAFT GROUND SERVICE VEHICLES
"-^^^ Aircraft
~^^^
Vehicle "^-^^^
12. Ground Power Unit
Transporting
Engine
Gasoline
Power Unit
Diesel
Power Unit
13. Transporter
14. Auxiliary
Power Unit
Time in vehicle-minutes
DC- 10
0
0
0
0
Yes
B-707
9
4
4
10
No
B-727
0
0
0
3
Yes
DC- 9
0
0
0
0
Yes
B-737
0
0
Q
0
Yes
C-880
35
15
15
0
No
F-227
-
0
0
0
0
No
C-580
0
0
0
0
No
Composite
times
4
2
2
2
30
-------
Table 26. GROUND SERVICE VEHICLE FUEL CONSUMPTION RATES
Vehicle
Rate of fuel consumption
(gal/hr)
1. Tractor
2. Belt Loader
3. Container Loader
4. Cabin Service
5. Lavatory Truck
6. Water Truck
7. Food Truck
8. Fuel Truck
9. Tow Tractor
10. Conditioner
11. Airstart
Transporting Engine
Diesel Power Unit
12. Ground Power Unit
Transporting Engine
Gasoline Power Unit
Diesel Power Unit
13. Transporter
14. Auxiliary Power Unit
1.80
0.70
1.75
1.50*
1.50£
1.50<
2.00
1.70*
2.35
1.75£
1.40
8.20
2.00
5.00
7.10
1.50
7.10
a
Estimated values
47
-------
Table 27. GROUND SERVICE VEHICLE EMISSION FACTORS
Vehicle
Gasoline Engines
Diesel Engines
Pollutant emissions
(grams/gal)
CO
999.0
147.6
BC
223.2
29.5
NOX
57.0
154.4
Particulates
1.8
11.4
Table 28. NINETY-FOUR YEAR AVERAGE HIGH, MEDIUM, AND
LOW TEMPERATURES FOR ST. LOUIS
Month
January
February
March
April
May
June
July
August
September
October
November
December
High
40
44
53
66
75
85
89
87
81
70
59
43
Medium
32
35
43
55
64
74
78
77
70
59
49
35
Low
23
25
32
44
53
63
67
66
58
47
35
27
48
-------
temperature is used for the 8 p.m. to 8 a.m. period, the average medium
is used for 8 a.m. to 1 p.ra. and 3 p.m. to 8 p.m., and the average high
is used for 1 p.m. to 3 p.m.
The hydrocarbon emission factors are calculated by using the method from
the American Petroleum Institute publication API 2513.8 Table 29 lists
the working loss factors computed for each month for each time period.
The gallons of fuel pumped.in any hour are computed by the same method
used for aircraft volumes. Hence,
where G is gallons/month (12 million) and the factor of 1/2 assumes an
m
even distribution of landings and takeoffs. The mass emissions are then
calculated by multiplying G, by the emission factor appropriate to the
hour of the day (Table 29), and then multiplying the result by the volume
to mass factor of 2.8 kg/gal. These emissions are restricted to grids
492 (one third) and 523 (two thirds).
ENGINE TESTING AND MAINTENANCE
Engine testing and maintenance is done by McDonnell Douglas in associa-
tion with their manufacturing facilities at Lambert. The details of
their testing and maintenance are classified, since their production
consists of military aircraft. Their production rate is "about" two
aircraft per day, and hence this emission source will be excluded from
the inventory
49
-------
Table 29. WORKING LOSS FACTORS FOR THE THREE TIME PERIODS
FOR EACH MONTH
Month
January
February
March
April
May
June
July
August
September
October
November
December
Working loss (gallons/1000 gallons throughput)
0800-1300
1500-2000
0.87
0.94
1.12
1.42
1.61
2.10
2.17
2.16
1.92
1.52
1.17
0.94
1300-1500
1.03
1.17
1.38
1.65
2.11
2.58
2.76
2.64
2.37
1.92
1.41
1.12
2000-0800
0.71
0.72
0.87
1.17
1.38
1.60
1.81
1.80
1.51
1.20
0.94
0.78
50
-------
SECTION VI
SCOTT AIR FORCE BASE
Scott Air Force Base is an Air Medical and Airlift Wing of the Military
Airlift Command. The air traffic is light; it averages approximately
40 flights per day.
AIRCRAFT FLIGHT ACTIVITY
9
The five months of data available from Scott were not sufficient to
determine the percent of traffic by month. Therefore, a monthly mean
and standard deviation was calculated from the five months of data.
This is used with the day of week and hour of the day percentages to
find the hourly traffic. Since the flights are predominantly by
military aircraft, the categories of jet and piston aircraft are used.
Table 30 lists the monthly volumes and the five month means and stan-
dard deviations for the two categories.
Table 30. FIVE-MONTH AIR TRAFFIC VOLUMES, MEANS,
AND STANDARD DEVIATIONS AT SCOTT AFB,
1973 - 1974
Month
Sept.
