Study of
JET AIRCRAFT EMISSIONS AND AIR QUALITY IN THI
VICINITY OF THE LOS ANGELES INTERNATIONAL AIRPORT
for
ENVIRONMENTAL PROTECTION AGENCY
Contract No. CPA 22-69-137
by
AIR POLLUTION CONTROL DISTRICT
COUNTY OF LOS ANGELES
April 1971
-------
ENVIRONMENTAL PROTECTION AGENCY
iWfK&WKW&KX^^
Air Pollution Control Office
April 21, 1971
DAS' °/D
Subject: Final Report on the Los Angeles International Airport Study
To: See Below
1. I have forwarded for your information and comments a copy of
the final report on the Los Angeles International Airport Study.
The report is basically satisfactory except as indicated below.
2. In categorizing the various aircraft engines, the Dart-7 was
included with the Turbojets when it actually belongs in the Turbo-
prop category. This error in no way affects the validity of the
total emissions inventory but it makes it necessary to make correc-
tions in Tables II, XXVI, and XXIX. These corrections will be
made and revised tables made available to recipients of the report.
3. The summaries of CO data (Tables XXIV and XXLV) Km data, and
Suspended Particulate data (Table Li) were incomplete. We plan to
obtain complete summaries for all months utilizing individual data
tabulations and other materials submitted by LACAPCD. These sup-
plementary tables will be supplied to recipients of the report.
U. In addition, we propose to take a much closer look at the air
quality data in relation to the prevailing meteorological conditions.
This was not included in the contract, but we feel that it should
be productive.
5. We have received many requests for this report from Federal and
local agencies, industries and individuals. I would appreciate your
comments at the earliest possible date.
6. I suggest that in view of the interest in and requests for this
report we distribute it with an errata sheet immediately. A supple-
mentary report covering the detailed air quality data summaries can
be sent later.
CJj^J- C ^Ln^
Elbert C. Tabor
Technical Advisor
Division of Atmospheric Surveillance
- --• -Addressees: D. Earth
R. Engel
/J. Thompson
0. Stopinski
-------
Study of
JET AIRCRAFT EMISSIONS AND AIR QUALITY IN THE
VICINITY OF THE LOS ANGELES INTERNATIONAL AIRPORT
for
ENVIRONMENTAL PROTECTION AGENCY
Contract No. CPA 22-69-137
by
AIR POLLUTION CONTROL DISTRICT
COUNTY OF LOS ANGELES
April 1971
-------
PROJECT PERSONNEL
LOS ANGELES COUNTY - AIR POLLUTION CONTROL DISTRICT
RALPH E. GEORGE - PROJECT DIRECTOR
JOHN S. NEVITT - ASST. PROJECT DIRECTOR
PRINCIPAL PARTICIPANTS
JULIENA. VERSSEN
M. F. BRUNELLE W. D. HOLLAND
R. M. BURLIN J. A. MOSHER
I. CHERNIACK T. P. MULLINS
E. L. FISHER J. R. TAYLOR
ENVIRONMENTAL PROTECTION AGENCY
ELBERT C. TABOR - PROJECT OFFICER
AIR POLLUTION CONTROL OFFICE
DIVISION OF AIR QUALITY AND EMISSION DATA
-i-
-------
TABLE OF CONTENTS
Page
LIST OF TABLES iii
LIST OF FIGURES ix
ACKNOWLEDGEMENT xi
INTRODUCTION 1
CONCLUSIONS 2
SCOPE OF WORK 5
AIRCRAFT AND GROUND OPERATIONS 9
ATMOSPHERIC MEASUREMENTS 28
AIRCRAFT CABIN TESTS 35
TABLES
FIGURES
-11-
-------
LIST OF TABLES
Table No.
I Average Number of Flights Per Year at LAX, 1970
II Annual Average Number of Jet Powered Aircraft
Flights by Make and Model, and Number of Gas
Turbine Engine Flights by Type, at Los Angeles
International Airport in 1970
III Observed Average Time, in Minutes, Required to
Descend from 3,500 Feet Altitude by Jet Powered
Aircraft Operated at LAX, 1970
IV Observed Average Time, in Minutes, Required to
Take Off and Climb Out to 3,'500 Feet Altitude by
Jet Powered Aircraft Operated at LAX, 1970
V Arrival and Departure Flight Data for Jet Powered
Aircraft Operated at LAX, 1970
VI Observed Average Time, in Minutes, that Jet Powered
Aircraft Spend in Idle and Taxi at LAX, 1970
VII Average Emissions of Air Contaminants in Pounds
Per Minute Per Gas Turbine Aircraft Engine Per
Operating Mode at Los Angeles International Airport,
1970
VIII Average Emissions of Air Contaminants in Pounds Per
Flight from a JT4A Type Turbojet Gas Turbine
Aircraft Engine Operated at Los Angeles International
Airport, 1970
IX Average Emissions of Air Contaminants in Pounds Per
Flight from a JT9D Type Turbofan Gas Turbine
Aircraft Engine Operated at Los Angeles International
Airport, 1970
X Average Annual Tons of Air Contaminants Emitted
by Gas Turbine Aircraft Engines Operated at Los
Angeles International Airport in 1970
-iii-
-------
List of Tables (continued)
Table No.
XI Average Operational Data for Commercial Four
Engine Piston Powered Aircraft Arriving at and
Departing from Los Angeles International Airport
XII Average Operational Data for Commercial Two
Engine Piston Powered Aircraft Arriving at and
Departing from Los Angeles International Airport
XIII Average Rate of Aviation Gasoline Consumption of
Piston Powered Aircraft in Various Operating Modes
XIV Amount of Gasoline Used Per Average Flight by Four
Engine Piston Powered Aircraft in Los Angeles County
XV Amount of Gasoline Used Per Average Flight by Two
Engine Piston Powered Aircraft in Los Angeles County
XVI Average Rate of Emission of Air Contaminants from
Piston Type Internal Combustion Engines
XVII Rate of Emission of Air Contaminants Per Average
Flight from Four Engine Piston Powered Aircraft in
Los Angeles County
XVIII Rate of Emission of Air Contaminants Per Average
Flight from Two Engine Piston Powered Aircraft,
12,500 Pounds and Heavier, in Los Angeles County
XIX Time and Fuel Consumption Data on Single Engine and
Twin Engine (Lighter than 12,500 Pounds) Piston
Powered Aircraft
XX Rate of Emission of Air Contaminants from Single
Engine and Light Twin Engine Piston Powered Aircraft
in Los Angeles County
XXI Rate of Emission of Air Contaminants from Piston
Powered Helicopters in Los Angeles County
-iv-
-------
List of Tables (continued)
Table No.
XXII .
XXIII
XXIV
XXV
XXVI
XXVII
XXVIII
XXIX
XXX
Air Contaminant Emissions from Four Engine Piston
Powered Aircraft Operated at Los Angeles International
Airport, 1970
Air Contaminant Emissions from Two Engine Piston
Powered Aircraft Operated at Los Angeles International
Airport, 1970
Air Contaminant Emissions from Single Engine and
Twin Engine (Lighter than 12,500 Pounds) Piston
Powered Aircraft Operated at Los Angeles International
Airport, 1970
Air Contaminant Emissions from Helicopters Operated
at Los Angeles International Airport, 1970
Estimate of Total Quantities of Air Pollutants Emitted
Annually Within Los Angeles County by Air Carrier
Aircraft and General Aviation Aircraft Using the Los
Angeles International Airport, 1970
Adjusted (for Area Within LAX Boundaries Only)
Average Annual Amount of Air Contaminants in Tons
Emitted by Gas Turbine Aircraft Engines Operated
at LAX, 1970
Adjusted (for Area Within LAX Boundaries Only)
Average Annual Amount of Air Contaminants in Tons
Emitted by Commercial Piston Powered Aircraft
Operated at LAX, 1970
Adjusted (for Area Within LAX Boundaries Only)
Estimate of Total Quantities of Air Pollutants Emitted
Annually at the Los Angeles International Airport
from Air Carrier Aircraft and General Aviation
Aircraft During 1970
Estimate of Total Quantities of Air Pollutants Emitted
Annually at the Los Angeles International Airport from
Ground Operations Within the Airport Boundaries
During 1970
-v-
-------
List of Tables (continued)
Table No.
XXXI
XXXII
XXXIII
XXXIV
XXXV
XXXVI
XXXVII
XXXVIII
XXXIX
Estimate of Total Quantities of Air Pollutants Emitted
Annually Within the Boundaries (and Below 3,500
Feet Altitude) of the Los Angeles International Airport
During 1970
Tons of Air Contaminants Emitted Per Year Within
the Boundaries of LAX by Power Operated, Ground
Service Equipment, 1970
Tons of Air Contaminants Emitted Per Year Within
the Boundaries of LAX by 173 Motor Vehicles Equipped
with Emission Controls and Operated Within the
Boundaries of LAX, 1970
Total Time and the Per Cent of Time Gas Turbine
Aircraft Engines are Operated in Various Operational
Modes During Run-Up and Maintenance at LAX, 1970
Tons of Air Contaminants Emitted Per Year Within the
Boundaries of LAX by Gas Turbine Aircraft Engines
During Run-Ups and Maintenance Ground Checks, 1970
Tons of Air Contaminants Emitted Per Year Within the
Boundaries of LAX by Jet Powered Aircraft While
Taxiing Between Maintenance Areas and Satellite
Terminals, 1970
Tons of Air Contaminants Emitted Per Year Within the
Boundaries of LAX by Gas Turbine Aircraft Engines
During Run-Up and Maintenance Ground-Checks, and
Also When Taxiing Between Maintenance Areas and
Satellite Terminals, 1970
Motor Vehicles Operating Within the Boundaries of
LAX and the Vehicle Miles they Travel Each Day
Tons of Air Contaminants Emitted Per Year Within the
Boundaries of LAX by Motor Vehicles Operated Within
the Boundaries of LAX, 1970
-vi-
-------
List of Tables (continued)
Table No.
XL
XLI
XLII
XLIII
XLIV
XLV
XL VI
XL VII
XLVIII
XLIX
L
LI
The Number of Parking Spaces Available and the
Estimated Number of Automobiles Parked Daily
at LAX, 1970
Pounds of Hydrocarbons Emitted Per Day Within the
Boundaries of LAX by Underground Storage Tanks
Which are Listed by Capacity and Type of Material
Stored, 1970
Recapitulation of the Emissions of Air Contaminants
in Tons Per Year from Miscellaneous Sources Within
the Boundaries of LAX, 1970
Summary of Air Monitoring Data
Contaminant Levels—Airport Stations, All Hours
0000-2300, June and October, 1970
Contaminant Levels—Airport Stations, Peak Activity
Hours 0900-1100, June and October, 1970
Contaminant Levels—Airport Stations, Low Activity
Hours 0200-0400, June and October, 1970
Summary of Paired Data (Total Hours 0000 - 2300),
May-November, 1970
Summary of Paired Data (Low Hours 0200 - 0400),
May-November, 1970
Summary of Paired Data (Peak Hours 0900 - 1100),
May-November, 1970
Equations for Line of Best Fit - CO and Km x 10,
Airport Stations, May-November, 1970
Particulates (ug/m^) Hi Vol Sampling - Airport
Terminal Stations (Total Hours 0000 - 2300),
June and October, 1970
-vii-
-------
List of Tables (continued)
Table No.
LII Mobile Laboratory Sampling Schedule, May to
November, 1970
LIII Mobile Lab Sampling Summary, May to November,
1970 (One-Hour Averages)
LIV Summary of Meteorological Data, L.A. Airport,
June to October, 1970
LV Wind Direction and Speed, L.A. Airport, May to
November, 1970 (One-Hour Average)
-viii-
-------
LIST OF FIGURES
Figure No.
1 Sampling the exhaust of the No. 2 inboard JT4A
turbojet gas turbine aircraft engine mounted on a
DC-8.
2 Position of sample probes, pitot tube, and thermocouple
when sampling the exhaust from a JT4A turbojet gas
turbine aircraft engine.
3 View of JT9D turbofan gas turbine aircraft engines
mounted on a 747 aircraft.
4 View of the sampling equipment used for testing
exhaust emissions from the JT9D turbofan engine.
5 Installation of sampling probes, pitot tube, and thermo-
couple for the JT9D engine test.
6 Adjusting the position of the sampling probes, pitot
tube, and thermocouple for sampling exhaust from a
JT9D engine on a 747 aircraft.
7 Inside view of sampling station No. 205 outside of
Ticketing Building No. 7, showing carbon monoxide
instrument.
8 Interior view of sampling station No. 208, outside
Satellite No. 7, showing Km particulate sampler.
9 Sampling station No. 203, outside Satellite No. 2,
showing Hi-Vol particulate matter samplers.
10 View of exhaust plume from a jet aircraft during
ascent from background sampling station No. 204.
II Sampling station No. 205, outside of Ticketing Building
No. 7, showing heavy vehicular traffic on World Way.
12 Sampling station No. 202, inside Satellite No. 2.
-ix-
-------
List of Figures (continued)
Figure No.
13 Equipment package installed in aircraft for tests
to determine the carbon monoxide concentration
inside the aircraft cabin.
14 View of the exhaust plume from a jet aircraft during
descent just prior to touchdown on one of the south
runways.
15 Pilot's view from the cockpit of a 727 aircraft in the
line-up awaiting take-off.
16 Pilot's view of aircraft ahead beginning take-off run.
17 Pilot's view of aircraft ahead taking off.
18 Air sampling locations—mobile and background sites.
19 Air sampling locations—airport terminal area.
20 Frequency distribution Km particulate levels, Stations
204 (background upwind) and 208 (outside Satellite 7),
June and October, 1970 (all hours 0000-2300).
21 Frequency distribution, carbon monoxide, Stations 204
and 208 (all hours 0000-2300).
22 Frequency distribution, Hi-Vol particulate levels,
Station 208 (outside Satellite 7), June and October,
1970 (all hours 0000-2300).
23 Mobile station operations, mean hourly averages -
particulates (Km x 10)
24 Mobile station operations, mean hourly averages - •
carbon monoxide (ppm)
-x-
-------
ACKNOWLEDGEMENT
Personnel, aircraft and equipment provided by the
following organizations are gratefully acknowledged:
Federal Aviation Administration
U.S. Department of Transportation
Department of Airports
City of Los Angeles
American Airlines
United Air Lines
-xi-
-------
INTRODUCTION
This report presents the results of an investigation of the impact
of jet aircraft operations on the air environment in the vicinity of
a major air terminal. The Los Angeles County Air Pollution
Control District conducted the study as a contractual effort for the
Environmental Protection Agency. The study made at Los Angeles
International Airport during the period June 30, 1969, through
November 18, 1970, had as its objectives to:
- Determine total pollutant emissions from aircraft
and ground operations at a major airport;
- Conduct exhaust measurements on the Pratt and
Whitney JT4A and JT9D engines to complete the
available exhaust emission data for contemporary
gas turbine aircraft engines;
- Measure atmospheric concentrations of pollutants
at ground level within and around a major airport;
- Determine the carbon monoxide exposure in an air-
craft cabin during all ground operations.
-1-
-------
CONCLUSIONS
AIRCRAFT AND GROUND OPERATIONS
- Jet flights account for 53 per cent of the total atmospheric
pollution burden generated within the boundary of Los Angeles
International Airport (LAX). About 90 per cent of the particulate
matter and 72 per cent of the hydrocarbons in this total originate
from jet sources.
- Ground operations account for 42 per cent of total air contaminant
emissions and 55 per cent of total carbon monoxide emissions at
LAX.
- LAX is a significant area source of air contaminants, generally
upwind of metropolitan Los Angeles. Total emissions within the
4.7 square mile airport area are 122 tons per day, or an emission
density of 26 tons/day/square mile. Aircraft using LAX emit an
additional 45 tons/day below 3500 feet altitude in Los Angeles
County but outside Oi ihe airport boundary.
- The 6. 7 tons of particulate matter emitted daily in the 4. 7 square
mile LAX source area exceeds the atmospheric loading rate of
particulates from any area of comparable size in Los Angeles
County.
- Based on flight time surveys and the JT4A and JT9D engine test
data, 70 per cent of flight time to and from 3500 feet altitude is
in the idle and taxi mode, which also accounts for about 60 to 70
per cent of total emissions from these engines.
- Though particulate emissions for the JT4A engine are very conspic-
uous during both final approach and take-off, about 60 per cent of
average total flight particulate emissions below 3500 feet occurs
during taxi and idle modes after arrival touchdown and and before
initiating the take-off run. This and the previous conclusion
emphasize the gains that could be achieved by minimizing engine
running time on the ground.
- The JT8D engine emits total air contaminants at a rate about twice
that of any of the other six models tested. Its 35 per cent portion
of the engine flights, at LAX thus accounts for 55 per cent of total
emissions from all jet flights at the airport.
-2-
-------
- The new "smokeless" JT9D turbofan engine, which powers the
747 superjet, emits less visible emissions and about the same
total weight of air contaminants per flight as the lower thrust
JT4A turbojet and JT3D turbofan engines used on B-707 and DC-8
aircraft, and one-half of the total for the unmodified JT8D turbo-
fan engine mounted on the short-haul B-727, -737 and DC-9
aircraft.
ATMOSPHERIC MEASUREMENTS
- One result of airport activities is an increased soiling effect.
Atmospheric contamination measurements of particulates by Km
show significantly higher values in the airport area (30-67 Km x
10) than at a location several miles removed, such as Downtown
Los Angeles- (23-34 Km x 10), although total weight of particulate
material, Hi-Vol, varies little between the areas.
