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
   hrj
   5
   S
ft>  ffi
   o
rt  C

*O  I-1
H- •<
O
P3 X>
l-«  fD
   i-i
S  o
e  CD
P  p
H-  rt
o
P-  O
PJ  rt
H- OJ


XI
O  CL
i-i  93
   H
   O

   <
   S1
   n
                                    CO
                                             OO
                                                                                              00
             C7
             T
             ±
             o
               ,
               C"


               O


               vj

               ...
               00
               Oi

               O


               ^

                                 E

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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

-------
  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

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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- = ~	L—r1
                             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

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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

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Figure 5.  Runway layout and grid element overlay for Scott AFB
                              54

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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

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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

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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

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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

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                               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

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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

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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

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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

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                                              N
       1401
                                   SCALE  IN  FEET
Figure 6.  Diagram of Civic Memorial Airport shov .   grid element overlay
                                63

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              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

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                          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

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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

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    0 200400'      1000
    I  I   I  .   .   I
    SCALE IN FEET
Figure 9.   Diagram of St.  Clair Airport showing grid element overlay
                               69

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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

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0     500   1000    1500
(	I       I	|
    SCALE IN FEET
        Figure  10.  Diagram of Creve Coeur Airport showing
                   grid element overlay
                             71

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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

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                                                     1200
Figure 11,  Diagram of Sparta Airport - grid element 1633
                         73

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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

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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

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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

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       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

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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

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          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

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               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

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     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

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             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

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     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

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     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

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               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

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     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).
                           95

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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.
                      96

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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.
                    97

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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
                                 98

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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.
                                99

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                              SECTION X

                             REFERENCES
 1.  Allen, P.  W.   Regional, Air Pollution Study—An Overview.   Paper  73-
     21, 66th Annual Meeting of the Air Pollution Control  Association,
     Chicago, June 1973.

 2.  An Air Pollution Impact Methodology For Airports—Phase 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 Industry—Causes 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.
                                100

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