Oct.
Nov.
Dec.
Jan.
Mean
Standard Deviation
Jet
1208
1088
788
461
617
832
313
Piston
451
470
400
281
285
379
87
Total
1659
1558
1188
742
912
1212
397
51
-------
Percentages by the day of the week are given in Table 31. Percentages
by the hour of the day were obtained from percentages for 6-hour
periods beginning at 0400. Thus, all hours within a 6-hour block are
given the same percent of total daily traffic. These are shown in
Table 32.
Table 31. PERCENT OF AIR TRAFFIC BY DAY
OF WEEK AT SCOTT AFB
Day .
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Jet
13.61
13.86
12.29
15.16
14.58
15.75
14.75
Piston
15.97
13.86
12.50
12.08
15.93
14.11
15.54
Scott Field lies in four grid elements as shown in Figure 5. There are
only two runways at Scott, runways 13 and 31 (Figure 5). Hence the
grid elements used for the different modes are easily defined, and
these are implicit in Tables 33 and 34 which give the time in the
various modes for each grid by runway and type of aircraft.
EMISSION FACTORS
Jet flights at Scott AFB are predominantly by C-9 and C-141 aircraft.^
The C-9 has two JT8D engines, while the C-141 has four TF-33 engines.10
The ratio of activity of the C-9 to C-141 is about 3.75 to 1.0, so the
weighting by engine type is about 1.87 (JT8D) to 1.0 (TF-33). Composite
emission factors based on these engines were calculated, and these are
given in Table 35.
52
-------
Table 32. PERCENT OF AIR TRAFFIC BY HOUR
AT SCOTT Ai'B.
Hour
0000-0100
0100-0200
0200-0300
0300-0400
0400-0500
0500-0600
0600-0700
0700-0800
0800-0900
0900-1000
1000-1100
1100-1200
1200-1300
1300-1400
1400-1500
1500-1600
1600-1700
1700-1800
1800-1900
1900-2000
2000-2100
2100-2200
2200-2300
2300-2400
Jet
5,367
5.367
5.367
5.367
0.841
0.841
0.841
0.841
0.841
0.841
4.054
4.054
4.054
4.054
4.054
4.054
6.404
6.404
6.404
6.404
6.404
6.404
5.367
5.367
Piston
5.226
5.226
5.226
5.226
0.298
0.298
0.298
0.298
0.298
0.298
3.799
3.799
3.799
3.799
3.799
3.799
7.344
7.344
7.344
7.344
7.344
7.344
5.226
5.226
53
-------
Figure 5. Runway layout and grid element overlay for Scott AFB
54
-------
Table 33. TIME IN MODE BY GRID AND MODE FOR AIR-
CRAFT USING RUNWAY 13, SCOTT AFB
(seconds)
Mode
Idle
Taxi
Takeoff
Landing
Climbout
Approach
2388
Jet
0
0
0
0
0
110
Piston
0
0
0
0
0
100
1637
Jet
20
40
0
0
108
0
Piston
0
50
0
0
300
0
1621
Jet
40
50
20
15
0
56
Piston
80
50
16
16
0
176
1620
Jet
420
510
22
20
0
0
Piston
720
600
20
20
0
0
Table 34. TIME IN MODE BY GRID AND MODE FOR AIR-
CRAFT USING RUM-JAY 31, SCOTT AFB
(seconds)
Mode
Idle
Taxi
Takeoff
Landing
Climbout
Approach
2388
Jet
0
0
0
0
70
0
Piston
0
0
0
0
200
0
1637
Jet
40
20
10
5
0
166
Piston
80
50
16
10
0
276
1621
Jet
20
20
0
0
30
0
Piston
0
50
20
26
100
0
1620
Jet
420
800
32
30
8
0
Piston
720
700
0
0
0
0
55
-------
Table 35. EMISSION FACTORS FOR SCOTT AFB
(kg/hr)
Mode
Idle
Taxi
Takeoff
Landing
Climb out
Approach
Pollutant
CO
HC
NOX
SO 2
Particulate
CO
HC
NOX
S02
Particulate
CO
HC
NOX
S02
Particulate
CO
HC
NOX
S02
Particulate
CO
HC
NOX
S02
Particulate
CO
HC
NOX
S02
Particulate
Jet
31.70
22.51
1.17
0.470
1.60
31.70
22.51
1.17
0.470
1.60
3.18
0.60
77.09
3.949
20.16
21.56
15.38
21.29
0.695
7.26
4.07
0.71
50.91
3.388
18.19
10.95
10.96
12.96
1.600
9.15 .
Piston
59.00
10.30
0.08
0.07
NA
64.50
13.20
0.06
0.07
NA
417.70
9.23
2.15
0.40.