- Monthly average carbon monoxide (CO) values at Downtown Los
Angeles (4-6 ppm) and Lennox (6-7 ppm) are within the range of
ambient concentrations measured at the airport stations (2-18 ppm).
- Atmospheric CO levels average 4 to 11 ppm in areas adjacent to
and circumscribing the airport complex. Generally, carbon
monoxide levels were higher east and east-northeast (downwind)
of the airport. These values are within the range of concentrations
observed at fixed sampling sites within the airport boundary.
- CO levels at paired inside-outside sampling locations, with one
exception, are higher at the inside station. Statistical analysis
indicates that 'higher, internal readings are caused by undeter-
mined emission sources.
- Highest monthly average ground level CO concentration of 18 ppm
was observed outside Ticketing Building No. 7, close to heavy
auto traffic. The emission inventory indicated that auto traffic
is an appreciable contributor to the observed contaminant levels
and should be considered in any appraisal of the impact of an
airport on the surrounding community.
- Mobile lab sampling at sites surrounding and adjacent to the air-
port area shows increasing Km particulate values (soiling effect)
from the ocean, upwind of the airport, to a maximum immediately
downwind of the airport. CO values are more randomly distributed
and tend to be higher along major auto traffic routes.
-3-
-------
AIRCRAFT CABIN TESTS
- During runway operations, carbon monoxide concentrations in
an aircraft cabin are comparable to airport background values
and significantly lower than levels to which the air traveler is
exposed during his stay at the air terminal prior to taxiing
onto the runway.
-4-
-------
SCOPE OF WORK
To accomplish the objectives of this study; the following work was
performed:
A. Aircraft Emissions
Emissions estimates were developed of the total quantities
of air pollutants emitted annually from air carrier and
general aviation aircraft at LAX in the following catego-
ries:
1. Turbojet, turbofan and turboprop commercial
transports.
2. Piston-engine commercial transports.
3. Piston-engine private aircraft.
Emission data for gas turbine engine commercial trans-
ports were developed from specific engine tests.
Measurements of carbon monoxide, oxides of nitrogen,
hydrocarbons and other organic gases, and particulates,
were made during operating modes that simulated idle
or taxi, take-off, climb-out and landing. Emissions
from piston-engine aircraft were estimated using
available engine exhaust emission data.
B. Ground Operations Emissions
Emissions estimates were made of annual pollutant
emissions from the following ground operations at LAX:
1. Aircraft fueling systems.
2. Service vehicles.
3. Aircraft engine run-up during maintenance and
ground-check.
4. Motor vehicles within the airport complex.
5. Miscellaneous sources.
-5-
-------
Emission tonnage data for these ground sources were
developed by utilizing available source test data with
present source classification survey information.
C. Atmospheric Measurements
Measurements were made of ambient concentrations of
carbon monoxide and suspended particulates at fixed and
mobile sites at outside airport locations, inside airport
terminals, and in the area immediately adjacent to the
airport. Two of the outside fixed sites were selected to
measure background levels for comparison with values
recorded at other locations with higher exposure potential.
Sampling at the fixed sites was continuous to encompass
normal, low and peak periods of aircraft and vehicular
traffic at the airport. Periods when high pollution
potential existed in the Los Angeles area were also
included.
Outdoor ambient air measurements were made with a
mobile air monitoring laboratory in areas adjacent to,
and circumscribing the airport complex. Sampling was
conducted each weekday and on six week-end days, for
a continuous six-hour period at each preselected site.
The air sampling instruments were located in three
major areas as follows:
1. Passenger Terminal Locations
a. Satellite No. 2, adjacent to the north runway
- Two carbon monoxide instruments, for
inside and outside air sampling.
- Two "Km" particulate matter instruments,
for inside and outside air sampling.
- One pair of "Hi-Vol" particulate matter
instruments for outside air sampling.
b. Satellite No. 7, adjacent to the south runway
- Two carbon monoxide instruments, for
inside air and outside air sampling.
-6-
-------
- Two "Km" particulate matter instruments,
for inside air and outside air sampling.
- One pair of "Hi-Vol" particulate matter
instruments for outside air sampling.
c. Ticketing Building No. 7 - adjacent to vehicle
parking area
- One carbon monoxide instrument for inside
air sampling.
- One carbon monoxide instrument for outside
air sampling (October-November only).
- Two "Km" particulate matter instruments
for inside air and outside air sampling.
d. Control Tower - adjacent to vehicle parking
area
Outside air sampled with:
- One carbon monoxide instrument.
- One "Km" particulate matter instrument
(October-November only).
- One pair of "Hi-Vol" particulate matter
instruments.
2. Background Locations (Outside Air)
a. Federal Aviation Administration V.O. R.
Site - near the west end of the south runway
- One carbon monoxide instrument.
- One "Km" particulate matter instrument.
b. Security Office Site - northeast of the airport
complex
- One carbon monoxide instrument.
- One "Km" particulate matter instrument.
3. Mobile Air Monitoring Locations
Outside air was sampled at 26 sites with one carbon
monoxide instrument and one "Km" particulate
matter instrument.
-7-
-------
D. Jet Engine Tests
Tests were made of pollutants in the exhaust from each
of two Pratt and Whitney aircraft gas turbine engines—
a JT4A mounted on a United Air Lines DC-8 aircraft and
a JT9D mounted on an American Airlines 747 aircraft.
Static tests were conducted using sampling and analytical
methods developed and utilized in previous studies of jet
aircraft by the Los Angeles County Air Pollution Control
District (APCD). Emission data were developed for
carbon monoxide, oxides of nitrogen, hydrocarbons and
other organic gases, and particulate matter. Two
replicate tests were conducted on each engine during
the simulated operating modes of idle or taxi, take-off,
climb-out and landing.
E. Aircraft Cabin Tests
Carbon monoxide concentrations were measured in a
United Air Lines 727 aircraft cabin while the plane
boarded passengers and performed all runway taxi and
idle operations up to the point of take-off.
-8-
-------
AIRCRAFT AND GROUND OPERATIONS
Estimates were developed of the total quantities of air pollutants
emitted annually from aircraft and all ground operations within the
boundary of Los Angeles International Airport (LAX). This boundary
is outlined on Figure 18, which is associated with the Atmospheric
Measurements section of the report. For 1970, these emissions
totaled M,385 tons in this 4.7 square mile area. Aircraft emissions
were 25,455 tons, or 57.5 per cent, and ground operation emissions
were 18,935 tons, or 42.5 per cent of the total.
BASIS FOR AIRCRAFT EMISSIONS ESTIMATE
Jet aircraft emissions were based on number of flights, engine type,
average time in each operational mode, and analyses of engine
exhausts. Table I shows the estimated number of flights at LAX for
1970.
Jet aircraft emissions estimates were developed from information
obtained on flight counts, aircraft type, and engine type and model,
in a survey in mid-1970 of commercial air carriers operating at LAX.
Piston-powered aircraft emissions were estimated from monthly
flight count data supplied by the Department of Airports, fuel con-
sumption rates for each operational mode obtained from the FAA,
and exhaust emission factors for uncontrolled motor vehicle engines.
TYPE AND NUMBER OF GAS TURBINE AIRCRAFT ENGINES AT LAX
Table II shows survey estimates of the total number of gas turbine
aircraft engines, by type, in use at LAX in 1970. Engine models
are divided into seven groups, each containing an engine tested by
APCD and assumed to have exhaust emissions representative of that
group. Also shown are the engine manufacturer and the make and
model of aircraft on which the engine is mounted.
ARRIVAL TIME
Average observed time, in minutes, required to descend from 3,500
feet altitude to touchdown on the runway by jet-powered aircraft
operated at LAX in 1970 is shown in Table III. The average arrival
time for 41 turbofan aircraft observed was 5.1 minutes (range--
2.5 to 7.0 minutes); for 10 turbojets, 5.8 minutes (range--3.3 to
10 minutes); and for 2 turboprop aircraft, 5.5 minutes.
-9-
-------
The altitude parameter of 3,500 feet was selected because air contami-
nants emitted above this altitude are not considered to contribute
materially to the air pollution problem in Los Angeles County. Air-
craft altitude was established by radio communication from the FAA
Control Tower with the pilot and elapsed times were measured by stop-
watch and coordination of visual, radar, and radio-monitored observa-
tions.
DEPARTURE TIME
The average observed time, in minutes, required to take-off and climb-
out to 3,500 feet altitude by jet-powered aircraft operated at LAX in
1970 is shown in Table IV. For 40 turbofan aircraft observed, the
average departure time was 2. 7 minutes, with extremes of 1. 2 and
5.2 minutes; II turbojets, 3.3 minutes with a range of 1.5 to 4.5
minutes; and for 2 turboprop aircraft, the average was 5 minutes.
When the aircraft reached 3,500 feet altitude, the pilot notified the
tower by radio and elapsed times were then measured by stopwatch
and coordination of visual, radar, and radio-monitored observations.
Climb-out time from 2,000 to 3,500 feet altitude averaged 1.1 minutes
in all cases, based on an earlier A PCD study. Table V summarizes
the arrival and departure times.
TAXI AND IDLE TIME
The average time, in minutes, spent in idling and taxiing on the ground
for both arrival and departure regimes is shown in Table VI. Based
on 32 observations of departing aircraft, taxi and idle times averaged
14.1 minutes, with a range of 3.5 to 25 minutes. For 16 arriving
aircraft, taxi and idle time averaged 6. 7 minutes, with a 3 to 17
minute range.
Aircraft emissions during idling and taxiing, before and after each
flight, are included with aircraft flight operations, not airport ground
operations.
AVERAGE EMISSION RATES OF AIR CONTAMINANTS FROM A
JT4A TURBOJET ENGINE AND A JT9D TURBOFAN ENGINE
Average emission rates, in pounds per minute, of particulate matter,
carbon monoxide, oxides of nitrogen, combustible organic gases, and
sulfur dioxide when the JT4A and the JT9D engines were operated in
the simulated operational modes of taxi-approach, climb-out and take-
off are presented in Table VII. Contaminant emission rates were
-10-
-------
developed from engine tests; sulfur dioxide emission rates were
calculated from usage and analysis of the kerosene-type jet fuel.
Complete test results for these two engines are included in Appendix.
Table VIII shows the weighted average rates of emission of air contami-
nants in pounds per average flight for a JT4A gas turbine aircraft
engine. Figures 1 and 2 show views of sampling the exhaust from a
JT4A turbojet engine and the positioning of the sample probes. The
emission value for an "average flight" is the arithmetic average of
the emission rates for a departure flight and an arrival flight. A
"departure flight" consists of: taxiing from the passenger loading
terminal; take-off to 2,000 feet altitude; and climb-out from 2,000
feet to 3,500 feet altitude. An "arrival flight" consists of: descent
from 3,500 feet altitude to touchdown on the runway; and taxiing to
the passenger unloading terminal.
Although the pounds of air contaminant emissions are not equal for
arrival and departure flights, emissions of the two flights may be
averaged when computing flight emission data because for each ar-
rival, there is normally a matching departure flight. As described
here, then, the sum of the emissions from an "arrival flight" and a
"departure flight" is equal to the emissions from two "average flights".
Data in Table VIII indicate that about 70 per cent of the flight time to
and from 3,500 feet altitude is spent in the idle or taxi mode, which
also accounts for about 70 per cent of the total emissions from a JT4A
turbojet engine. The idle or taxi mode is responsible for about 59 per
cent of the particulate matter emissions, 85 per cent of the carbon
monoxide, 10 per cent of the nitrogen oxides, 85 per cent of the com-
bustible organic gases, and 34 per cent of the sulfur dioxide.
Table IX shows the development of weighted average rates of emissions
of air contaminants in pounds per average flight for a JT9D gas turbine
aircraft engine. Both Tables VIII and IX show the development of the
weighted average rate of emission for each air contaminant when these
gas turbine aircraft engines are operated in static tests to simulate
operations of taxiing on the ground, approaching the airport on arrival,
taking off from the airport on departure, and climbing out to attain
altitude after take-off. Several views of the JT9D turbofan engine
and the sampling equipment are shown in Figures 3 through 6.
Table IX data show that about 73 per cent of JT9D arrival and departure
flight time below 3500 feet is in the idle or taxi mode. Emissions during
this mode account for 59 per cent of total JT9D flight emissions.
-11-
-------
AIR CONTAMINANTS EMITTED BY JET AIRCRAFT At LAX
Table X shows the total annual tons of air contaminants emitted into
the atmosphere of Los Angeles County by gas turbine aircraft
engines operated at LAX during 1970. These emission data were
developed from tests made on the following engines:
Turbofan - P & W JT3D, JT8D, JT9D
Turbojet - P & W JT3C-6, JT4A
General Electric CJ805
Turboprop - Allison 501 D
There is a noticeable difference in visible emissions from various
engines, with the new engine, the JT9D, emitting practically no
visible emissions. The JT8D engine emits the greatest amount of
visible emissions, as well as emitting total air contaminants at the
highest rate of the seven models of jet engines tested. The JT8D
engine population is now being retrofitted with new "smokeless"
combustors which greatly reduce both visible and invisible emissions.
Some interesting comparisons between gas turbine aircraft engines
can be made from the data presented in Table X:
- The JT8D engine emits total air contaminants at a rate
about twice that of any of the other six models tested.
Its 35 per cent portion of the engine flights at LAX thus
accounts for 55 per cent of the total emissions from all
jet flights at LAX.
- The new "smokeless" JT9D turbofan engine, which powers
the 747 superjet, emits less visible emissions and about
the same weight of air contaminants per flight as the
lower thrust JT4A turbojet and JT3D turbofan engines
used on B-707 and DC-8 aircraft and only about one-half
of the total for the unmodified JT8D turbofan engine
mounted on the short-haul B-727, 737 and DC-9 aircraft.
DEVELOPMENT OF AIR CONTAMINANT DATA FOR PISTON-
POWERED AIRCRAFT OPERATED AT LAX
Time and mileage parameters for both departure and arrival of four-
engine piston-powered commercial aircraft operated at LAX are
presented in Table XI. Similar information is given for two-engine
-12-
-------
piston-powered aircraft (12,500 pounds and heavier) in Table XII.
Observations made from the FAA Control Tower established the
average time these aircraft were in the following operational modes:
- Taxiing, after loading, to the end of the runway and
idling while awaiting flight clearance.
- Take-off and climb-out to 3,500 feet altitude.
- Descent from 3,500 feet altitude to touchdown on the
runway.
- Taxiing from touchdown to the unloading terminal.
Average rates of gasoline consumption during the various operational
flight modes for four-engine and twin-engine (12,500 pounds and
heavier) piston-powered aircraft are based on data obtained from the
FAA and snown in Table XIII. The average amount of aviation gasoline
used per flight within Los Angeles County by four-engine piston-
powered aircraft is 117 gallons and by twin-engine piston-powered
aircraft is 48 gallons. Development of these amounts is shown in
Tables XIV and XV. Survey data show that helicopters use an average
of 18 gallons per flight.
To assess the air pollution contribution of piston-powered fixed-wing
aircraft and all helicopters (piston and turbine) operated at LAX,
average emissions of air contaminants were estimated by applying
data for uncontrolled motor vehicles, as shown in Table XVI. Results
of applying these emission factors to average gasoline consumed per
flight by four-engine and two-engine fixed-wing aircraft and heli-
copters are given in Tables XVII. XVIII, and XXI.
For single-engine and light twin-engine (less than 12,500 pounds) •
piston-powered aircraft, the average rate of fuel consumption
includes the rate for cruising as well as take-off, climb-out, approach,
and taxiing. These planes are powered by 100 to 230 horsepower
engines and use an average of 3.6 gallons of gasoline per flight. This
quantity of fuel consumed per flight is based on data obtained from the
FAA and confirmed by airport managers from gasoline sales to this
type of aircraft and the number of flights at their airports. Pertinent
data on these aircraft are shown in Table XIX. By applying the
average emission factors from Table XVI to gasoline use per average
flight by single-engine aircraft, the average rate of air contaminants
emitted in pounds per flight is obtained as shown in Table XX.
-13-
-------
Tables XXII through XXV give the average amounts of air contaminant
emissions into the atmosphere of Los Angeles County from piston-
powered aircraft operated at LAX in 1970. The amounts are shown
both in pounds per year and tons per year by contaminant for each
aircraft type.
RECAPITULATION OF AIR CONTAMINANTS EMITTED PER YEAR
BY ALL AIRCRAFT OPERATED AT LAX
Table XXVI presents estimated tons per year (1970) of all contaminants
emitted into the Los Angeles County atmosphere below 3,500 feet
altitude by air carrier aircraft and by general aviation aircraft operated
at LAX. Table XXVI accounts for all measured air contaminants
emitted during taxiing, take-off, climb-out, and approach modes of
operation. Emissions are shown by contaminant and aircraft type,
each with totals.
Since an altitude parameter of 3,500 feet is used, not all emissions
from aircraft using LAX are within the airport boundary; thus, for
the purpose of this study, the following adjustments are made:
Adjustment to determine the amount of air contaminant
emissions from jet-powered aircraft operated within the
LAX boundary.
On take-off, the average jet-powered aircraft operated at
LAX has flown approximately 4 horizontal miles is ascending
to 2,000 feet altitude. However, when it reaches the boundary
of LAX, it has flown only 2.5 horizontal miles. Therefore,
2.5/4, or 62.5 per cent of the amount of air contaminants
emitted by jet-powered aircraft on take-off are included in the
tabulation adjusted to account for emissions within the LAX
boundary. Air contaminants emitted by jet-powered aircraft
during climb-out are not included in the adjusted figures, as
they occur beyond the boundary of LAX.