NA
160.62
8.96
0.67
0.16^
NA
305.80
5.43
1.85
0.30<
NA
156.10
3.50
0.64
0.15:
NA
56
-------
Piston aircraft flights are largely by T-29, C-118, and C-131 aircraft,
all of which use Pratt Whitney R-2800 engines. Emission factors for
piston aircraft flights are also listed in Table 35.
GROUND SERVICE VEHICLE OPERATIONS
There are eight petroleum, oil, and lubricants trucks, or POL trucks
used to service aircraft at Scott Field. These run an average of 3
hours 25 minutes each per
grid element number 1620.
9
hours 25 minutes each per .day, or a total of 27 hours 20 minutes in
In addition to the POL trucks, the fleet service vehicles listed in
Table 36 are used. Their combined use accounts for approximately 15
9
gallons of fuel per day. Emission factors for these vehicles are
given in the previous Table 27. The hourly emissions are computed by
distributing the daily emissions according to the average hourly per-
cent of daily activity for piston and jet aircraft.
Table 36. GROUND SERVICE VEHICLES
USED AT SCOTT AFB
Service vehicle
Fork lift
Water truck
Multi-stop
High lift
Lavatory truck
Warehouse tug
Step van
Number
2
1
2
1
2
2
2
Emissions from the POL trucks are found using the fuel consumption
rate for fuel trucks given in Table 26 (1.70 gallons/hour) and the
emission factors from Table 27. These total emissions are also
57
-------
distributed by the hourly percent of daily activity to find the
emissions for a particular hour.
FUEL HANDLING AND STORAGE
The volume of fuel stored at Scott: AFB is classified. The average use
is 724,000 gallons of jet fuel and 82,000 gallons of avgas per month.
Hourly volumes of fuel pumped can be calculated using the day of week
and hour of day percentages used to find activity. The emissions are
then calculated using the factors given in Table 29 for jet fuel and a
factor of 5 kg/1000 gallons pumped for avgas.
ENGINE TESTING AND MAINTENANCE
Engine testing and maintenance activity does not follow a prescribed
schedule and hence cannot be accurately accounted for on an hourly
basis. Emissions could be computed as an average value for each hour,
but the number of engine runups is so small (about 14 per week) that
the emissions would be lost on an hourly basis.
58
-------
SECTION VII
CIVILIAN AIRPORTS
INTRODUCTION
Civilian airports can be divided into those with control towers and those
without. This division also applies to the degree of data availability,
and to the volume and type of traffic. Two civilian airports in the
St. Louis AQCR, Spirit of St. Louis and Civic Memorial, have control towers;
the remainder do not.
FLIGHT ACTIVITY
More extensive data are available for Civic Memorial Airport from the FAA
control tower. These data have been reduced in the same manner as those
for Lambert Field. Table 37 gives the monthly percentages of annual traf-
fic, Table 38 gives the percentages by the day of the week, and the per-
centages by the hour of the day are listed in Table 39. These data are
used to compute hourly traffic by the same method described for Lambert
Field.
Uncontrolled airports do not record air traffic volumes. However, FAA
Forms 5010-1 list estimated annual volumes which can be used with the dis-
tribution of traffic found at Civic Memorial. Table 40 presents the annual
volumes from FAA Forms 5010-1. Two exceptions are Civic Memorial and Spirit
of St. Louis for which the volumes were obtained from control tower records.
59
-------
Table 37. PERCENT OF AIR
TRAFFIC BY MONTH AT
CIVIC MEMORIAL
AIRPORT
Month
January
February
March
April
May
June
July
August
September
October
November
December
Monthly percent
7.86
7.95
6.98
9.26
9.48
8.88
8.44
9.90
7.78
9.48
8.49
5.50
Table 38.
PERCENT OF AIR
TRAFFIC BY DAY
OF WEEK AT
CIVIC MEMORIAL
AIRPORT
Day
Sunday
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Day percent
17,47
11.14
12.54
13.30
12.76
14.10
18.69
-------
Table 39.
PERCENT OF AIR
TRAFFIC BY HOUR
OF THE DAY AT
CIVIC MEMORIAL
AIRPORT
Hour
0700 -
0800 -
0900 -
1000 -
1100 -
1200 -
1300 -
1400 -
1500 -
1600 -
1700 -
1800 -
1900 -
2000 -
2100 -
2200 -
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
Hourly percent
1.15
4.63
7.20
7.08
8.82
9.51
10.51
10.83
12.45
12.91
6.17
3.19
2.23
2.40
0.56
0.34
Table 40. ANNUAL AIR TRAFFIC VOLUMES AT CIVILIAN
AIRPORTS IN THE ST. LOUIS AQCR
Airport
St. Clair
Wentzville
Arrowhead
Creve Coeur
St. Charles
St. Charles Smartt
Weiss
Festus
Gelhardt
Sparta
Highland
Greenville
Bi-State Parks
Civic Memorial
Spirit of St. Louis
Annual volume
14,400
27,000
60,500
63,100
63,000
27,000
130,000
15,000
14,183
8,012
28,000
38,734
192,030
156,607
114,426
-------
SPATIAL DETAIL
Five of the general aviation airports lie in more than one grid element.
These are Civic Memorial, Spirit of St. Louis, Bi-State Parks, St. Clair,
and Creve Coeur Airports, The remaining ten are contained in one grid.
Figures 6 through 10 show the layout of the multi-grid airports. The
grids and the key operating modes for each grid for each active runway
are listed in Tables 41 through 45.
The airports which lie in only one grid element are listed, along with the
grid numbers and sizes, in Table 46. Figures 11 through 20 depict the
layout of these remaining airports.
EMISSIONS FROM FLIGHT ACTIVITY
The emission factors for the civilian airports are those for general avia-
tion listed in Table 24 for a mix of general aviation aircraft types. The
average times in mode are given in Table 47. When an airport lies in more
than one grid, the time for each mode is distributed equally among the
grids identified for the mode (Tables 41 through 45). The emissions are
computed by the same multiplication of volume, emission factors, and times
in mode as described for Lambert Field.
GROUND SERVICE VEHICLES
Ground service vehicles at civilian airports are limited to fueling trucks,
and even these are absent at all but the large civilian airports. Most of
these airports provide fueling as at a gas station; airplanes are taxied
to the gas pump for filling.
The fueling truck operation is erratic, depending on the amount of traffic,
and it is not possible to pin down the actual operating characteristics.
62
-------
N
1401
SCALE IN FEET
Figure 6. Diagram of Civic Memorial Airport shov . grid element overlay
63
-------
Table 41. OPERATING MODES FOR EACH GRID BY ACTIVE RUNWAY AT CIVIC MEMORIAL AIRPORT
-P-
Runway
11
29
17
35
Grid
1402
1403
1424
1444
1402
1403
1424
1444
1401
1402
1403
1401
1402
1403
X-coord
4308
4309
4308
4309
4307
Y-coord
755
755
756
757
755
-
Size
1
1
1
2
1
Idle
Taxi
X
X
X
X
X
X
X
X
X
Takeoff
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Climb out
Approach
Landing
x'
X
X
X
X
X
X
X
X
X
X
X
X
X
Taxi
X
X
X
X
X
X
X
X
X
-------
0 500 1000 2000
1 i j i
SCALE IN FEET
Figure 7. Diagram of Spirit of St. Louis Airport showing grid
element overlay
65
-------
Table 42. OPERATING MODES FOR EACH GRID BY ACTIVE RUNWAY AT
SPIRIT OF ST. LOUIS AIRPORT
CT\
Runway
8
26
Grid
135
160
135
160
X-coord
4230
4280
Y-coord
700
705
Size
5
5
Idle
Taxi
X
X
X
X
Takeoff
X
X
X
X
C 1 irab out
Approach
Landing
X
X
X
! x
Taxi
X
X
X
X
-------
2286
2289
Figure 8. Diagram of Bi-State Parks Airport showing grid element overlay
-------
Table 43. KEY OPERATING MODES FOR EACH GRID FOR EACH RUNWAY AT
BI-STATE PARKS AIRPORT
Runway
4
22
12
30
Grid
2286
2293
2289
2286
2293
2286
2292
2293
2297
2292
2293
2297
Size
2
1
1
2
1
2
1
1
1
1
1
1
Idle
X
X
X
X
X
Taxi
X
X
X
X
X
X
Takeoff
X
X
X
X
X
X
X
X
X
X
X
Landing
X
X
X
X
X
X
X
X
X
X
X
Taxi
X
X
X
X
X
68
-------
0 200400' 1000
I I I . . I
SCALE IN FEET
Figure 9. Diagram of St. Clair Airport showing grid element overlay
69
-------
Table 44. KEY OPERATING MODES FOR EACH GRID FOR EACH RUNWAY AT
ST. GLAIR AIRPORT
Runway
2
20
Grid
2021
2024
2021
2024
Size
2
3
2
3
Idle
X
X
Taxi
X
X
X
X
Takeoff
X
X
Landing
X
X
Taxi
X
X
X
X
70
-------
0 500 1000 1500
( I I |
SCALE IN FEET
Figure 10. Diagram of Creve Coeur Airport showing
grid element overlay
71
-------
Table 45. KEY OPERATING MODES FOR EACH GRID FOR EACH RUNWAY AT
CREVE COEUR AIRPORT
Runway
16
34
7
25
Grid
2103
2104
2103
2104
2103
2104
2125
2103
2104
2105
Size
2
2
2
2
2
2
2
2
2
2
Idle
X
X
X
X
Taxi
X
X
X
X
X
X
X
X
Takeoff
X
X
X
X
X
X
X
X
Landing
X
X
X
X
X
X
X
X
Taxi
X
X
X
X
X
X
X
X
72
-------
1200
Figure 11, Diagram of Sparta Airport - grid element 1633
73
-------
Table 46. GENERAL AVIATION AIRPORTS CONTAINED IN ONE
GRID, ST. LOUIS AQCR
Airport
Wentzville
Arrowhead
St. Charles
St. Charles Smartt
Weiss x
Festus
Gebhardt
Sparta
Highland
Greenville
Grid number
76
2102
241
242
2161
467
883
1633
1709
1815
Grid size (km)
10.0
2.0
5.0
10.0
4.0
2.0
2.0
10.0
10.0
10.0
74
-------
0 SQQ 1000
i i I
SCALE IN FEET
36
N
Figure 12. Diagram of Wentzville Airport - grid element 76
-------
500 1000
SCALE IN FEET
Figure 13. Diagram of Arrowhead Airport - grid element 2102