On arrival, the average jet-powered aircraft is approximately
13 horizontal miles from touchdown when it is at 3,500 feet
and at the airport boundary about 1. 7 horizontal miles from
touchdown. Therefore, 1.7/13, or 13.1 per cent of the air
contaminants emitted by jet-powered aircraft on descent are
included in the adjusted airport figures.
-14-
-------
Average tons per year of air contaminants emitted by jet-
powered aircraft within the airport study area are presented
in Table XXVII.
Adjustment to determine amount of air contaminant emissions
from piston-powered aircraft operated within the LAX boundary.
Commercial piston-powered transports include four-engine
aircraft, two-engine aircraft 12,500 pounds and heavier,
and helicopters. On take-off and climb-out, the average
commercial four-engine and two-engine piston-powered
aircraft has flown approximately 13 horizontal miles in
ascending to 3,500 feet. Passing the LAX boundary, however,
it has flown 2.5 horizontal miles. Therefore, 2.5/13, or
19. 2 per cent of the emissions on take-off and climb-out by
commercial four-engine and two-engine piston-powered
aircraft occurs within the study area.
On arrival, the average commercial four-engine and two-
engine piston-powered aircraft is approximately 10 horizontal
miles from touchdown when it is at 3,500 feet. At the airport
boundary, it is about 1.7 horizontal miles from touchdown.
Therefore, 1. 7/10, or 17 per cent of the flight emissions of
commercial four-engine and two-engine piston-powered
aircraft occurs within "the. LAX boundary.
These adjustments for emissions from jet-powered aircraft
and commercial four-engine and two-engine piston-powered
aircraft were rather straightforward. However, adjustments
of emissions from helicopters and single-engine piston-
powered aircraft could not be made in the same manner
because of differences in operation and flight patterns for
these aircraft. As an only approach, it was assumed that
5 per cent of the emissions in Los Angeles County for these
two types of aircraft was emitted in the study area.
Adjusted average tons per year of air contaminants emitted
by commercial piston-powered aircraft within the boundary
of LAX are presented in Table XXVIII.
RECAPITULATION OF AIR CONTAMINANTS EMITTED PER YEAR
BY ALL AIRCRAFT OPERATED WITHIN THE BOUNDARY OF LAX
Emissions generated annually by turbojet, turbofan, and turboprop
engines within the LAX boundary below 3,500 feet altitude are shown
-15-
-------
in Table XXIX. Turbojets in this category include the JT3C-6 (water
injected), JT4A, CJ805-3B, JT3C-7, and Dart 7. Turbofans include
the JT3D, JT8D, JT9D, and CJ805-23. The turboprop data are for
the 501D engine. Table XXIX also summarizes 1970 emissions from
all aircraft in the study area. Piston-engine commercial transports
include four-engine aircraft, two-engine aircraft 12,500 pounds and
heavier, and helicopters. Piston-engine private aircraft include
single-engine and twin-engine aircraft lighter than 12,500 pounds.
SUMMARY OF EMISSIONS FROM GROUND OPERATIONS WITHIN
THE BOUNDARY OF LAX
Estimated emissions from the following ground operations are shown
in Table XXX:
- 139 aircraft fueling stations.
- 1,217 pieces of internal combustion power-operated ground
service equipment.
- 189 motor vehicles in airport use.
- 15,330 gas turbine aircraft engine "run-ups" per year,
for an average of 25 minutes each.
- 92,328,000 motor vehicles entering and leaving the airport
boundary per year and consuming about 7,590,000 gallons
of gasoline per year within the area.
- Miscellaneous sources including: abrasive blast cabinets,
baghouses, boilers, degreasers, loading racks, multiple-
chamber incinerators, paint bake ovens, paint spray booths,
floating roof tanks, underground tanks, and vapor recovery
systems.
RELATIVE CONTRIBUTION OF AIR CONTAMINANTS FROM ALL
AIRCRAFT AND GROUND OPERATIONS WITHIN THE LAX BOUNDARY
The relative contribution of air contaminants from each major source
category: commercial transports (turbine and piston), private aircraft,
and collateral ground operations;are summarized in Table XXXI.
From ground operations, the largest contribution to total emissions
is by motor vehicles which enter and leave the airport boundary. For
-16-
-------
total emissions of each contaminant in the airport area, Tables XXX
and XXXI show that motor vehicles are responsible for about 36 per
cent of all carbon monoxide, 29 per cent of all oxides of nitrogen and
11 per cent of all combustible organic gases. Aircraft account for
about 91 per cent of the 6. 7 daily tons of particulate matter emissions,
44 per cent of the carbon monoxide, 53 per cent of the nitrogen oxides,
73 per cent of the combustible organic gases, and 73 per cent of the
sulfur dioxide. Total emissions from the 4.7 square mile airport
area average 122 tons per day. In addition, aircraft--particularly
jet-powered--cause practically all visible emissions and most of the
odors and noise at LAX.
Finally, jet flights produce 53 per cent of the total atmospheric contami-
nant loading within the airport boundary, and all aircraft using LAX
emit an additional 45 tons per day below 3500 feet in Los Angeles
County but outside the airport boundary.
BASIS FOR ESTIMATED EMISSIONS OF AIR POLLUTANTS FROM
GROUND OPERATIONS
Data presented in this portion of the study indicate that emissions
from ground operations are a quite significant portion of total pol-
lutants emitted annually at LAX. Carbon monoxide emissions from
ground operations are more than 55 per cent of total CO emissions
from all sources. In view of this, it is important that any studies or
inventories directed at airport contributions to the atmospheric
pollution burden include considerations for emissions from ground
operations.
Aircraft emissions during idling and taxiing, before and after each
flight are included with aircraft flight operations, not airport ground
operations.
Estimates were developed of the total quantities of air pollutants
emitted annually from the following sources at LAX:
Aircraft Fueling Systems
Aircraft are fueled at the six satellites at LAX by means of
hydrant fueling systems. Fueling by this system instead of
trucks eliminates the truck filling losses from conventional
loading operations. At the day storage area there are twenty-
three 39,000 gallon underground storage tanks that act as surge
-17-
-------
vessels to supply petroleum distillate to the satellite area.
The tanks receive product via pipeline for storage prior to
pumping to hydrant fueling stations at the satellites.
Planes are fueled from the hydrants by "go-trucks" equipped
with flexible quick-coupling line sections, meters, and filters.
Jet fuel is loaded "bottom-wing" while aviation gasoline is
loaded "top-wing". All pumps are equipped with mechanical
seals to prevent hydrocarbon losses and are automatically con-
trolled to provide a continuous supply of fuel to the satellites.
The satellites have a series of hydrant fueling systems, each
with several spouts for fueling aircraft. All spouts are below
grade, have tight fitting metal covers, and are closed with quick-
coupling valves.
Fueling system emissions are the uncontrolled combustible
organic gases. Currently there are 139 aircraft hydrant
fueling stations, each calculated to emit about 2.2 pounds of
hydrocarbons per day, for a total of 306 pounds per day or 56
tons per year.
Operation of Gasoline-Fueled Ground Service Equipment
There are 1,217 units of gasoline-fueled ground service equip-
ment at LAX, or an average of about 2^ units for each jet
aircraft using the airport. Although a few equipment units
use diesel fuel, it was assumed that all were gasoline-fueled.
The power-operated ground service equipment consists of:
light and heavy duty trucks, tractors, sweepers, vans, tow
tugs and trucks, air starters, belt loaders, transports, port-
able air compressors, 400-cycle power generators, fork lifts,
cranes, welders, fuel-meter ing trucks, aerial ladders, steps,
work platforms, etc.
Most of this service equipment is owned and operated by airlines
or the airport, but several service organizations supply rental
equipment to airlines who make limited use of LAX.
These 1,217 pieces of ground-operated service equipment each
consume an average of 6. 6 gallons of gasoline per day, or
totals of 8,030 gallons per day and 2,930,950 gallons per year.
In addition to the power-operated ground service equipment,
there are 189 motor vehicles in daily service at LAX. Gasoline
-18-
-------
consumption for sixteen pre-1963 model vehicles, which are
uncontrolled, was added to that for ground-operated service
equipment. At 2 gallons per day each, these 16 motor vehicles
use 11,680 gallons of gasoline per year, making an annual
total of 2,942,630 gallons used by uncontrolled internal combus-
tion engines. By applying the emission factors for uncontrolled
motor vehicles, this service equipment is estimated to emit the
amounts of air contaminants shown in Table XXXII.
The 173 (189 - 16) 1963 and later model vehicles are also assumed
to each use 2 gallons per day, or a total of 126,290 gallons of
gasoline per year. Using the appropriate factors, these controlled
(some crankcase only and some both exhaust and crankcase)
motor vehicles were estimated to emit the air contaminant
amounts shown in Table XXXIII.
The combined total annual estimated emissions of air contami-
nants from gasoline- fueled ground service equipment are:
Tons/Year (Rounded)
Particulate Matter 20
Carbon Monoxide 4,245
Nitrogen Oxides 200
Combustible Organic
Gases 905
Sulfur Dioxide 12
TOTAL 5,380
Gas Turbine Aircraft Engine Run-Up During Maintenance
and Ground-Check
On an average day at LAX, 42 gas turbine aircraft engines
are run-up during typical maintenance and ground-checks.
These engines are tested almost entirely in idle and cruise
modes and are stabilized at various power settings for periods
sufficient to heat the oil and check for leaks. The tests are
conducted with the cowling removed. Table XXXIV shows the
length of time these engines are operated and the percent of
time in each mode.
-19-
-------
Each of the forty-two engines was operated for an average of
25 minutes per day, giving a total of 1,052 engine minutes
daily for "run-up" operations.
For estimating the emissions from gas turbine aircraft engine
run-ups during maintenance and ground-checks, the run-up
operations were assumed to be 75 per cent idle mode and 25
per cent cruise mode. Estimated emissions are shown in
Table XXXV.
Aircraft Start-Up and Taxi to and From Maintenance Areas
On an average day a total of 42 aircraft are started up and
taxied between the maintenance areas and satellite terminals.
Each aircraft at LAX has an average of 3.36 gas turbine
engines, so these 42 planes represent 141 engines. The average
taxiing time is 10 minutes per aircraft, which gives 1,410 total
engine minutes per day at taxi operating mode. Table XXXVI
shows the estimates of emissions from these operations.
A summation of the estimated amounts of air contaminants
emitted by jet aircraft engines during run-up and maintenance
ground-check, and also when taxiing between maintenance
areas and satellite terminals is presented in Table XXXVII.
Vehicles Entering and Leaving the Airport Boundary
Daily motor vehicle traffic on World Way was obtained from
1967 traffic count data compiled by the Accounting Division of
the Department of Airports. World Way West traffic was
assumed to be the arithmetic average of the count on Pershing
Drive north and south of World V/ay West. The daily traffic
on Avion Drive and Private Century Boulevard was estimated
from parking lot counts for this area. Counts for other traffic
flowing across the boundary of LAX were obtained from
detailed flow maps in a recent airport traffic study by the City
of Los Angeles. Traffic counts were measured in both direc-
tions at several check points for the city study. Distances
between these points were measured to the nearest 0.1 mile
with a calibrated odometer for the present vehicle mileage
estimate. The daily vehicle count was multiplied by the
mileage between check points to arrive at the daily motor vehi-
cle miles. These daily motor vehicle miles were increased
-20-
-------
by an estimated 16 per cent to allow for driving in parking
lots, on service roads, and on streets for which there were
no available data. Also a 3.5 per cent adjustment was made
to allow for traffic increase between 1967 and 1970. Using
this procedure, total travel within the LAX boundary was
estimated to be 291,150 vehicle miles per day--Table XXXVIII.
Assuming an average automobile obtains 14 miles per gallon of
gasoline, the daily 291,150 vehicle miles represents a daily
consumption of 20,796 gallons of gasoline, or 7,590,540 gallons
per year. The annual estimated emissions of air contaminants
from gasoline-fueled motor vehicles entering, leaving, and
operating within the LAX boundary are shown in Table XXXIX.
Emission factors used for motor vehicles were based on exten-
sive test data produced by the State of California and incorporate
an allowance for carburetor "hot-soak" and tank evaporation
losses. Thus, no losses were added for parked cars; but as a
matter of interest, the number of parking spaces available and
estimated number of cars parked daily are presented in Table
XL. Public pay parking facilities are increasing rapidly and
the airport plans to increase their own VSP lot from 2,400 to
6,000 parking spaces in the near future.
Miscellaneous Sources of Air Pollution
Tons per year of air contaminants contributed by the following
miscellaneous sources are shown in Table XLII and were
estimated as follows:
Abrasive Blast Cabinets -
This equipment is used to remove scale, sand, paint,
carbon, and other adherent material from the surface
of articles with an impelled stream of abrasive material.
The equipment consists of an enclosure, rotary table,
abrasive supply and handling equipment, and blast or
impeller equipment.
Four abrasive blast cabinets emit an estimated 3. 2
pounds of particulate matter per working day or an
annual total of 0. 4 tons.
-21-
-------
Baghouses -
Baghouses are box-like structures containing cloth or glass
fiber tubes, envelopes, or bags through which particulate-
laden gas is passed to filter dust or fumes. These devices
are extremely effective for controlling most dusts or fumes.
Five baghouses are used to control emissions from abrasive
blast cabinets and zyglo developing system -- emissions are
negligible.
Boilers -
Boilers, or vapor generators, contain a combustion chamber
in which heat from an open flame is utilized to generate vapor
within a confined system. Of six oil-fired boilers within the
boundary of LAX, four are rated at 200 HP and two at 500 HP.
Two of the 200 HP boilers operate 14 hours per day, 5 days
per week and two operate 12 hours per day, 7 days per week.
Both 500 HP boilers operate continuously. All emissions of
air contaminants from these boilers were based on an average
day of operation and calculated with the following factors:
Pounds/Hour/100 HP
Particulate Matter 0.618
Carbon Monoxide 0.0049
Nitrogen Oxides 2.4719
Hydrocarbons 0.097
(Comb. Org. Gases)
Sulfur Dioxide 2.207
On a calendar-day basis, these six oil-fired boilers emit
203 pounds of particulate matter, 2 pounds of carbon
monoxide, 811 pounds of nitrogen oxides, 32 pounds of
hydrocarbons, and 724 pounds of sulfur dioxide. Total
air contaminants emitted by these boilers is 1,770 pounds
per average day, or 325 tons per year.
Chrome Plating Tanks -
Chrome plating is the process of immersing metal objects
into electrolytic solutions of chromic acid to deposit a thin
-22-
-------
surface coating of chromium which serves as a protective
and decorative finish.
Air contaminants emitted by chrome plating operations are
acid mists entrained by hydrogen and oxygen bubbles re-
leased electrolytically and are controlled by commercial
mist inhibitors, surface active agents, or water wash
scrubbers. Three chrome plating tanks in use are controlled
to allow no air contaminant emissions.
Degreasers -
This equipment is used to remove oil, grease, or wax from
metal objects. Heat applied to a tank of chlorinated hydro-
carbon solvent causes solvent vapor to rise to the level of a
water cooled condensing ring. Metal objects are lowered
into the hot solvent vapor which condenses onto the cold
surface of the metal object, thereby dissolving grease, oil,
or wax. As the condensate drains off, it carries the soil
from the metal object. Air contaminants emitted by vapor
degreasers are chlorinated hydrocarbons which can be .
controlled by a vapor recovery system.
Ten vapor degreasers at LAX each emit from 2 to 170
pounds per day of chlorinated hydrocarbons. Collectively,
these ten vapor degreasers emit 274 pounds of chlorinated
hydrocarbons per working day, or an average of 28 pounds
each per working day (5 days per week). Emissions were
established by engineering surveys and observations and
total an estimated 36 tons per year.
Filling Vehicle Tanks -
There are 43 underground gasoline storage tanks ranging
in size from 1,000 gallons to 25,000 gallons capacity and
having a combined capacity of 328,000 gallons. Total
gasoline throughput is estimated to be two tankage volumes
per month. Losses resulting from filling vehicle tanks
with gasoline pumped from these storage tanks is estimated
to be 345 pounds per day or 63 tons per year.
Loading Racks -
Loading racks are used to transfer bulk liquid petroleum
distillate from storage tanks to delivery tanker trucks.
These racks consist of pumps, filter separators, and
-23-
-------
counter-balanced loading arms with swivel joints, loading
valves and drop tubes for submerged filling.
There are twenty loading racks emitting 693 pounds of
hydrocarbons per day, or an average of 35 pounds per
rack per day. Individual racks emit from less than one
pound to as much as 160 pounds of hydrocarbons per day
depending on throughput and distillate handled. Emissions
were established by engineering observations and for these
twenty loading racks totaled an estimated 127 tons per year
of hydrocarbons.
Multiple-Chamber Incinerators -
Incineration involves the disposition of combustible refuse
by burning. Two multiple chamber incinerators at LAX
burn an average of 1,077 pounds of refuse per day, or 197
tons per year. Multiple-chamber incinerators are designed
to provide efficient and maximum combustion of the materials
being burned, thereby emitting a minimum of air contami-
nants. A multiple-chamber incinerator is constructed in a
series of three chambers, the first for ignition of the refuse,
the second for turbulence and mixing, and the third for
combustion of organic gases and fly ash collection.
Total annual emissions of 2.0 tons of air contaminants from
the two incinerators consist of: particulate matter, 0. 4 ton;
carbon monoxide, 0.3 ton; nitrogen oxides, 0.3 ton; hydro-
carbons and other organic gases, 0. 4 ton; and sulfur dioxide,
0.3 ton.