76
-------
0 200 600 1000
i i i i i i
SCALE IN FEET
Figure 14. Diagram of St. Charles Airport - grid element 241
77
-------
f- + -t -f- ft r
SCALE IN FEET
Figure 15. Diagram of Weiss Airport - grid element 2161
78
-------
SCALE IN FEET
Figure 16. Diagram of Festus Airport - grid element 467
79
-------
N
n
<*
fr
ru
w
0 500 ]000 ]500
I i i |
SCALE IN FEET
Figure 17. Diagram of St. Charles Smartt Airport - grid element 242
-------
N
1000
SCALE IN FEET
Figure 18. Diagram of Highland Airport - grid element 1709
81
-------
N
0 600 1200
1 i i
SCALE IN FEET
Figure 19. Diagram of Gebhardt Airport - grid element 883
82
-------
N
0 600
SCALE IN FEET
L
81
36
Figure 20. Diagram of Greenville Airport - grid element 1815
83
-------
Table 47. TIMES IN MODE FOR GENERAL
AVIATION AIRCRAFT AT
CIVILIAN AIRPORTS
Mode
Idle
Taxi
Takeoff
Landing
Climbout
Approach
Time (minutes)
8.0
8.0
0.3
0.3
4.98
6.00
Table 48. ANNUAL VOLUMES OF FUEL SALES AT THE
GENERAL AVIATION AIRPORTS
Airport
Annual fuel sales
(1000 gallons)
Sparta
Greenville
Gebhardt
Highland
Bi-State Parks
Civic Memorial
Festus
Weiss
Creve Coeur
St. Charles
St. Charles Smartt
St. Glair
Arrowhead
Wentzville
Spirit of St. Louis
36
15
15
26
350
350
42
48
26
48
20
48
48
15
200
84
-------
The emissions from one or two fueling trucks are negligible compared to *
emissions from automobile traffic, and hence ground service vehicle emis-
sions (where they exist) will be excluded from the methodology for civil-
ian airports.
FUEL STORAGE AND HANDLING
Fuel storage and handling losses are calculated as at Lambert and Scott.
The working loss factor is 5 kg/1000 gallons. The general aviation air-
ports were surveyed to determine their fuel sales. Table 48 shows the
annual gallons of fuel pumped at each airport. These annual figures are
converted to hourly volumes by applying the aircraft volume distributions
of Tables 37, 38, and 39 as described previously for Lambert Field.
ENGINE TESTING AND MAINTENANCE
Engine testing and maintenance at the small airports is limited and some-
times non-existent. Predicting the occurrence or frequency of this emis-
sion source with any accuracy is unreasonable on an hourly basis. Because
of this, and because this source is such a small contributor to emissions
at these airports, emissions from engine testing and maintenance will not
be considered.
85
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SECTION VIII
METHODOLOGY SUMMARY
This section presents a "s'tep-by-step" methodology for computing emis-
sions at the airports in the St. Louis AQCR. It is based on the
results of data collection from the individual airports. It is also
based on an assessment of the amount of detail which can be extracted
from available data and on the extent to which additional data can be
reasonably and reliably collected in the field. The basic method by
which emissions are estimated is to construct matrices and vectors of
the applicable data and then to add and multiply these matrices and
vectors so that the result is hourly emissions for each of the grid
elements involved.
LAMBERT FIELD
Emissions From Aircraft Flight Operations
Step 1. Identify the month, day of the week, and hour of the
day for which emissions are to be estimated.
Step 2. Determine the active runway from the wind direction
and/or aircraft category.
Step 3. For the time identified (Step 1), determine the
activity factors for the different aircraft types;
M. = percent of annual volume occurring during
the month (aircraft category i),
D. = percent of monthly'volume occurring on the
given day of the week (aircraft category i),
86
-------
H. = percent of daily volume occurring during
the hour of interest (aircraft category i).
Step 4. For the active runway determined in Step 2, locate
the k grid elements through which aircraft pass.
Step 5. Determine the percent of activity due to takeoffs
and the percent due to landings for the different
aircraft types for the hour:
to. = percent taking off (aircraft category i),
1. = percent landing (aircraft category i).
Step 6. Compute the takeoff and landing volumes for the hour
for each category as follows;
A'M.-D.'Hn.'tOn.
VTO. = -
(ODM)(108)
where:
VTO. = number of takeoffs for aircraft category i
A = annual air traffic volume
OD = average occurrence of the day of the week
during the month
= 4.43 for 31-day months
= 4.29 for 30-day months
= 4.00 for February (4.14 in a leap year)
10 = factor to convert percentages to decimals.
Likewise,
A-M.-D.-H.'l.
\TL - 1111
1 (ODM)(108)
Step 7. For the different aircraft categories, activity
volumes, and grid elements identified above,
determine the j engine operating modes for each
grid element.
87
-------
Step 8. Determine the time -in -mode for each aircraft
category for each mode in each grid.
T.., = time-in-mode j for aircraft category i in grid k.
J1K
Step 9. Identify the emission rates of the 1 pollutants,
EF-i ., of the different aircraft categories for
the various engine operating modes.
Step 10. Estimate hourly emissions for aircraft category
i for each pollutant and grid element as follows;
EAFO.kl = (VTO. - EF±1J - TJlk) + (VL. - E
Step 11. Compute hourly emissions from all aircraft in
each grid element by repeating Step 10 for all
categories :
EAFO. , = Z E
kl ikl
Emissions From Ground Service Vehicles
Step 12. Identify ground service vehicle requirements for
each aircraft type in each grid.
CSV. , = ground service vehicle of type m which
is required by aircraft type i in grid
k.
Step 13. Determine service times for each vehicle for each
aircraft.
ST.' = service time of ground support vehicle
type m for aircraft type i.
Step 14. Determine fuel consumption rates for the different
ground service vehicles.
FC = fuel consumption rate for ground service
vehicle type m.
Step 15. For each type of ground service vehicle, identify
the emission rate as a function of fuel consump-
tion.
88
-------
ER = emission rate of ground service vehicle
m type m of pollutant 1.
Step 16. Locate the k grid elements in which ground service
vehicles operate.
Step 17. Compute hourly emissions in each grid from activity
of ground service vehicle type m servicing aircraft
type i.
EGSV. , , = TT V. ' CSV. , ST. FC ' ER , ,
imkl 2 i imk im m ml
where:
EGSV., = emissions of pollutant 1 from ground ser-
vice vehicle type m in grid k, and
V. = hourly volume of aircraft type i
= VTOi + VL± .
Step 18. Compute the total ground service vehicle emissions by
grid by pollutant summing over all types of aircraft
and ground service vehicles:
EGSV. . = Z S EGSV. , , .
kl . imkl
i m
Emissions From Fuel Storage and Handling
Step 19. Locate grid elements in which fuel is stored or
handled.
Step 20. Identify types of fuel and volumes stored.
Step 21. Determine the mean daily high, low, and medium tempera-
ture for the month of interest.
Step 22. Determine the working loss factors for each of the
three temperatures. ^
Step 23. Determine the daily volume of fuel pumped.
Step 24. Distribute the daily volume over 24 hours according
to the diurnal flight activity pattern.
89
-------
Step 25. Compute working losses for the hour of interest
according to the volume of fuel pumped and the
temperature applicable to the time of day as:
EFSH, , = emissions of pollutant 1 in grid k due
to fuel storage and handling.
Emissions From Engine Testing and Maintenance
The data required to compute these emissions are classified. However,
they are judged to be negligible and are neglected.
SCOTT AIR FORCE BASE
Emissions From Aircraft Flight Operations
Step 26. Identify the day of the week and the hour of the day
for which emissions are to be estimated.
Step 27. Determine the active runway from the wind direction
and/or aircraft category.
Step 28. For the time identified (Step 26), determine the
activity factors for the different aircraft categories
(jet and piston):
D. = percent of monthly volume occurring on the
given day of the week (aircraft i),
H. = percent of daily volume occurring during
the hour of interest (aircraft category i).
Step 29. For the active runway determined in Step 27, locate
the k grid elements through which aircraft pass.
Step 30. Compute the total takeoff and landing volumes during
the hour as follows (assume 1/2 landing and 1/2 take-
off):
M'D.-H.
V. = i- X
(ODM) (104)
90
-------
where:
M = mean monthly air traffic volume.
Step 31. For the different aircraft categories, activity
volumes, and grid elements identified above,
determine the j engine operating modes for each
grid element.
Step 32. Determine the time-in-mode for each aircraft
category for each mode in each grid.
T.., = time-in-mode j for aircraft category i in grid k.
jik
Step 33. Identify the emission rates of the 1 pollutants,
E^ili» °f the different aircraft categories for
the various engine operating modes.
Step 34. Estimate hourly emissions for aircraft type i
for each grid element as:
EAFO., . = V. EF., . T...
ikl i ilj jik
Step 35. Compute hourly emissions from all aircraft in
each grid element by repeating Step 34 for all
categories:
EAFOkl =
Emissions From Ground Service Vehicles
Step 36. Identify ground service vehicle requirements for
each aircraft type in each grid.