Paint Bake Ovens -
A paint bake oven is a heated enclosure used industrially to
dry or harden surface coatings by the evaporation of organic
solvents at elevated temperatures ranging from 100 to 600°F.
Air contaminants emitted by this operation are hydrocarbons,
organic solvent vapors, odors, and aerosols resulting from
the partially oxidized and polymerized organic solvents.
Two paint bake ovens at LAX are estimated to emit 3. 5 tons
per year of hydrocarbons and other organic gases.
-24-
-------
Paint Spray Booths -
Paint spray enclosures confine particulate matter and
organic solvent vapors from the spray of atomized paints.
Particulate matter is adequately controlled by baffle plates,
filter pads and water spray curtains, but the organic sol-
vent vapors are uncontrolled.
Based on engineering observations, the 25 paint spray
booths at the airport emit from 2 to 107 pounds of organic
solvents per working day or a daily average of 31 pounds
of solvents each. Total emissions are 775 pounds of
organic solvents per working day or 141 tons per year.
Tanks - Floating Roof -
Floating roof tanks are used for storing volatile material
with vapor pressures in the lower explosive range to mini-
mize potential fire or explosion hazards. These vessels
also economically store volatile products with boiling points
above atmospheric temperature. The roof floats on the
liquid surface and rises and falls with the level in the tank,
thereby minimizing vapor losses during tank breathing and
filling.
Of ten floating roof tanks ranging in size from 5,000 to
18,000 barrels, five store aviation gasoline and five store
jet fuel. Based on accepted calculation methods, the 45,000
barrels of avgas storage emits 340 pounds of hydrocarbons
per day and the 87,000 barrels of jet fuel tankage emits 86
pounds per day. Total annual hydrocarbon emissions from
the ten tanks is estimated to be 78 tons.
Tanks - Underground -
Underground tanks at LAX store a variety of products that
emit air contaminants during filling. Vapor-air mixture
is displaced to the atmosphere from these tanks at different
concentrations depending on temperature, product type,
filling method, etc. Submerged or bottom fill techniques
reduce filling losses compared to splash filling, which
enriches the vapors being displaced.
Capacities, materials stored, and estimated daily hydro-
carbon emissions for the 82 tanks are shown in Table XLI.
-25-
-------
From engineering calculations, the total filling loss
from these tanks is estimated at 113 tons per year of
hydrocarbons.
Vapor Recovery Systems -
These systems are designed to recover tank breathing and
filling losses. Captured vapors are compressed and charged
to an absorption unit for recovery of condensible hydro-
carbons.
Each of two vapor recovery systems at LAX was calculated
to emit 70 pounds of hydrocarbon vapor per day or an annual
combined total of 26 tons.
Miscellaneous Equipment -
Emission estimates for separate miscellaneous items of
equipment at LAX are:
- Water wash scrubber controlling acid mist from
chrome plating tanks--negligible emissions.
- Meter prover facility—2 pounds of hydrocarbons
per day.
- Oil-effluent water separation system to collect
condensate and hydrocarbon material from water
drains of the filter tanks for the fuel hydrant
pumping system--negligible emissions.
- Waste hydrocarbon products disposal system--80
pounds of hydrocarbons per day.
- Titanium tetrachloride filling station--negligible
emissions.
- Gasoline filter facility--negligible emissions.
- 10 HP cyclone exhaust system controlling fiberglass
dust--negligible emissions.
These seven miscellaneous equipment items emit a total of
82 pounds of hydrocarbons per day or 15 tons per year.
-26-
-------
Table XLII summarizes the miscellaneous sources of air
contaminants located within the boundary of LAX and their
emissions in tons per year of particulate matter, carbon
monoxide, nitrogen oxides, hydrocarbons and other organic
gases, and sulfur dioxide. These miscellaneous sources emit
about 5 per cent of the total for all ground sources and 2 per
cent of the total emissions from all ground and aircraft sources
within the boundary of LAX and below 3,500 feet altitude.
Emission summaries are shown in Tables XXX and XXXI.
-27-
-------
ATMOSPHERIC MEASUREMENTS
DESCRIPTION OF PROGRAM
The objective of the atmospheric sampling program conducted at
the Los Angeles International Airport (LAX) was to measure con-
centrations of carbon monoxide and particulate matter at ground
level in the vicinity of and within the airport complex. Fixed
station sampling sites were selected in the airport area to give
representative diurnal concentration levels for a variety of air-
craft, vehicular and human activities. Sampling was conducted
on a 24-hour per day basis from May 10, 1970 to November 11,
1970. Mobile station sites were selected to determine the effect
of airport activities on locations in the area adjacent to and
circumscribing the airport. Atmospheric measurements were made
at each of 26 sites on an average of five days selected at random
over the seven-month period. Sampling was performed during the
daytime for six-hour periods.
Carbon monoxide levels were determined at the fixed station and
mobile laboratory sites with MSA, Model 200, long-path (approxi-
mately 1 meter) nondispersive infrared gas analyzers, as shown
in Figure 7. Suspended particulates were measured by two types
of instrumentation, the automatic Chaney Aerosol Recorder, "Km",
shown in Figure 8, and the Curtin Hi-Volume Air Sampler, "Hi-Vol",
shown in Figure 9.
The automatic Chaney Aerosol Recorder is designed to sample the
atmosphere for approximately 55 minutes of each hour, thus
permitting 24 hourly readings per day. The atmospheric sample
is drawn through a strip type filter tape, Whatman No. 52, leaving
suspended particulate matter as a deposit. Hourly deposits are
measured using light absorption which is dependent both upon the
quantity and nature (color, particle size, etc.) of the deposit.
These values are reported in "Km" units. A Km unit value is
defined as that deposit of particulates on a filter which produces
an optical density of 0.1 when the deposit area is one square centi-
meter and the volume of air sampled is one cubic meter.
A Curtin Hi-Volume Air Sampler collects one 24-hour sample of
suspended particulate matter per day. The sampling unit consists
of an air blower and filter adapter housed in a protective shelter.
Filters used in this project were Gelman, Type A, 8" x 10" sheets
-28-
-------
manufactured from micro-sized filaments of glass containing no
binder. Particulate matter collected by the "Hi-Vol" method is
reported in terms of weight of particulate matter per unit volume
of air sampled, i.e. , micrograms per cubic meter.
Nine fixed station sites were located in and around the airport complex
(Figure 18) so data could be collected to show the impact of airport
activities on pollutant concentrations at ground level. To establish
background levels of carbon monoxide and Km particulates, one
sampling site was placed near the west end of the south runways.
This site, No. 204 (Figure 10) at the Federal Aviation Administration
V.O.R. site near the beach, was upwind of all airport operations and
not appreciably influenced by industrial or vehicular activity. These
contaminants were also measured northeast (downwind) of the airport
complex at the Security Office Site No. 209.
Control Tower Site No. 201 was adjacent to the west end of the vehicle
parking area. This location was to provide data influenced by vehicle
activity throughout the airport complex, including parking areas and
World Way. Carbon monoxide and particulates by both Km and Hi-Vol
were measured here.
Adjacent to and downwind of the south runways and taxiways, sampling
operations were conducted at Satellite No. 7, which is the busiest pas-
senger terminal at LAX. At outside Station No. 208 and inside
Station No. 207, monitoring was conducted for both carbon monoxide
and "Km" particulate levels. In addition, "Hi-Vol" particulate levels
were monitored outside.
Sampling was conducted at Ticketing Building No. 7 located near vehicle
traffic on World Way and downwind of the south runways and taxiways.
This area also has high passenger traffic.Carbon monoxide and "Km"
levels were measured inside, Site No. 206. Particulates both by
"Km" and "Hi-Vol" were monitored outside, Site No. 205 as shown in
Figure 11. In addition, carbon monoxide was monitored at Site 205
during October and November.
Satellite No. 2, adjacent to the north runways and taxiways, is the
terminal for international flights and has a lower passenger volume
than most other terminals. Because of its position on the north side
of World Way, contaminant levels were expected to show the influences
of vehicular and other activities in the center and west sections of the
airport. Carbon monoxide and "Km" particulate matter were monitored
both inside and outside at Sites Nos. 202 (Figure 12) and 203.
Particulate matter was also monitored outside using a "Hi-Vol" instru-
ment.
-29-
-------
RESULTS
Fixed Stations
Hourly average data for Km and CO by month for each fixed sampling
site are shown in Table XLIII. Also shown for comparison are data
from APCD air monitoring stations at Lennox (Station No. 76) and
Downtown Los Angeles. Locations of these sites are shown on the
maps, Figures 18 and 19.
An examination of the data indicates that CO readings, with one
exception, are higher at inside locations as compared to outside
sites. The exception is the Ticketing Building No. 7, which is close
to heavy auto traffic. Km values in general are about the same inside
and outside. An inspection of diurnal Km data has shown that an
increase in outside readings is followed by a similar increase at the
inside locations. However, diurnal data for CO shows no such cor-
relation, and there are frequent incidents of sharp increases in con-
centration at irregular hours. These peak inside CO readings were
found to be caused by gasoline-powered maintenance equipment.
However, this intermittent source was definitely not sufficient to
account for the average inside readings being significantly higher than
outside values. Other possible explanations for this phenomenon are
human activity or facilities associated with operation of the terminal.
Comparison of outside values at the airport locations with those at
Downtown Los Angeles and Lennox shows no significant difference in
CO levels according to the area. Monthly average values at Downtown
Los Angeles (4-6 ppm) and Lennox (6-7 ppm) are within the range of
ambient concentrations measured at the airport stations (2-18 ppm).
However, Km x 10 particulate values in the terminal area of the airport
(30-67) are significantly higher than those recorded at Lennox (12-22)
and Downtown Los Angeles (23-34). Some data on Hi-Vol particulate
sampling in areas outside the airport indicates the weights of this
suspended material at these locations is only slightly lower than those
at airport locations. Thus, the impact of the airplane on the airport
area seems to be one of a soiling effect from smoke plumes.
Cumulative frequency distributions of values for all hours of sampling
Km and CO by stations are summarized for the months of June and
October in Table X-LIV which also includes data for the arithmetic
mean and standard deviation. Similar data for the period of peak
traffic activity (9 a. m. to 12 noon) and the period of low traffic
activity (2 a. m. to 5a.m.) are given in Tables XLV and XLVI. June
-30-
-------
was selected as a month typical of the early period of the survey, and
data for October are reported to show the transition to higher winter-
time levels of CO characteristic of the Los Angeles Basin area* In
general, levels in October are roughly 20-30 per cent higher than in
June. Typical curves for these frequency distributions are shown in
Figures 20 and 21. These curves compare the upwind background
levels at Station 204 with values for Station 208 outside Satellite 7, a
high exposure area.
An examination of the 50 per cent points for June CO levels at all hours,
and at peak hours, indicates that Stations 206 and 207 (inside Ticketing
Building No. 7 and Satellite No. 7) are significantly higher than the
other sampling locations. Background Stations 204 and 209 show the
lowest levels, but are only slightly lower than other outside stations.
The same pattern exists for October data at a somewhat higher CO
level. This latter period, however, includes results from Station 205,
outside Ticketing Building No. 7 near the street (World Way). CO data
at this sample site were the highest of any found in this survey, probably
due to the close location to a major vehicular source. Data for the
hours of low traffic activity during June shows Station 207 with values
appreciably higher than the others. Station 204 is the lowest, but again
only slightly lower than other outside sampling. Values for October at
these hours show little variation and fairly random distribution by loca-
tion. It is interesting to note that at this time of low activity, traffic
emissions were a minor factor, as evidenced by the data for Station 205
as compared to other locations.
Except for the background samples, the 50 per cent points of the Km
particulate levels for total hours of sampling in June and October were
fairly well distributed over the range of values. There is a trend
toward inside levels being higher than those outside, but the differences
are slight. Data for hours of peak activity in June and October again
show that levels at the background stations are very low. Values for
sites in the terminal area were fairly evenly distributed, with a high
at Station 207 outside Satellite 7. Inside values were either about the
same or slightly higher than outside levels. Data for the hours of low
traffic activity in June follow the same pattern as for peak hours, with
a narrower range of values. With the exception of Station 203 outside
Satellite 2, Km levels for all the stations were about the same.
Vehicular emissions for the three levels of airport activity were a
minor factor in Km particulate values, since Station 205 exhibited none
of the elevated levels found for CO.
A summary of paired data for three sets of inside-outside sampling of
CO, and Km particulates, and a comparison of values upwind and
-31-
-------
downwind of the airport (the "background" Stations 204 and 209) are
given in Tablex XLVII, XLVIII and XLIX for total hours of sampling
and for the periods of peak and low airport traffic activity. In these
tables are shown: the arithmetic mean of the hourly average values
at each station for the month; the mean of the difference between the
individual hourly average values of the inside and outside (or upwind
and downwind) pairs, the standard deviation of these individual dif-
ferences; the correlation coefficient for the pairs of data; the results
of a statistical test (Student's T) to determine if the paired samples
were drawn from the same statistical population or not (i.e. , was the
air inside a location actually different in nature or origin from that
outside, or were the two simply parts of an air mass widely variable
in composition).
Data for CO in Table XLVII (total hours of sampling) indicate that
none of the sets of data comprises pairs drawn from the same population.
However, most of the inside samples do show a significant correlation
with the corresponding outside values. This indicates that the higher
inside CO readings are the result of some undetermined emission source,
probably internal, superimposed on a common inside-outside
atmospheric burden. Examination of Km data indicates that some of
the paired samples are from the same population, and all have a good
correlation. Since more than one-third of the outside Km levels are
higher than the inside values, there is no clear indication that un-
determined sources of Km levels are contributing to higher inside
readings, as is indicated in the CO data.
During peak and low traffic activity hours, the CO sampling showed in
general the same type of pattern as for the total hours. There were
a few sets of paired data that could possibly have been drawn from
the same sample population, but most indicated an extraneous source
of CO. Km at peak hours also followed the pattern of total hours, and
data for low activity hours showed even less agreement between levels
of CO and Km for inside-outside comparisons.
Equations for the line of best fit for the paired data are given in Table L.
However, these are merely the mathematical expressions for the
relationships that existed between the inside and outside data and do not
indicate the degree of correlation of these data.
Frequency distributions for Hi-Vol sampling during the June and
October months are given in Table LI. The seasonal effect which
results in levels for October which are 20-30 per cent higher than
-32-
-------
those of June can be seen in these data, and in Figure 22, the plot of
Station 208 values.
Mobile Sites
The APCD's mobile air monitoring laboratory was used to sample in
general areas adjacent to and circumscribing the airport complex.
Sampling was conducted each weekday during the morning and on six
week-end days during the afternoon, for a continuous six-hour period
at each of 26 preselected sites. Locations of these sites are given on
Figure 18, and the dates of sampling are shown in Table LVII. Average
Km and CO data for the total sampling at each site are summarized in
Table LIII and shown in Figures 23 and 24.
Km particulate sampling with the District mobile laboratory within the
airport complex and in the near vicinity has provided useful data. Loca-
tion of the airport near the ocean and the nature of the prevailing winds
make the airport complex an almost ideal operation for an "area
source" study. Collected data support the idea that the particulate
burden of the atmosphere is increased by emissions from airport
ground activities together with aircraft emissions; i.e. , by the
presence of the airport complex.
A progression of sampling sites from the ocean inland to the airport
and beyond shows progressively higher particulate levels, becoming
a maximum immediately adjacent to and downwind of the airport.
Sampling averages were 7, 18, and 44 Km units x 10 for Sites 31, 23,
and 18, respectively. (See Figure 23). Other sites are quite probably
influenced by many sources usually found in a metropolitan area.
Generally, values measured at sites north and west of the airport
complex, upwind, were lower than those measured at sites east of the
complex. Levels for Downtown Los Angeles averaged 29 for the months
of May through October.
Compared to the Km particulate levels monitored, carbon monoxide
values (Figure 24) were narrower in range, and showed a more random
pattern of distribution. The lowest CO average was 3 ppm, recorded
at mobile Site 11 just northwest of the airport. The highest, 11 ppm,
was found at Site 18, adjacent to and downwind of the airport.
Generally, carbon monoxide levels were higher east and east-northeast
(downwind) of the airport. Since mobile laboratory sampling was
performed along city streets, values would be expected to show
vehicular traffic influences and, in fact, the higher values were found
along the more heavily traveled streets.
-33-
-------
iMETEOROLOGICAL DATA
Table LIV contains a frequency distribution of observed daily inversion
base heights, measured at 6 a. m. PST at LAX during the five-month
period, June-October, 1970, along with monthly average temperatures
and relative humidities for the hours 0600-1900. All are within
normal limits for the months concerned. The month-to-month variation
in heights is considered quite normal for the area, with the lowest
and most intense inversions occurring in August, September, and
October. This is in accord with inversion climatology for the Los
Angeles area.
Wind directions and speed for the months of May through November 1970
are shown in Table LV. This table gives the percentage of the total
time of observation that the wind was from each of 16 directions of the
compass. The average wind speed is listed for each month during the
project. Table LV also shows that the prevailing winds were from the
west and west-southwest. Monthly average wind speeds ranged from a
high of 9.1 m.p. h. for June to 8.1 m.p.h. for November, compared to
long-term averages of 8.3 m.p.h. and 7.1 m.p.h. for these months.
On the same basis, the wind direction appeared to follow a normal
pattern throughout the sampling project.
There were no significant storms or low pressure systems transiting
Southern California during the period. A trace of precipitation occurred
one day in October--otherwise rainfall was nil.
-34-
-------
AIRCRAFT CABIN TESTS
Carbon monoxide concentrations inside an aircraft cabin were
measured during operating modes including the period when the
aircraft boarded passengers prior to departure, departed the satellite
onto the runway, and taxied on the runway until ready to take off.
To facilitate testing, an equipment package was mounted on a three-
shelf laboratory cart as follows:
- Three 12-volt storage batteries were placed on the bottom
shelf. These batteries with a 110-volt inverter were suf-
ficient to supply all required power but house current was
used when it was conveniently available.
- On the second shelf were mounted the inverter, charger to
maintain the batteries at operating power, 1 liter per minute
sample pump, amplifier and continuous strip chart recorder,
and two small gas cylinders. One cylinder contained nitrogen
gas for zeroing and one contained 50 ppm of carbon monoxide
in nitrogen for spanning.
- On the top shelf, a 0-100 ppm carbon monoxide (MSA Lira
Model 200) infrared analyzer with a 9-inch cell was mounted
on foam rubber. A silica gel dryer and plastic flowmeter
were also provided.
Testing was performed as follows:
Runway Operations -
On October 27, 1970,the equipment package was placed in the
galley compartment of a B-727 aircraft (Figure 14) supplied
by United Air Lines for this test. A long intake tube permitted
sampling anywhere in the aircraft, including the pilot's compart-
ment. Carbon monoxide concentrations were measured while
the aircraft taxied to the runway and then either taxied or idled
on the runway prior to take-off. This aircraft went through all
ground operations of actual service except that no passengers
were on board.
From its position in the UAL maintenance area near Satellite
No. 7, the aircraft moved onto the runway, then taxied in line
-35-
-------
with other aircraft in actual service (Figure 15), The test
aircraft then proceeded to the end of the runway as though it
were going to take off, but instead of taking off, taxied down
the runway and back to the maintenance area. This series
of operations was performed twice.
The test was conducted between 10:45 a.m. and 12:00 noon
during peak morning traffic. On the first run the test plane
was immediately behind a two-engine DC-9 and a four-engine
707 for 17 minutes. CO concentration inside the cabin during
this run ranged from 3 to 4 ppm, which was unchanged from
the level measured when parked in the maintenance area.
For the second run, the test plane was behind two two-engine
DC-9's for 12 minutes on the taxi-way and behind one for six
minutes at the take-off spot. On the taxi-way the CO con-
centration in the cabin was 4 ppm for the first four minutes,
increased to 7 ppm at the sixth minute, remained at 7 ppm
until the tenth minute, and then returned to 4 ppm. During
the period when the reading was 7 ppm, plastic bag samples
were taken in the pilot's compartment and the rear of the
passenger compartment. Tests on these samples using an
instrument at a fixed monitoring site showed 7 and 8 ppm.
Distinct exhaust odors were observed in the pilot's compart-
ment when these samples were taken. While at the take-off
spot behind one aircraft for six minutes, the CO concentra-
tion was 2 ppm. Figures 16, 17 and 18 show typical views
from the pilot's compartment as a plane taxies in the take-
off line-up.
In another experiment while the aircraft was parked in the
maintenance area, cigarette smoke was blown directly at the
sample intake of the instrument. The CO concentration reached
13 ppm for less than one-half minute, dropped to 5 ppm for
four minutes, then returned to 3 ppm--the original reading.
Under the conditions of these tests, it was shown that the
concentration of carbon monoxide inside an aircraft when
taxiing and idling in the runway line-up prior to take-off
ranged from 2 to 7 ppm and usually averaged 4 ppm. These
levels are comparable to background values and significantly
lower than average concentrations at the other airport monitor-
ing sites.
-36-
-------
Passenger Loading Operations -
On October 28, 1970, carbon monoxide concentrations inside
aircraft cabins were measured while passengers were boarding
from the satellite through the enclosed telescoping ramps. Day-
time measurements were made at Gate Nos. 71, 73, 75, and
79 of Satellite No. 7. The equipment package was placed near
the end of the enclosed ramp because house current was
available and minimum vibration occurred due to passenger
loading. The equipment package did not interfere with the
passengers and the sampling tube was easily placed inside the
aircraft without hindering passenger boarding procedures.
The concentration of carbon monoxide in the aircraft cabin was
continuously measured while passengers boarded and until the
ramp was withdrawn. This same test was performed at each
of four gates circumscribing the satellite.
Carbon monoxide levels inside the aircraft cabin during pas-
senger boarding from the satellite through closed ramps at
each gate are compared with concurrent readings at the con-
tinuous monitoring site (Station No. 207) inside the satellite
building near Gate 70.
LOADING OPERATION
CO CONCENTRATIONS - PPM
At Gate
Number
71
73
79
75
Time
Started
9:40 A.M.
11:30 A.M.
12:05 P.M.
12:35 P.M.
In
Aircraft
10
11
6
9-14
At Station 207
Near Gate 70
11
7
6
6
These test data indicate that CO concentrations in aircraft
loading passengers at Satellite No. 7 are usually about 10
ppm. No smoking is allowed in the cabin during this operation.
It can also be observed from the data that while loading at
Gate 71 (through the enclosed ramp), the 10 ppm CO concentra-
tion measured in the aircraft compares closely with the 11 ppm
measurement at Station 207, the fixed site near the adjacent
Gate 70.
-37-
-------
TABU I
AVERAGE NUMBER CF FLIGHTS^*) PER IBAR AT LAX, 1970
Lou Angela* International Airport (LAX) is located at Century
Boulevard and Sepulveda Boulevard, Los Angelas, California.
FOUR
ENGINE
1,825
PISTON POWERED ,
TWO(b) SINGLED c)
ENGINE ENGINE
58,Uoo
78,110
HELICOPTERS
8,760
JET
POWERED
U02.960
TOTAL
FLIGHTS
PER YEAR
550,055
(a) "Flight" means either an arrival or a departure.
(b) 12,500 pounds and heavier aircraft.
(c) Includes twin engine aircraft lighter than 12,500 pounds.
-------
ANNUAL AVERAGE NUMBER OF JET POWERED AIRCRAFT FLIGHTS BY MAKE AMD MODEL, ANL NUMBER OF GAS
TURBINE UrJCIlJE FLIGHTS BY TYPE, AT LOG ANGi-'J.KG INTLUNATIONAL AIRPORT IN 1970
TYPE OF GAS
TURBINE ENGINE
Turbojet (water
injection)
Turbojet (dry)
Turbojet (dry)
Turbofan
Turbofan
Turbofan
TurboproD
(a) A "flight" is
ENGINE MODEL
NUMBER
JT3C-6 *
CJ805-3B*
JTU-11
JT3C-7
JT3D *
CJ805-23
JT3D Pratt
JT3D
JT8D *
JT8D
JT8D
JT9D *
501D-22*
Dart-7
either an arrivj
MANUFACT'JRi'IR OF
GAS TURBINE
ENGINE
Pratt and Whitney
General Electric
Pratt and Whitney
Pratt end Whitney
Pratt and Whitnsy
Pratt and Whitney
Gcncrr.l Electric
Pratt and Whit nay
Pratt and Whitney
Pratt and Whitney
Pratt and Whitnay
Pratt and Whitnsy
Pratt and Whitnay
Allison
Rolls Rovce
xl or a departure.
MAK2 Win MODEL
OF AffiCPJlFT ON
WHICH THE ENGINE
IS MOUNTED
Boeing 707
Convair 880
Boaing 707
Douplas DC-8
Bceing 720
Boeinc 707
Convair 990
Boeing 720
Douglas DC-8
Boeing 727
Boeing 737
Douglas DC-9
Boeing 7lj7
Lockheed L-100
Fairchild F27A
NU11I3ER OF
AIRCRAFT
FLIGHTS(S)AT
LAX PER YEAR
8,030
6,570
1,1460
11,626
»300
20,386
73,ooo
32,120
52.266
157,808
12U,630
29*200
161,770
12,336
5,8140
10,220
16.060
NUMBLH OF
ENGINES PER
AIRCRAFT
u
h
ll
U.
. .
k
k
h
h
3
2
2
U
ii
TOTAL NUMiiER OF
ENGINES FLIGHTS
AT LAX PER YEAR
32,120
26,200
5,8UO
29,2(XJ
81,5^
292,000
1,608
209*06U
631,232
$i,koo
°
23,360
20^0
ii3,800
Means this engine model was tested.
-------
TABLE III
OBSERVED AVERAGE TIME, IN MINUTES, REQUIRED TO DESCEND FROM 3,500 FEET
ALTITUDE BY JET POWERED AIRCRAFT OPERATED AT LAX, 1970
NUMBER
1
2
3
U
5
6
7
8
9
10
11
12
13
lit
15
16
17
18
19
20
21
22
23
2U
2$
26
27
28
29
30
31
32
33
3U
35
36
37
38
39
1*0
Ul
TURBOFAM
U.o
7.0
U.3
U.3
1*.3
U.3
U.3
U.3
5.0
5.0
7.0
5.0
U.O
3.0
U.o
U.o
3.0
7.0
7.0
5.0
5.o
5.0
5.0
7.0
6.0
6.0
6.0
6.0
6.0
5.0
5.0
5.0
5.0
5.0
5.o
2.5
5.5
5.5
5.5
5.5
5.U
TURBOJET
U.O
6go
'3.3
7.0
5.0
5.0
10.0
6.0
6.0
6.0
58.3
Are. 5.83
TURBOPROP
U.O
7.0
11.0
Ave. 5.5
20778
Ave. 5.1
-------
TABLE IV
OBSERVED ATBUGE TIME, IN MINUTES, REQUIRED TO TAKE OFF AND CLIMB OUT
TO 3,500 FEET ALTITUDE BY JET POWERED AIRCRAFT OPERATED AT LAX, 1970
NUMBER
1
2
3
k
5
6
7
8
9
10
11
12
13
1U
15
16
17
18
19
20
21
22
23
2U
25
26
27
28
29
30
31
32
33
3U
35
36
37
38
39
UQ
TURBOFAN
1.5
1.5
1.5
2.0
2.0
1.2
1.2
3.5
2.0
2.0
2.0
3.1
2.0
2.0
5.2
3.0
2.0
2.5
2.0
2.0
3.0
3.0
3.0
3.0
3.0
U.o
U.O
U.o
U.o
U.o
3.0
3.0
3.0
3.0
3.0
2.0
3.0
3.0
3.0
3.0
108.2
TURBOJET
2.0
1.5
U.o
U.5
3.0
3.0
U.o
U.o
U.o
3.0
3.0
36.0
Ave. 3.3
TURBOPROP
7.0
3.0
10.0
Ave. 5.0
Ave. 2.7
-------
TABLE V
ARRIVAL AND DEPARTURE FLIGHT DATAka; FOR JET
AIRCRAFT OPERATED AT LAI, 1970
POWERED
TDRBOFAN
POWERED
MINUTES
TURBOJET
POWERED
MINUTES
TURBOPROP
POWERED
MINUTES
ARRIVAL FLIGHT
from 3,500* altitude to
5.1
5.8
5.5
DEPARTURE FLIGHT
(1) from ground level to 2,000' altitude^
(2) from 2.000' to 3.500 • altitudeU)
(3) from ground level to 3,500' altitude^
1.6
1.1
2.7
2.2
1.1
3.3
3.9
1.1
5.0
(a) Altitudes were established by radio cconaanication from the FAA Control Tower
with the pilot in the aircraft. Elapsed times were established with a stop-
watch and coordination of visual, radar, and radio monitored observations.
(b) From Table in.
(c) By difference between line 3 and line 2.
(d) From an earlier study by the Air Pollution Control District of Los Angeles
County.
(e) From Table IV.
-------
TABLE VI
OBSERVED AVERAGE TIME, IN MINUTES, HAT JET POWERED AIRCRAFT
SPEND IN IDLE AND TAXI AT LAX, 1970
NUMBER
1
2
3
U
5
6
7
8
9
10
11
12
13
Ui
15
16
17
18
19
20
21
22
23
21*
25
26
27
28
29
30
31
32
DEPARTURE
Idling Tine At The Satellite And
Taxiing Tine Frot Satellite Until
Take-Off
10.0
16.0
5.2
18.0
20.0
5.5
25.0
23.0
6.7
23.0
23.0
6.5
23.0
23.0
11.0
23.0
23.0
10.2
19.0
12.0
6.1
12.0
13.0
3.5
lii.O
15.0
3.5
Ut.o
11.0
5.8
17.0
10.5
E5I3
ARRIVAL
Taxi Tine Fran T ouch-Down
To Engine Shut Off At Satellite
12.0
6.2
9.0
3.2
3.0
6.0
3.U
U.8
17.0
9.0
2.U
5.6
7.0
5.3
5.5
8.5
10779
Ave. 6.7
Ave. 1U.1
-------
TABLE VII
AVERAGE EMISSION OF AIR CONTAMINANTS^ IN POUNDS PER MINUTE PER OAS TURBINE AIRCRAFT ENGDffi PER OPERATING
MODS AT LOS ANGELES INTERNATIONAL AIRPORT, 1970
ENGINE PARTICULATE MATTER CARBON MONOXIDE OXIDES OF NITROGEN COMBUSTIBLE SULFUR DIOXIDBfb}
MODEL ORGANIC OASES
NUMBER TAXI APPR- CLIMB TAKE TAXI APPR- CLIMB TAKE TAXI APPR- CLIMB TAKE TAXI APPR- CLIMB TAJB TAXI APPR- CLIMB TAXB
OACH OUT OFF OACH OPT OFF OACH OUT OFF OACH OUT OFF «1CH OPT
JTUA 0.392 O.U25 0.683 1.108 1.733 1.003 O.U9U 0.106 O.OU2 0.317 1.308 2.267 0.5 0.167 0.25 0.25 0.07 0.18? 0.1*23 0.58?
(turbojet)
JT9D 0.3 0.731* 0.83li 1.525 1.35 O.U*2 0.122 0.135 O.OU2 0.708 3.5 6.U17 O.U 0.128 0.2 0.2l«2 0.072 0.259 0.5U9 0.72
(turbofan)
(a) These emission rates are from the Los Angeles County Air Pollution Control District source test results except the sulfur dioxide.
(b) The sulfur dioxide emission rates are based on fuel analysis results and fuel usage.
-------
TABLE VIH
AVERAGE EMISSIONS OF AIR CONTAMINANTS IN POUNDS PER FLIGHT FROM A JTUA TYPE TURBOJET
GAS TURBINE AIRCRAFT ENGINE OPERATED AT LOS ANGELES INTERNATIONAL AIRPORT, 1970
PARTURE FLIGHT (to 3.500 feet altitude)
OPERATIONAL NODE Minutes
in
Mode
Taxiing^ ,^ Ui.l
Take-Off (to 2,000 feet)^' ^ 2.2
riiT*-Out (2,000 to 3,500 ft.r' 1.1
TOTAL POUNDS PER FLIGHT/ENGINE
HrVAL FLIGHT (froa 3.500 feet altitude)
ippi "acb to touchdown'**) 5.8
'axiing(0 6.7
I'OTAL POUNDS PER FLIGHT/ENGINE
iDTAL POUNDS PER COMBINED
DEPARTURE AND ARRIVAL PER ENGINE
TOTAL POUNDS PER AVERAGE FLIGHT^
PER ENGINE
PARTICULATE
MATTER
Pounds Pounds
Per Per
Minute Flight
0.392 5,527
1.106 2.U38
0.683 0.751
8.716
0.1*25 2.1i65
0.392 2.626
5.091
13.807
6.903
CARBON MONOXIDE NITROGEN OXIDES CttfB. ORO. OASES SULFUR
Pounds Pounds Pounds Pounds Pounds Pounds Pounds
Per Per Per Per Per Per Per
Minute Flight Minute Flight Minute Flight Minute
1.733 2U.U35 O.OU2
0.106 0.233 2.267
O.U9U 0.5U3 1.308
25.211
1.003 5.817 0.317
1.733 11.611 O.OU2
17.U28
U2.639
21.320
0.592 0.5
U.987 0.25
1.U39 0.25
7.018
1.839 0.167
0.281 0.5
2.120
9.138
U.569
7.050 0.07
0.550 0.587
0.275 O.U23
7.875
0.969 0.189
3.350 0.07
U.319
12.19U
6.097
DIOXIDE
Pounds
Per
Flight
0.987
1.291
O.U65
2.7U3
1.096
O.i«69
1.565
U.308
2.15U
) From Table VI.
) Froa Table V.
) An "Average Flight11 is the arithmetical average of a departure flight and an arrival flight.
-------
TABLE IX
AVERAGE EMISSIONS OF AIR CONTAMINANTS IN POUNDS PER FLIGHT FROM A JT9D TYPE TURBOFAN
GAS TURBINE AIRCRAFT ENGINE OPERATED AT LOS
DEPARTURE FLIGHT (to 3,500 feet altitude)
OPERATIONAL MODE Minutes
In
Mode
TaadingW U,.!