CSV. , = ground service vehicle of type m which
is required by aircraft type i in grid
k.
Step 37. Determine service times for each vehicle for each
aircraft.
ST. = service time of ground support vehicle
type m for aircraft type i.
91
-------
Step 38. Determine fuel consumption rates for the different
ground service vehicles.
FC = fuel consumption rate for ground service
vehicle type m.
Step 39. For each type of ground service vehicle, identify
the emission rate as a function of fuel consump-
tion.
ER 1 = emission rate of ground service vehicle
type m of pollutant 1.
Step 40. Locate the k grid elements in which ground service
vehicles operates.
Step 41. Compute hourly emissions in each grid from activity
of ground service vehicle type m servicing aircraft
type i.
EGSV. .. = 1/2 V. CSV. . 'ST. FC ER . ,
imkl __ i imk im m ml
where:
EGSV., = emissions of pollutant 1 from ground ser-
vice vehicle type m in grid k, and
V.- = hourly volume of aircraft type i
= VTO., + VL^
Step 42. Compute the total ground service vehicle emissions
by grid by pollutant summing over all types of air-
craft and ground service vehicles:
EGSV, . = E £ EGSV. , , .
kl i m imkl
Emissions From Fuel Handling and Storage
Step 43. Locate grid elements in which fuel is stored or
handled.
Step 44. Identify types of fuel and volumes stored.
(Actual volume stored is classified. Assumed
storage volume equals one month's supply at cur-
rent usage rates.)
92
-------
Step 45. Determine the mean daily high, low, and medium
temperature for the month of interest.
Step 46. Determine the working loss factors for each of
the three temperatures.
Step 47. Determine the daily volume of fuel pumped.
Step 48. Distribute the daily volume over 24 hours accord-
ing to the diurnal flight activity pattern.
Step 49. Compute working losses for the hour of interest
according to the volume of fuel pumped and the
temperature applicable to the time of day as:
EFSIL - = emissions of pollutant 1 in grid k due
to fuel storage and handling.
Emissions from Engine Testing and Maintenance
Step 50. Locate the grid elements in which engine testing
occurs.
Step 51. Determine the testing schedule (frequency and times
of occurrence) for the different types of engines
tested.
Step 52. Determine testing cycle for each engine type.
TT. = time-in-mode j for engine type n.
Step 53. Apply the emission factors for the engine and modes
to determine the emissions from engine testing:
EET = TT. EF. ,
n jn jn '
where:
EET = emissions from testing engine type n.
Step 54. Determine the total emission factors from engine
testing by summing over all engine types tested.
EET = Z EET .
n n
If engine testing occurs during specific hours,
apply the emissions to these hours.
93
-------
If it occurs randomly over a longer time period
(e.g., an 8-hour working day, 24 hours, or a
week), distribute the emissions equally over the
time period.
CIVILIAN AIRPORTS
Emissions from Flight Operations at Controlled Airports
Step 55. Identify the month, day of the week, and hour of
the day for which emissions are to be estimated.
Step 56. Determine the prevailing wind direction for the
month.
Step 57. Determine the active runway from the wind direc-
tion and/or aircraft category.
Step 58. For the time identified (Step 1), determine the
activity factors for the different aircraft
types:
M. = percent of annual volume occurring during
the month (aircraft category i),
D. = percent of monthly volume occurring on the
given day of the week (aircraft category
i),
H. = percent of daily volume occurring during
the hour of interest (aircraft category
i).
Step 59. For the active runway determined in Step 2, locate
the k grid elements through which aircraft pass.
Step 60. Compute the air traffic volume for the hour from:
A'M.-D.-H.
V.
(ODM) (106)
where the factors are defined in Steps 3 and 6 and
the subscript i refers only to general aviation
aircraft.
94
-------
Step 61. For the different aircraft categories, activity
volumes, and grid elements identified above,
determine the j engine operating modes for each
grid element.
Step 62. Determine the time-in-mode for each aircraft
category for each mode in each grid.
= time-in-mode j for aircraft category i in grid k.
Step 63. Identify the emission rates of the 1 pollutants,
EFiljj °f tne different aircraft categories for
the various engine operating modes.
Step 64. Estimate hourly emissions for aircraft type i for
each grid element:
EAFO., , = V. EF., . T...
ikl i ilj jik
Emissions from Flight Operations at Uncontrolled Airports
Step 65. Determine the annual volume of air traffic from
FAA Form 5010 and discussions with airport per-
sonnel.
Step 66. Determine the prevailing wind direction for the
month .
Step 67. Determine the active runway from the wind direc-
tion and/or aircraft category.
Step 68. For the time identified for estimating emissions,
determine the activity factors for the different
aircraft types :
M. = percent of annual volume occurring during the
the month (aircraft category i) ,
D. = percent of monthly volume occurring on the
given day of the week (aircraft category
H. = percent of daily volume occurring during
the hour of interest (aircraft category
i).
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Step 69. For the active runway determined in Step 67,
locate the k grid elements through which air-
craft pass.
Step 70. Compute the air traffic volume for the hour from:
..
TT *" ----__
1 (ODM) (106) '
Step 71. For the different aircraft categories, activity
volumes, and grid elements identified above,
determine the j engine operating modes for each
grid element.
Step 72. Determine the time-in-mode for each aircraft
category for each mode in each grid.
= time-in-mode j for aircraft category i in grid k.
Step 73. Identify the emission rates of the 1 pollutants,
EF.,. of the different aircraft categories for
the various engine operating modes.
Step 74. Estimate hourly emissions for aircraft type i
for each grid element as;
EAFO., , = V. EF.. . T...
ikl i ilj jik
Step 75. Compute hourly emissions from all aircraft in
each grid element by repeating Step 74 for all
categories :
EAFO, , = Z EAFO., .
kl i ikl
Step 76. Locate grid elements in which fuel is stored or
handled.
Step 77. Identify types of fuel and volumes stored.
Step 78. Determine the mean daily high, low, and medium
temperature for the month of interest.
Step 79. Determine the working loss factors for each of
the three temperatures .
Step 80. Determine the daily volume of fuel pumped.
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Step 81. Distribute the daily volume over 24 hours
according to the diurnal flight activity
pattern.
Step 82. Compute working losses for the hour of
interest according to the volume of fuel
pumped and the temperature applicable to
the time of day as:
EFSH, - = emissions of pollutant 1 in grid
k due to fuel storage and han-
dling.
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SECTION IX
IMPROVING ESTIMATES
Table 4 (page 2) displays the percent of emissions contribution by source
at 0'Hare Airport. Except for GO, aircraft are the predominate source of
emissions, and even for CO they account for greater than two thirds. It
is immediately evident then that an improved knowledge of aircraft opera-
tions will offer the most improvement in emissions estimation. There is
the added benefit that a better knowledge of aircraft operations will im-
prove the estimates for ground service vehicles and fuel handling and
storage, since these depend ultimately on aircraft for their employment.
The first step would be to find precisely the volume and makeup of air
traffic for a given hour. However, it is essentially impossible to pre-
dict accurately what will occur in a given hour. Since this probably
accounts for the greatest uncertainty in the hourly emissions estimate,
the greatest improvement would come about from actually gathering data
during the period of interest.
After volume and makeup are known, the next important factor is time in
mode, since this is the multiplying factor for a relatively constant emis-
sion rate for a given mode. There is not likely to be much variation in
takeoff, climbout, approach, or landing times for a given type of aircraft,
more variation will arise from idle and taxi time differences although
even these were found to be fairly standard upon observation.
On this level of detail the actual pollutant for which emissions are being
estimated becomes important. Idle and taxi modes have a relatively high
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emission rate for CO and hydrocarbons; NC> emissions are higher during
X
takeoff, climbout, and approach; and CO and NOX emissions are high during
land ing.
Airport emissions cannot be precisely estimated due to all the influencing
factors described in Section III. It is felt that the methodology given
in this report strikes a good balance between maximum potential accuracy
and the rapidly increasing level of effort required as estimates become
incrementally more precise.
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SECTION X
REFERENCES
1. Allen, P. W. Regional, Air Pollution StudyAn Overview. Paper 73-
21, 66th Annual Meeting of the Air Pollution Control Association,
Chicago, June 1973.
2. An Air Pollution Impact Methodology For AirportsPhase I. U.S.
Environmental Protection Agency Report APTD-1470, January 1973.
3. Compilation of Air Pollutant Emission Factors. 2nd Ed.} U.S.
Environmental Protection Agency, April 1973.
4. Official Airline Guide. The Reuben H. Donnelley Corporation,
Oak Brook, Illinois,
5. Bogdan, L. et al. Analysis of Aircraft Exhaust Emission Measure-
ments. Cornell Aeronautical Laboratory, Incorporated, Buffalo,
New York, October 1971.
6. Elliott, George. Allied Aviation Fueling, Lambert Field, St. Louis.
Personal Communication.
7. Climatic Atlas of the United States. U.S. Department of Commerce,
Environmental Science Services Administration, Environmental Data'
Service, 1968.
8. Bulletin on Evaporation Loss in the Petroleum IndustryCauses and
Control. American Petroleum Industry, Bull. 2513, Washington, D.C.,
1973.
9. Dziuban, Lt. Scott AFB, Personal Communcation.
10. Naugle, D. F. and B. T. Delaney. United States Air Force Aircraft
Pollution Emissions. U.S. Air Force Report AFWL-TR-73-199, 1973.
11. Pratt Whitney, Hartford, Connecticut. Personal Communication.
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