Take-Off (to 2,000 feet)w , . 1.6
Cliab-Out (2,000 to 3,500 ft.)^; 1.1
TOTAL POUNDS ALIGHT/ENGINE
ARRIVAL FLIGHT (from 3,500 feet altitude)
Approach to touchdown'^) 5.1
Taxiing*' 6.7
TOTAL POUNDS/FLICHT/ENGINE
TOTAL POUNDS PER COMBINED
DEPARTURE AND ARRIVAL PER ENGINE
TOTAL POUNDS PER AVERAGE FLIGHT^0)
PER ENGINE
ANGELES INTERNATIONAL AIRPORT, 1970
PARTICULATE
MATTER CARBON MONOXIDE
Pounds Pounds Pounds Pounds
Per Per Per Per
Minute Flight Minute Flight
0.3 1*.230 1.35
1.525 2.1*1*0 0.135
0.831* 0.917 0.122
7.587
0.731* 3.71*3 0.1*1*2
0.3 2.010 1.35
5.753
13.31*0
6.670
19.035
0.216
0.131*
19.385
2.251*
9.01*5
n.299
30.681*
15.3U2
NITROGEN OXIDES COMB. ORO. GASES SULFUR
Pounds Pounds Pounds Pounds Pounds
Per Per Per Per Per
Minute Flight Minute Flight Minute
0.01*2 0.592 0.1*
6.U17 10.267 0.21*2
3.5 3.850 0.2
11*. 709
0.708 3.611 0.128
0.01*2 0.281 O.U
3.892
18.601
9.300
5.6UO 0.072
0.387 0.72
0.220 0.51*9
6.2li7
0.653 0.259
2.680 0.072
3.333
9.580
U.790
DIOXIDE
Pounds
Per
Flight
1.015
1.152
0.601*
2.771
1.321
0.1*82
1.803
U.571*
2.287
» From Table VI.
(b) From Table V.
c) An "Average Flight" is the arithmetical average of a departure flight and an arrival flight.
-------
TABLE X
AVEBAGE ANNUAL TONS OF AIR CONTAMINANTS EMITTED BT GAS TURBINE AIRCRAFT ENGINES
OPERATED AT LOS ANGELES INTERNATIONAL AIRPORT IN 1970
ENGINE
MODEL
NUMBER
JTUA
JT9D
JT3D
JT8D
JT3C-6
CJ605
501D +
Dart-7
TOTAL
TOTAL PARTICULATE
NUMBER OF MATTER
ENGINE POUNDS TONS
FLIGHTS PER PER
PER YEAR. AVERAGE YEAR
AT LAX(a) FLIGHT^' (rounded)
6l , 5^*1*
1*9,31*1*
631,232
U68,370
32,120
26,280
•1*3,600
1,352,690
6.903
6.670
1*.683
6.618
7.687
6.282
3.228
280
165
1,180
1,615
125
85
70
3,820
CARBON
MONOXIDE
POUNDS TONS
PER PEP.
AVERAGE YEAR
FLIGHT^ ' (rounded)
21.320
15.3142
19.328
10.16U
15.312
1,275
0.61,7
870
360
6,100
2,1*80
21*5
170
15
10,260
OXIDES OF
NITROGEN
POUNDS TONS
PER PER
AVERAGE YEAR
FLICHT^b) (rounded)
U.569
9.300
3.208
3.605
2.785
3.025
3.ia2
185
230
1,010
880
1*5
Uo
75
2>65
COMBUSTIBLE
ORGANIC GASES
POUNDS TONS
PER PER
AVERAGE ' YEAR
FLIGHT^' (rounded)
6.097
U.790
9.571
57.862
3.123
3l*.273
1.895
250
120
3,020
Ui,130
50
1*50
1*0
18,060
SULFUR
DIOXIDE
POUNDS TONS
PER PER
AVERAGE YEAR
FLIGHT11^ (rounded)
2.151*
2.287
1.1,02
1.1*21
2.119
1.71*7
0.867
90
55
l*i*o
31*5
35
25
20
1,010
TOTAL AIR
CONTAMINANTS
TONS
PER
YEAR
(rounded)
1,675
950
12,050
19,1*50
5oo
770
220
35,615
(a) From Table II.
(b) An "Average Flight" is the arithmetical average of a departure flight and an arrival flight. The values in the column are from Tables
VIII, DC, and Source Test Data of the Los Angeles County Air Pollution Control District.
-------
TABLE XI
AVERAGE OPERATIONAL DATA PCR COMMERCIAL FOUR ENGINE PISTON POWERED AIRCRAFT
ARRIVING AT AND DEPARTING FROM LOS ANGELES INTERNATIONAL AIRPORT
PRE-FLICHT AND
FLIGHT PARAMETERS
RANGE IN MELESKO ELAPSED TIME IN MINUTES^
MINIMUM MAXIMUM AVERAGE MINIMUM MAXIMUM AVERAGE
Departure from airport
to 3.500 feet altitude
(1) Taxi from terminal to
end of runway and a-
walt clearance from
traffic control tower
(2) Take-off
(3) Climb-out
-
-
12 U*
-
-
13
6
0.5
U.5
10
i
8
8
0.8
6.2
TOTALS
12
13
11
19
15
Arrival from 3,500 feet
altitude to airport
(1) Approach for landing
to touch down on runway
(2) Touchdown to high
speed turn-off and
taxiing to terminal
11
10
TOTALS
11
10
8
12
10
(a) The data are from observations of commercial aircraft (piston powered, gasoline fueled)
operations made in January 1961 and confirmed in 1961*. Altitudes were established by
radio communications with the pilot of the aircraft. Ranges of aircraft were established
by radar observations in the FAA Control Tower at Los Angeles International Airport.
Elapsed times were established with stopwatch and coordination of visual, radar, and
monitored radio observations.
-------
TABLE XII
AVERAGE OPERATIONAL DATA FOR COMMERCIAL TWO ENGINE PISTON POWERED AIRCRAFT
ARRIVING AT AND DEPARTING FROM LOS ANGELES INTERNATIONAL AIRPORT
PRE-FLIGHT AND
FLIGHT PARAMETERS
RANGE IH MILEs'6'
MINIMUM MAXIMUM AVERAGE
ELAPSED TIME IN MINUTESva'
MINIMUM MAXIMUM AVERAGE
Departure from airport
to 3.500 feet altitude
(1) Taxi from terminal to
end of runway and await
clearance from traffic
control tower.
(2) Take-off.
(3) Climb-out.
TOTALS
-
-
12
12
-
-
Hi 13
1U 13
6
1
5
12
10
1
9
20
8
1
7
16
Arrival from 3,500 feet
altitude to airport
(1) Approach for landing
to touchdown on
runway.
(2) Touchdown to high
speed turn-off and
taxiing to terminal.
n
10
TOTALS
11
10
13
n
(a) The data are from observations of commercial aircraft (piston powered, gasoline fueled)
operations made in January 1961 and confirmed in 1961;* Altitudes were established by
radio communications with the pilot of the aircraft. Ranges of aircraft were established
by radar observations in the FAA Control Tower at Los Angeles International Airport.
Elapsed times were established with stopwatch and coordination of visual, radar, and
monitored radio observations.
-------
TABIE XIII
AVERAGE RATE OF AVIATION GASOLINE CONSUMPTION OF PISTON POWERED
AIRCRAFT IN VARIOUS OPERATING MQDES^a)
NUMBER OF POUNDS^' OF AVIATION GASOLINE CONSUMED PER MINUTE
ENGINES TAXIING TAKE-OFF CLIMB-OUT APPROACH
to 3<$00 feet altitude from 3,$00 feet
Four 2k 160 120 36
Two 6 66 U8 1U
(a) The average rate of fuel consumption for four engine aircraft and for two
engine aircraft are based on data obtained from the Federal Aviation
Agency.
(b) Aviation gasoline weighs 5.9 pounds per gallon.
-------
TABLE XIV
AMOUNT OF GASOLINE USED PER AVERAGE FLJGHT(a) BY FOUR ENGINE
PISTON POWERED AIRCRAFT IN LOS ANGELES COUNTY
OPERATIONAL MODE
Departure from airport to 3,500 feet
altitude
(1) TarL from terminal to end of runway and
•wait clearance from traffic control
tower.
(2) Take-off.
(3) Climb-out to 3,500 feet altitude
TOTAL
Arrival from 3,500 feet altitude to airport
(1) Approach for landing to touchdown on
runway.
(2) Touchdown to high speed turn-off and
taxiing to terminal.
TOTAL
Total for 1 departure and 1 arrival
Pounds gasoline per average flight
AVERAGE
NUMBER OF
MINUTES
IN MODE(b)
8
0.8
6.2
6
1*
RATE OF FUEL
CONSUMPTION
IN POUNDS
PER MINUTED '
21*
160
120
36
21*
POUNDS OF
GASOLINE
USED
192
128
7U*
1,061*
216
96
312
1,376
688^
(a) An "average flight" is the arithmetical average of a departure fli^it and an arrival
flight.
(b) Data from Table XI
(c) Data from Table XIII
(d) Fuel usage per average flight in gallons is 688 £ $.9 - 117
-------
TABLE XV
AMOUNT OF GASOLINE USED PER AVERAGE FLIGHT^a) BY TWO ENGINE
PISTON POWERED AIRCRAFT IN LOS ANGELES COUNTY
OPERATIONAL MODE
Departure from airport to 3,500 feet
altitude
(1) Taxi from terminal to end of runway
and await clearance from traffic
control tower*
(2) Take-off.
(3) Climb-out to 3,500 feet altitude
TOTAL
Arrival from 3,500 feet altitude to airport
(l) Approach for landing to touchdown on
runway.
(2) Touchdown to high speed turn-off and
taxiing to terminal.
TOTAL
Total for 1 departure and 1 arrival
Pounds gasoline per average flight
AVERAGE
NUMBER OF
MINUTES
IN MODE(b'
8
1
7
6
5
RATE OF FUEL
CONSUMPTION
IN POUNDS
PER MINUTED c>
6
66
k6
11*
6
POUNDS OF
GASOLINE
USED
1*8
66
336
1*50
81*
30
111*
561*
282
(a) An "average flight" is the arithmetical average of a departure flight and an arrival
flight.
(b) Data from Table XII.
(c) Data from Table XIII.
(d) Fuel usage per average flight in gallons is 282 7 5,9 • 1*8.
-------
TABLE XVI
AVERAGE RATE OF EMISSION OF AIR CONTAMINANTS FROM
PISTON TYPE INTERNAL COMBUSTION ENGINES^*/
A3R CONTAMINANT
HYDROCARBONS OTHER ORGANIC PARTICULATE OXIDES OF CARBON TOTAL
GASES MATTER NITROGEN MONOXIDE
Pounds per Gallon 0.512 0.009 0.012 0.132 2.789 3.k5k
(a) From total air pollution data compiled by the Air Pollution Control District of the
County of Los Angeles.
-------
TABLE XVII
RATE OF EMISSION OF AIR CONTAMINANTS PER AVERAGE
FROM FOUR ENGINE PISTON POWERED AIRCRAFT IN LOS ANGELES COUNTY
GALLONS OF GASOLINE AIR CONTAMINANT DATA
USED PER AVERAGE AIR CONTAMINANT POUNDS,PER POUNDS PER
GALLON^0' AVERAGE FLIGHT
117
Hydrocarbons
Other Organic Gases
Particulate Matter
OxLdLes of Nitrogen
Carbon Monoxide
0.512
0.009
0.012
0.132
2.789
59.9
1.1
1.U
l5.U
326.3
TOTAL 3.U5U UOU.1
(a) An "average flight" is the arithmetical average of a departure flight and an
arrival flight.
(b) Data fron Table XIV.
(c) Data from Table XVI.
TABLE XVIII
RATE OF EMISSION OF AIR CONTAMINANTS PER AVERAGE FLIGHT^a^ FROM WO ENGINE
PISTON POWERED AIRCRAFT, 12,500 POUNDS AND HEAVIER, IN LOS ANGELES COUNTY
GALLONS OF GASOLINE AIR CONTAMINANT DATA
USED PER AVERAGE AIR CONTAMINANT POUNDS,,PER POUNDS PER
FLIGHT^ GALLON^ AVERAGE FLIGHT
U8
Hydrocarbons
Other Organic Gases
Particulate Matter
Oxides of Nitrogen
Carbon Monoxide
0.512
0.009
0.012
0.132
2.789
2U.6
o.U
0.6
6.3
133.9
TOTAL : 3.U5U 165.8
(a) An "Average flight" is the arithmetical average of a departure flight and an
arrival flight.
(b) Data from Table XV.
(c) Data fron Table XVI.
-------
TABLE XIX
TIME AND FUEL CONSUMPTION DATA ON SINGLE ENGINE AND TWIN ENGINE
(LIGHTER THAN 12,500 POUNDS) PISTON POWERED AIRCRAFT
OPERATIONAL MODE TIME PER TRIPW
MINUTES
Take-off and
Cruise^)
Approach^
TOTAL
dimb-out(b)
6
U8
6
60
FUEL CONSUMPTION
POUNDS/MINUTE POUNDS/TRIP
1.2
0.7
0.3
2.2
7.2
33.6
1.8
42.6(f)
(a) Total time per trip for this type of aircraft will vary from half an
hour to an hour and a half.
(b) The rate of climb averages from 500 to 600 feet per minute.
(c) Few of this type aircraft actually climb-out for 6 minutes at a time
but many engage in what is known as "touch and go11 landings and take-
offs. The six minutes represent a cumulative average.
(d) Cruising speed averages 80-l50 miles per hour.
(e) Rate of descent varies from 200 to 1,000 feet per minute.
(f) 1*2.6 pounds of gasoline used per trip divided by 5.9 pounds per gallon
equals 7.22 gallons per trip. Each trip represents two flights (an
arrival and a departure), so the average consumption of gasoline per
average flight is 3.6 gallons.
-------
TABLE XX
RATE OF EMISSION OF AIR CONTAMINANTS FROM SINGLE ENGINE AND
LIGHT TWIN ENQINE PISTON POWERED AIRCRAFT IN LOS ANGELES COUNTY
GALLONS OF GASOLINE CONTAMINANT DATA
USED PTO AVERAGE CONTAMINANT EMISSIONS
POUNDS PER GALLON^) POUNDS PER FLICHT
3.6
Hydrocarbons
Other Organic Gases
Particulate Matter
Oxides of Nitrogen
Carbon Monoxide
0.512
0.009
0.012
0.132
2.789
1.8U
0.03
o.oU
0.1*8
10 .01*
TOTAL 3.1*51; 12.10
(a) Data from Table XIX.
(b) Data from Table XVI.
TABLE
RATE OF EMISSION OF AIR CONTAMINANTS FROM PISTON POWERED HELICOPTERS
IN LOS ANGELES COUNTY
GALLONS OF GASOLINE CONTAMINANT DATA
USED PER AVERAGE EMISSIONS
FLIGHT (*) CONTAMINANT POUNDS PER GALLON^' POUNDS PER FLIGHT
18
Hydrocarbons
Other Organic Gases
Particulate Matter
Oxides of Nitrogen
Carbon Monoxide
0.512
0.009
0.012
0.132
2.789
9.22
0.16
0.22
2.38
50.20
TOTAL 3.1*51 62.18
(a) An average of 18 gallons of gasoline per flight was arrived at by consultation
with Los Angeles Airways Helicopters and the Los Angeles County Sheriff's Office
in 1961.
(b) Data from Table XVI.
-------
TABIE
AIR CONTAMINANT EMISSIONS FROM FOUR ENGINE PISTON POWERED AIRCRAFT
OPERATED AT LOS ANGELES INTERNATIONAL AIRPORT, 1970
AVERAGE NUMBER
OF FLIGHTS PER
YEAR^a)
1,825
TOTAL
CONTAMINANT
Hydrocarbons
Other Organic Gases
Particulate Matter
Oxides of Nitrogen
Carbon Monoxide
CONTAMINANT DATA
EMISSIONS
POUNDS/FLIGHT^' POUNDS/YEAR
59.9
1.1
l.li
15.U
326.3
UOlul
109,318
2,008
2,555
28,105
595.U98
737,U8U
TONS/YKAR
55
1
1
Ub
298
369
(a) From Table I
(b) From Table XVH.
TABLE XXIII
AIR CONTAMINANT EMISSIONS FROM TWO ENGINE PISTON POWERED AIRCRAFT
OPERATED AT LOS ANGELES INTERNATIONAL AIRPORT, 1970
AVERAGE NUMBER
OF FLIGHTS PER
YEAR^a)
58,l*oo
TOTAL
CONTAMINANT
Hydrocarbons
Other Organic Gases
Particulate Matter
Oxides of Nitrogen
Carbon Monoxide
CONTAMINANT DATA
POUNDS/FLIGHT(D)
2U.6
0.1*
0.6
6.3
133.9
165.8
EMISSIONS
POUNDS/YEAR
l,U36,6i|0
23,360
35,010
367,920
7,819,760
9,682,720
TOMS/TEAR
718
12
18
I8ii
3,910
1*,8U2
(a) From Table I.
(b) From Table XVIH.
-------
TABLE XXIV
AIR CONTAMINANT EMISSIONS FROM SINGLE ENGINE AND TWIN ENGINE
(LIGHTER THAN 12,$00 POUNDS) PISTON POWERED AIRCRAFT OPERATED AT
LOS ANGELES INTERNATIONAL AIRPORT, 1970
AVERAGE NUMBER CONTAMINANT DATA
OF FLI CUTS PER CONTAMINANT EMISSIONS
YEAR^a) . POUNDS/FLICHT'b) POUNDS AEAR
78,110
TOTAL
Hydrocarbons
Other Organic Gases
Particulate Matter
Oxides of Hitrogen
Carbon Monoxide
1.8U
0.03
O.OU
O.U8
10.01*
12.U3
Ui3,722
2,3U3
3,12U
37,U93
78U.22U
970,906
TONS/YEAR
72
1
2
19
392
U86
(a) From Table I.
(b) From Table XX.
TABLE XXV
AIR CONTAMINANT EMISSIONS FROM HELICOPTERS OPERATED AT
LOS ANGELES INTERNATIONAL AIRPORT, 1970
AVERAGE NUMBER CONTAMINANT DATA
OF FLIGHTS PER CONTAMINANT , . EMISSIONS
YEAR(a) POUNDS/FLIGHT ^ POUNDS/YEAR
Hydrocarbons
8,760 Other Organic Gases
Particulate Matter
Oxides of Nitrogen
Carbon Monoxide
TOTAL
9.22
0.16
0.22
2.38
50.20
62.18
80,767
1,U02
1,927
20,8ii9
U39.752
514i,697
TONS/YEAR
IiO
1
1
10
220
272
(a) From Table I.
(b) From Table XXI.
-------
TABLE XXVI
ESTIMATE OF TOTAL QUANTITIES OF AIR POLLUTANTS EMITTED ANNUALLY WITHIN
LOS ANGELES COUNTY BY AIR CARRIER A3KCRAFT AND GENERAL AVIATION AIRCRAFT
USING THE LOS ANGELES INTERNATIONAL AIRPORT, 1970
(See Table XXIX for the portion of these emissions occurring within LAX boundary)
AIRCRAFT
CONTAMINANTS IH TONS (rounded) PER YEAR
PARTICULATE CARBON OXIDES OF COMBUSTIBLE SULFUR TOTALS
MATTER MONOXIDE NITROGEN ORGANIC DIOXIDE
GASES
(1) COMMERCIAL TRANSPORTS
Turbojot(a)
Turbofan(b)
Turboprop'0'
TOTAL
490
3,260
70
•*.8PO
1,285
8,960
15
10,g6o
270
2,120
'75
P.L^
750
17,270
•1.0
i fi n£n
150
81iO
' ?n
i ni_n
2,9^5
32,1^50
Q?0
^ ^
(2) COMMERCIAL TRANSPORTS
Piston Engine^)
20
210
825
$.18$
(3) PRIVATE AIRCRAFT
Piston Engine^8)
TOTALS
1
3, 8^40
390
15.,080
19
21,695
75
18,060
185
1,010 ^1, 58:
(a) Turbojets include the following gas turbine engines: JT3C-6 (water injection),
CJ805-3B, JT3C-7
(b) Turbofans include the following gas turbine engines: JT3D, JT8D, JT9D, and Cj8o5-23.
(c) Turboprops are 501D and Dart-7 gas turbine engines.
(d) Piston engine commercial transports include: k engine aircraft, 2 engine aircraft
12,$00 pounds and heavier, and helicopters.
Piston engine private aircraft include: single engine aircraft and twin engine aircraft
lighter than 12,500 pounds.
-------
TABLE XXVII
ADJUSTED (FOR AREA WITHIN LAX BOUNDARIES ONLY) AVERAGE ANNUAL AMOUNT OF AIR CONTAMINANTS
IN TONS EMITTED BY GAS TURBINE AIRCRAFT ENGINES OPERATED AT LAX, 1970
ENGINE
MODEL
NUMBER
JTU
JT9D
JT3D
JT8D
JT3C-6
CJ605-3B
501D +
Dart -7
TOTAL 1
NUMBER OF
ENGINE
FLIGHTS
PER YEAR.
A 1 L*AA
101,98U
1*9,31*
631,232
U88,370
32,120
26,280
1*3,800
,352,690
PARTICULAR'S
MATTER
ADJUSTED
POUNDS TONS
PSR PER
AVERAGE
FLIGHT^)
5.000
U.128
3.139
3.09U
li.U88
3.07U
2.U78
YEAR
(rounded)
205
100
990
755
70
to
55
2,215
CARBON
MONOXIDE
ADJUSTED
POUNDS TONS
PER PER
AVERAGE. .
FLIGHT^ °'
18.U77
lli.255
17.50ii
9.391
13.369
8,505
0.550
YEAR
(rour-ded)
755
350
5,525
2,295
215
110
12
9,260
OXIDCS OF
NITROGEN
ADJUSTED
POUNDS TONS
PER PER
AVERAGE
FLIGHT(k)
2.116
• 3.882
1.387
1.30U
0.927
1.295
2.U17
YEAR
(rounded)
85
95
Uto
320
15
17
55
1,025
COMBUSTIBLE
ORGANIC GASES
ADJUSTED
POUNDS TONS
PER PER
AVERAGE
5.U36
U.32U
3.905
35.362
2.070
9.123
1.507
YEAR
(rounded)
220
105
1,230
8,635
35
120
35
10,380
SULFUR
DIOXIDE
ADJUSTED
POUNDS TONS
PER PER
AVERAGE
FLIGHT^)
1.20U
1.195
0.775
0.696
1.198
o.9ia
0.597
YEAR
(rounded)
50-
30
2U5
170
19
12
13
5^0
TOTAL AIR
CONTAMINANTS
ADJUSTED
TONS
PER
YEAR
(rounded)
1,315
680
8,100
12,175
355
300
170
83.te5
(a) From Table n.
(b) An "Average Flight" is the arithmetical average of a departure flight and an arrival flight.
-------
TABLE XXVIII
ADJUSTED (FOR AREA WITHIN LAX BOUNDARIES ONLY) AVERAGE ANNUAL AMOUNT OF AIR CONTAMINANTS
IN TONS EMITTED BY COMMERCIAL PISTON POWERED AIRCRAFT OPERATED AT LAX, 1970
TYPE OF
PISTON
POWERED
AIRCRAFT
Four Engine
Two Engine
Helicopters
TOTAL
NUMBER OF PARTICULATE
FLIGHTS MATTER
PER YEAR
AT LAXra)
1,825
58,IiOO
8,760
68,98$
ADJUSTED
POUNDS TONS
PER
AVERAGE
FLIGHT °>
0.7101*
0.2136
0.011
PER
YEAR
(rounded)
1
6
negligible
7
CARBON
MONOXIDE
ADJUSTED
POUNDS TONS
PER
AVERAGE. *
FLIGHT* '
165.109
k9.6kk
2.51
PER
YEAR
(rounded)
150
1,1*50
11
1,610
OXIDES OF
NITROGEN
ADJUSTED
POUNDS TONS
PER
AVERAGED
FLIGHT^ '
7.81U*
2.31*96
0.119
PER
YEAR
(rounded)
7
70
1
80
COMBUSTIBLE
ORGANIC GASES
ADJUSTED
POUNDS TONS
PER A
AVERAGE
FLIGHT^'
30.81*3
9.27k
0.1*69
PER
YEAR
(rounded)
30
270
2
300
TOTAL AIR
CONTAMINANTS
ADJUSTED
TONS
PER
YEAR
(rounded)
190
1,795
11*
2,000
(a) From Table I.
(b) An "Average Flight" is the arithmetical average of a departure flight and an arrival flight.
-------
TABLE XXIX
ADJUSTED (FOR AREA WITHIN LAX BOUNDARIES ONLY) ESTIMATE OF TOTAL QUANTITIES
OF AIR POLLUTANTS EMITTED AtlNUALLY AT THE LOS ANCELES INTERNATIONAL AIRPORT
FROM AIR CARRIER AIRCRAFT AND GENERAL AVIATION AIRCRAFT DURING 1970
AIRCRAFT
CONTAMINANTS IN TONS (rounded) PER
Pnrtlculata Carbon Ozldaa of Combustible Sulfur
Matter Monoxide Nitrogon Organic Dioxide
Gases
TOTALS
(1) COKMEKCIAL TRANSPORTS
Turbo Jet(b)
Turbofan
Turboprop^
TOTAL
315
1.8U5
55
2.215
1,080
8,170
12
-9.260
120 375
855 9,970
55 ?8
1.025 3Q,?80
80 1,970
iUi5 21,285
n 170
(2) COMMERCIAL TRANSPORTS
Piston Engine^0'
1,610
80
300
2,000
(3) PRIVATE AIRCRAFT
Piston Engine'f' noplifrible
20
25
TOTALS
2,220 10,890 1,105 10,685
25.U55
(a) From Tables XXVII and XXVIII.
(b) Turbojots Include t^o fo.llcvinr cas turbir.e aircraft engines: JT3C-6 (water injection),
JTUA, CJ805-33, JT3C-7
(c) Turbofane include the following gae turbine aircraft engines: JT3D, JT8D, JT9D, and
CJ805-23.
(d) Turboprops are 501D _and Dart-7 gas turbine aircraft engines.
(e) Piston enrtne commercial transports include: U engine aircraft, 2 engine aircraft 12,500
pounds and heavier, and helicopters.
(f) Piston eni3ine private aircraft include* single engine aircraft and twin engine aircraft
lighter than 12,500 pounds.
-------
TABLE XXX
ESTIMATE OF TOTAL QUANTHIES OF AIR POLLUTANTS EMITTED ANNUALLY AT THE
LOS ANGLES INTERNATIONAL AIRPORT FROM QBROUND OPERATIONS
WITHIN THE AIRPORT BOUNDARIES DURING 1970
GROUND OPERATION
SOURCE
CONTAMINANTS IN TONS (rounded) PER YEAR
PARTICULATE CARBON OXIDES OF COMBUSTIBLE SULFUR TOTALS
MATTER MONOXIDE NITROGEN ORGANIC DIOXIDE
GASES
(1) Aircraft Fueling
Systems^) ~
(2) Operation of Service
Vehicles^) 20
(3) Aircraft Engine Run-up
Daring Maintenance.
and Ground-Check^0' 11O
(U) Vehicles Entering &nd/,x
Leaving The Airport' ' 1|0
(5) Miscellaneous Sources
At The AirporV e' UO
TOTALS 210
—
U,2U5
5io
8,980
1
13,735
—
200
30
600
150
980
55
905
615
1,630
605
3,810
—
12
25
30
135
200
55
5,380
1,290
11,280
930
18,935
(a) There are 139 aircraft fueling stations within the boundaries of LAX.
(b) There are 1,217 pieces of power operated ground service equipment plus 189 motor
vehicles.
(c) An average of 15,330 engines are run-up per year for an average of 25 minutes each.
(d) Some 92,328,000 motor vehicles enter and leave the boundaries of LAX per year. These
cars consume 7,590,000 gallons of gasoline per year within the boundaries of LAX.
(e) Miscellaneous sources within the boundaries of LAX consist of: abrasive blast cabinets,
baghoutfes, boilers, degreasers, loading racks, multiple chamber incinerators, paint
bake ovens, paint spray booths, floating roof tanks, underground tanks, vapor recovery
systems.
-------
TABLE XXXI
ESTIMATE OF TOTAL QUANTITIES OF AIR POLLUTANTS EMITTED ANNUALLY
WITHIN THE BOUNDARIES (AND BELOW 3,500 FEET ALTITUDE) OF THE
LOS ANGELES INTERNATIONAL AIRPORT DURING 197Q
SOURCE
Commercial (a)
Transports (Turbine)
Commercial (a)
Transports (Piston)
Private Aircraft
(Piston) (a)
Collateral Ground
Operations (b)
TOTALS
CONTAMINANTS IN TONS (Rounded) PER YEAR
Particulate Carbon Oxides of Combustible Sulfur TOTALS
Matter Monoxide Nitrogen Organic Dioxide Tons Per
Gases Cent
2,215
7
negligible
210
2,1435
„
9,260 1,025 10,380
1,610 80 300
20 1 k
13,735^ 980 3,810
2l».,625 2,085 lU,l495
5l+0 23,^25
2,000
25
200 18,935
7^0 kk.,385
53.0
U.5
-
12.5
(a) From Table XXIX.
(b) From Table XXX.
(c) Approximately 65^ of this value represents contributions of vehicles entering and leaving
the airport.
-------
TABLE XXXII
TONS OF AIR CONTAMINANTS EMITTED PER YEAR WITHIN THE BOUNDARIES OF.
LAX BY POWER OPERATED, GROUND SERVICE EQUIPMENT, 1970
AIR CONTAMINANT POUNDS EMITTED PER 1,000 TONS EMITTED PER
GALLONS GASOLINE USED YEAR
BY UNCONTROLLED MOTOR
VEHICLES (Rounded)
Particulate Matter 13.8 20
Carbon Monoxide 2,783 1*,095
Nitrogen Oxides 128.8 190
Combustible Organic Gases 598.6 880
Sulfur Dioxide 7.5 11
TOTAL 3,531*8 5.195
TABLE XXXIII
TONS OF AIR CONTAMINANTS EMITTED PER YEAR WITHIN THE BOUNDARIES OF
LAX BY 173 MOTOR VEHICLES EQUIPPED WITH EMISSION CONTROLS AND
OPERATED WITHIN THE BOUNDARIES OF LAX, 1970
AIR CONTAMINANT POUNDS EMITTED PER 1,000 TONS EMITTED PER
GALLONS GASOLINE USED BY YEAR
CONTROLLED MOTOR VEHICLES (Rounded)
Particulate Matter
Carbon Monoxide
Nitrogen Oxides
Combustible Organic Gases
Sulfur Dioxide
10.5
2,365.5
157.5
U30
7.5
1
150
10
25
1
TOTAL 2,971 185
-------
TABLE XXXIV
TOTAL TIME AND THE PER CENT OF TIME GAS TURBINE AIRCRAFT ENGINES ARE OPERATED IN
VARIOUS OPERATIONAL MODES DURING RUN-UP AND MAINTENANCE AT LAX, 1970
AIRLINE NUMBER
TEST OF
FACILITY ENGINES
NUMBER PER DAI
l U
2
2 1
3 8
U 3
2
5 2
6 20
MINUTES
EACH
ENGINE
IS RUN
30
15
2
15
30
15
180
15
TOTAL PER CENT OF TIME RUN IN EACH OF
ENGINE THE FOLLOWING OPERATIONAL MODES
MINUTES IDLE CRUISE FULL
PER DAT POWER
120
30
2
120
90
30
360
300
75
75
75
75
75
75
75
75
25
25
25
25
25
25
22
25
seldom
seldom
never
seldom
seldom
seldom
3
seldom
TOTAL
Ave. 25
1,052
75
25
seldom
TABLE XXXV
TONS OF AIR CONTAMINANTS EMITTED PER YEAR WITHIN THE BOUNDARIES OF LAX BY
GAS TURBINE AIRCRAFT ENGINES DURING RUN-UPS AND MAINTENANCE GROUND CHECKS, 1970
AIR IDLE MODE
CONTAMINANT 789 MINUTES/DAY
FOUNDS POUNDS
EMITTED EMITTED
PER PER DAY
ENGINE
PER AVE.
MINUTE
CRUISE MODE
263 MINUTES/DAY
POUNDS POUNDS
EMITTED EMITTED
PER PER DAY
ENGINE
PER AVE.
MINUTE
TOTAL EMISSIONS
FROM BOTH MODES
POUNDS TONS
EMITTED EMITTED
PER DAY PER
YEAR
Particulate
Matter
Carbon Monoxide
Nitrogen Oxides
Combustible
Organic Gases
Sulfur Dioxide
0.186
1.21U
o.oUo
1.015
O.OU3
1U7
958
32
801
3U
0.69U
0.519
0.33U
U.332
O.LUO
183
136
88
1,139
37
330
1,09U
120
1,9UO
71
60
200
22
35U
13
TOTAL
1.972
1.583
3.555
6U9
-------
TABLE XXXVI
TONS OF AIR CONTAMINANTS EMITTED PER YEAR WITHIN THE BOUNDARIES OF
LAX BY JET POWERED AIRCRAFT WHILE TAXIINQ BETWEEN MAINTENANCE
AREAS AND SATELLITE TERMINALS, 1970
AIR CONTAMINANT
Particulate Matter
Carbon Monoxide
Nitrogen Oxides
Combustible Organic Gases
Sulfur Dioxide
TAXI MODE
UtlO ENGINE MINUTES
POUNDS EMITTED
PER MINUTE
PER AVE. END DC
0.186
1.2U;
0.0140
1.015
O.OU3
PER DAY
POUNDS
EMITTED
PER DAY
262
1,712
56
1,1*31
61
TONS
EMITTED
PER YEAR
U8
312
10
261
11
TOTAL
3,522
6U2
TABLE XXXVII
TONS OF AIR CONTAMINANTS EMITTED PER YEAR WITHIN THE BOUNDARIES OF LAX BY GAS
TURBINE AIRCRAFT ENGINES DURING RUN-UP AND MAINTENANCE GROUND-CHECKS, AND
ALSO WHEN TAXIINQ BETWEEN MAINTENANCE AREAS AND SATELLITE TERMINALS, 1970
AIR CONTAMINANTS
EMISSIONS IN TONS PER YEAR
FROM ENGINE RUN-UP FROM TAXIING TO AND
AND GROUND-CHECK FROM MAINTENANCE AREA
CaCBINED TOTAL
(rounded)
Particulate Matter
Carbon Monoxide
Nitrogen Oxides
Combustible Organic Gases
Sulfur Dioxide
60
200
22
35U
13
U8
312
10
261
11
110
$10
30
615
25
TOTAL
6U9
6U2
1,290
-------
TABLE XXXVIII
MOTCR VEHICLES OPERATING WITHIN THE BOUNDARIES OF LAX AND
THE VEHICLE MILES THEY TRAVEL EACH DAY
STREET TRAVELED
(Portions within LAX boundaries only)
1. World Way (completely around)
2. Aviation Blvd.
3. Pershing Drive (between Imperial Hwy. and World Way
West)
k. World Way West (in and out)
5. Pershing Drive (between World Way West and Sterry St.)
6. Lincoln Blvd. (between 9Uth St. and Sepulveda Blvd.)
7. Sepulveda Blvd. (between Imperial Hwy. and Century
Blvd.)
8. Sepulveda Blvd. (between Lincoln Blvd. and Just below
96th St.)
9. 96th Street
10. East Way
11. Interceptor St. (between Sepulveda Blvd. and
Lilienthal Ave.)
12. Avion Drive and Private Century Blvd.
SUB TOTALS
VEHICLES
PER DAY
37,000
17,700
16,200
12,600
9,100
18,200
U2,800
$7,000
11,000
8,800
2,000
12,000
2U*,UOO
MILES^aJ
TRAVELED
2.0
0.5
1.0
1.6
1.2
1.1
1.0
0.3
0.7
0.2
0.7
1.8
Add for idLscellaneous driving within LAX boundaries (16 it- pure guess)
Plus 3.5* 6,55U
GRAND TOTAL
252,95U(c)
VEHICLE
MILES/DAY
7U,OCO
8,850
16,200
20,160
10,920
20,020
U2,800
17,100
7,700
1,760
1,UOO
21,600
2U2,510
38,600
281,310
9,8UO
291,150
(a) Miles were measured to the nearest tenth.
(b) Based on L. A. County population increase 1967-1969.
(c) Annual number of motor vehicles is 92,328,000 (rounded).
-------
TABLE TTTTT
TONS OF AIR CONTAMINANTS EMITTED PER YEAR WITHIN THE BOUNDARIES OF
LAX BT MOTOR VEHICLES OPERATED WITHIN THE BOUNDARIES OF LAX, 1970
AIR CONTAMINANT POUNDS EMITTED PER 1,000 TONS EMITTED PER
GALLONS GASOLINE^*) USED BY , . YEAR
CONTROLLED^' MOTOR VEHICLES^c) (rounded)
Particulate Matter
Carbon Monoxide
Nitrogen Oxides
Combustible Organic Gases
Sulfur Dioxide
10.5
2,365.5
157.5
U30.0
7.5
1*0
8,980
600
1,630
30
TOTAL 2.971.0 11.280
(a) 7,590,5UO gallons of gasoline used per year.
(b) Assumed to have the same degree of control as the motor vehicle population
of Los Angeles County as a tthole.
(c) 92,328,000 motor vehicles.
TABLB XL
THE NUMBER OF PARKING SPACES AVAILABLE AND THE ESTIMATED
NUMBER OF AUTOMOBILES PARKED DAILY AT LAX, 1970
IDENTITY OF PARKING LOTPARKING SPACESAUTOMOBILES PARKED
AVAILABLE PER DAYVa)
Major Airline Lots
Public Pay Lots
VSP Lot
West Imperial Lots
Pershing Drive Lots
U.S. Post Office Lot
TOTAL
(a) The average rate
per day.
11,720
9,900
2,UOO
700
550
570
25,8^0
of turnover per parking
20,500
15,350
2,UOO
800
550
1,250
Uo.850
space is 1.6 cars
-------
TABLE XU
POUNDS OF HYDROCARBONS EMITTED PER DAY WITHIN THE BOUNDARIES
OF LAX BY UNDERGROUND STORAGE TANKS WHICH ARE LISTED BY CAPACITY
AND TYPE OF MATERIAL STORED, 1970
NUMBER
OF
TANKS
U3
22
10
3
2
1
1
TOTAL
82
MATERIAL
STORED
Gasoline
Jet Fuel
Av. Gasoline
Lube Oil
Solvent
Isopropyl Ale*
Slop over
—
RANGE IN SIZE
IN GALLONS
1,000 to 2$,000
15,000 to 50,000
6,000 to 39,000
1,000 to 12,000
U,000 to 10,000
5,000
280
_
COMBINED
CAPACITY
IN GALLONS
328,000
928,000
233,000
iU,ooo
m,ooo
5,000
280
1,522,280
HYDROCARBON
VAPOR EMITTED
IN POUNDS PER DAY
160
31*0
115
negligible
negligible
negligible
negligible
615
-------
TABLE XLII
RECAPITULATION OF THE EMISSIONS OF AIR CONTAMINANTS IN TONS PER YEAR
FROM MISCELLANEOUS SOURCES WITHIN THE BOUNDARIES OF LAX, 1970
NO.
1.
2.
3.
U.
5.
6.
7.
8.
9.
10.
11.
12.
13.
1U.
EQUIPMENT
CATEGORY
SOURCE
Abrasive Blast
Cabinets
Baghouses
Boilers
Chrome Plating Tanks
Degreasers
Filling Vehicle Tanks
Loading Racks
Miscellaneous
Multiple Chamber
Incinerators
Paint Bake Ovens
Paint Spray Booths
Tanks-Floating Roof
Tanks-Underground
Vapor Recovery
Systems
TONS OF AIR CONTAMINANTS EMITTED PER YEAR
PARTICULATE CARBON NITROGEN HYDROCARBONS SULFUR
MATTER MONOXIDE OXIDES AND OTHER DIOXIDE
ORG. GASES
O.U — — — —
negligible — — — —
37.0 0.3 !V7o8 5.8 132.2
— _
- - - 35.6
— — — 63.0 —
— — — 127.0
— — 15.0
O.U 0.3 0.3 O.U 0.3
- - - 3.5 -
_ _. ua.o —
— 77.7 —
— — 113.0
- - - 25.6 -
TOTAL
(rounded)
—
325
—
35
65
125
15
2
u
lUo
80
115
25
TOTALS (rounded)
UO
150
605
135
930
-------
TABLE XLIII
SUMMARY OF AIR MONITORING DATA
May - October 1970
STA. LOCATION
NO.
MAY (from 5/10/70)
20h F.A.A. VOR Site West End
209 Command Post, East End
201 Control Tower, Admin. Bldg.
203 Satellite 2
202 Satellite 2
208 Satellite 7
207 Satellite 7
205 Ticketing Bldg., No. 7
206 Ticketing Bldg., No. 7
APCD MONITORING STATIONS
76 Southwest Coastal (Lennox)
1 Central (Downtown L.A.)
JUNE
20h F.A.A. VOR Site West End
209 Command Post, East End
201 Control Tower, Admin. Eldg.
203 Satellite 2
202 Satellite 2
208 Satellite 7
207 Satellite 7
205 Ticketing Bldg., No. 7
206 Ticketing Bldg., No. 7
APCD MONITOR INTi STATIONS
76 Southwest Coastal (Lennox)
1 Central (Downtown L.A.)
JULY
20k r.A.A. VOH Site west End
209 Command Post, East End
201 Control Tower, Admin. Bldg.
203 Satellite 2
202 Satellite 2
205 Satellite 7
207 Satellite 7
20? Ticketing Bldg., No. 7
206 Ticketing Bldg., :
-------
TABLE XLIII (cont'd.)
SUMMARY OP MR MONITORINO DATA
May - October 1970
STA. LOCATION
NO.
' AUGUST
20lj F.A.A. VCR Sita West End
209 Command Post, East End
201 Control Tower, Adinln. Bldg.
203 Satellite 2
202 Satellite 2
208 SatelLite 7
207 Satellite 7
205 Tickotine Bldg., No. 7
206 Ticketing BldG., No. 7
APCI) P.ONITORINO STATIONS
To Southwest Coastal (I/ennox)
1 Central (Downtown L.A.)
SEPTEMBER
20l4 F.A.A. VOR Site West End
209 Command Post, East End
201 Control Tover, Admin. Bldg.
203 Sat Olllta 2
202 Satellite 2
208 Satellite 7
207 Satollito 7
205 Ticketing Fide., No. 7
206 Ticketing Eldg., Mo. 7
APCD XOrilTOnitJG STATIONS
76 3outhv:ost Coastal (Lennox)
1 Central (Downtown L.A.)
October
201* F.A.A. VOR Site West End
209 Command Post, East £nd ,
201 Control Tower, Admin. Bldg.
203 Satellite 2
202 Satellite 2
208 Satellite 7
207 Satellite 7
205 Ticketing Bld£., No. 7b
206 Tickotinc Bldp., No. 7
APTD MONITORING STATIONS
76 Soutln.-cst Coastal (Lennox)
1 Cent.v.il (Do'.rr.lcwn L.A.)
CARBON MO!!OXID£
One -Hour Avg.
- ppra -
~Ranp;e — Arith.
Kin. Mr.x. Mean
Oa
0
0
0
Is
0
I
0
t
0
0
0
0
0
0
I
0
I
0
1
0
0
0s
0
0
0
Ia
0
I
0
I
0
0
1
1
1
1
1
1
3
•
3
2
1
1
1
2
2
2
2
3
3
1
1
1
1
3
2
3
1
3
2
h
1
1
12
3J4
u»
29
Uil
20
71*
_
132
23
27
18
31
27
U6
79
27
39
.
86
hi
21*
23
27
2k
lo
68
37
35
51
92
3U
30
2.2
3.6
5.1
5.5
10.9
5.6
10.1
_
15.8
6.6
InO
3.9
5.0
6.U
7.2
10.3
7.0
8.2
••
12.6
6.0
h.6
U.9
5.9
7.1
7.U
10.U
7.7
8.3
18.5
15.0
6.0
6.0
PARTICUL/iTE MATTER
One-Hour Avg. 2);-Hour Avg.
- Km x 10 - - ur/M3 -
— i'.ange— Aritli. ~?.anee— Arith.
Hin. Max. Mean Kin. llax. Hei:n.
1
1
.
1
2
2
10
2
11
1
2
1
1
_
1
5
6
10
i
U
2
7
1
1
1
h
5
U
10
U*
10
3
5
50
81*
.
211*
H5
Uio
135
105
109
73
100
92
77
.
172
110
160
150
130
153
70
96
100
93
lib
280
111*
180
118
11*0
100
78
110
11.5
19.3
60 179 108
36.7 65 169 116
1*0.7
56.9 91 192 136
66.6
1*6.1
53.6
11*. 7
29.7
10.3
23.3
55 277 lUi
Wi.9 67 235 350
Ii3.0
63.2 88 303 160
58.6
1*6.1
1*8.3
20.2
33.8
22.5
23.2
30.1* 59 502 ll|6
5o.8 6U 320 155
1*0.2
5S.6 98 1*90 189
56.1
U6.3
1*6.3
22/0
32.5
(n) "0"—Outuido) "I"—I
(b) On 10-13-70 the carbon monoxide iristrunont operating at Station >201 was moved to Station //205
and tlic Km instrument operaliiig at Station j'.'205 vas moved to Station ,7201.
-------
TABLE XLIV
Hourly Average Carbon Monoxide Concentrations (ppm)
Month
May
No.
Station Hrs,
Percentiles
Arithmetic
June
July
August
201
202
203
204
206
207
208
209
76
1
201
202
203
204
206
207
208
209
76
1
201
202
203
204
206
207
208
209
76
1
201
202
203
204
206
207
208
209
76
1
522
449
492
471
520
490
519
519
713
707
698
712
700
705
710
667
742
737
726
740
724
730
734
738
723
730
731
733
736
737
737
733
Min.
1
2
1
1
5
4
2
1
2
1
2
2
1
1
2
2
1
1
2
1
1
2
1
1
3
1
1
1
2
2
1
1
1
1
3
3
1
1
2
1
10
3
5
2
2
7
7
3
2,
3
5
3
1
6
7
3
2
3
6
3
1
6
5
2
2
3
5
3-
1
7
6
3
2
30
4
6
3
2'
10
8
4
2
4
7
4
2
10
9
4
3
4
7
4
1
10
8
4
3
4
8
4
1
12
7
4
3
50
4
7
3
3
12
10
5
3
4
8
5
2
13
10
5
4
4
8
4
2
13
9
5
3
5
9
5
2
15
9
5
3
70
5
8
4
3
15
11
6
3
5
10
7
2
15
11
6
5
5
9
5
2
16
11
6
4
6
11
6
3
18
10
6
4
90
7
12
6
4
20
17
8
5
6
12
11
3
20
16
7
5
19
13
7
3
20
14
8
5
8
15
9
4-
24
13
9
5
Max
21
35
15
19
70
63
22
21
35
35
12
79
26
6
66
90
18
18
18
24
51
iio
20
5
41
75
24
8
20
25
14
141
29
12
132
74
28
14
23
27
Mean
4.8
8.0
3.9
3.0
13.6
11.1
5.3
3.4
6.2
5.5
4.6
9.3
6.2
2.2
13.3
11.3
4.8
3.2
6.2
5.0
4.4
9.8
4.6
1.7
13.1
9.8
5.1
3.3
6.1
5.0
5.1
10.9
5.5
2.2
15.8
10.1
5.6
3.6
6.6
4.0
S t . Uev
2.5
4.1
2.1
1.9
7.5
5.8
2.6
2.4
1.4
6.4
4.3
0.9
6.5
7.2
2.0
1.2
1.5
9.2
2.2
0.8
5.5
5.3
2.3
1.0
2.0
8.9
2.8
1.5
9.0
7.8
2.6
1.8
-------
TABLE XLIV (Cont'd)
Hourly Average Carbon Monoxide Concentrations (ppm)
Percentiles
Arithmetic
Month
Sept.
Station Hrs. Min.
Oct.
Nov.
201
202
203
204
206
207
208
209
76
1
201
202
203
204
205
206
207
208
209
76
1
202
203
204
205
206
207
208
209
76
1
715
711
678
666
714
715
684
687
295
642
732
731
438
728
729
737
739
197
199
205
199
200
199
205
196
2
2
2
1
3
3
2
1
1
1
3
3
2
1
2
4
3
1
1
1
1
4
3
2
3
4
5
2
2
10
4
5
4
2
6
5
4
2
4
5
3
2
6
8
5
4
2
6
4
2
8
9
6
4'
3
30
4
7
5
2
9
6
5
3
5
7
4
3
12
11
6
5
3
7
4
3
13
13
7
5
4
50
5
8
6
3
11
7
6
4
6
9
6
4
18
14
7
6
4
9
6
4
18
15
7
6
5
70
6
11
8
4
14
8
7
5
7
11
8
6
24
17
8
8
6
11
8
6
24
19
9
8
7
90
11
17
13
7
21
14
12
9
12
17
14
10
31
24
15
14
14
16
13
10
31
23
14
13
12
Max.
27
79
46
18
86
39
27
31
41
24
24
68
40
23
51
92
35
37
27
34
30
27
22
19
44
40
34
27
20
Mean
6.4
10.3
7.2
3.9
12.6
8.2
7.0
5.0
6.0
4.6
7.1
10.4
7.4
4.9
18.5
15.0
8.3
7.7
5.9
6.0
6.0
9.8
7.1.
5.3
18.5
15.9
8.7
7.5
6.0
St. Dev.
3.9
7.1
4.4
2.6
7.9
4.3
4.0
4.0
3.8
5.6
4.9
3.7
9.7
7.9
4.1
4.4
5.0
4.2
4.0
3.5
8.9
5.8
3.7
4.1
3.6
-------
TABLE XLIV (Cont'd)
Particulates - Soiling (Km Units xlO) (hourly data)
No. Percentiles Arithmetic
Month
May.
June
July
August
Jtation
202
203
204
205
206
207
208
209
76
1
. 202
203
204
205
206
207
208
209
76
1
202
203
204
205
206
207
208
209
76
1
202
203
204
205
206
207
208
209
76
1
i hrs.
526
525
503
526
528
470
520
526
717
717
719
719
719
709
695
720
740
741
741
744
741
728
665
742
720
740
735
742
743
685
738
742
Min.
1
1
1
5
6
10
4
1
1
4
1
1
1
2
9
1
2
1
1
5
2
1
1
2
10
4
3
1
1
5
2
1
1
2
11
10
2
1
1
2
10
10
15
2
17
19
21
20
6
14
15
1
17
18
24
17
5
15
15
3
20
18
20
17
4
15
12
4
22
23
25
20
7
30
21
27
4
30
36
44
44
11
25
26
4
31
38
50
40
10
30
25
5
35
39
50
40
8
30'-
27
7
37
44
55
42
12
50
29
35
6
40
49
60
58
15
37
32
6
41
52
64
55
13
43
32
9
45
53
70
60
12
40
33
10
46
58
73
60
18
70
37
44
9
49
58
69
70
21
46
40
9
53
61
72
67
18
53
40
12
52
60
80
70
17
50
40
13
55
65
84
72
24
90
50
58
18
60
70
80
88
33
59
56
15
65
72
81
80
26
65
58
16
63
73
90
86
28
64
60
20
69
78*
95
90
34
Max.
106
106
66
84
124
103
122
84
48
116
100
219
45
135
98
183
117
60
55
75
120
202
60
90
112
170
137
80
64
95
115
214
50
105
109
135
140
84
73
100
Mean
29.7
36.2
8.6
39.6
46.6
55.3
56.0
18.4
12.6
23.3
36.5
36.2
7.5
41.9
48.4
58.6
51.6
14.8
11.9
22.5
42.5
36.8
9.2
43.1
49.1
61.9
56.9
14.3
11.7
29.4
40.7
36.7
11.5
46.1
53.6
66.6
56.9
19.3
14.7
29.7
St. Dev.
15.4
17.8
9.4
16.0
19.4
21.3
25.1
12.9
17.7
24.3
6.1
18.6
19.9
22.3
23.4
9.2
19.4
25.1
5.8
16.6
20.8
25.2
25.4
10.2
18.2
24.1
7.2
17.3
20.0
25.6
25.9
11.5
-------
TABLE XLIV (Cont'd)
Particulates - Soiling (Km Units xlO)
Month
Sept.
No.
Station Mrs
Percentiles
Arithmetic
Oct.
Nov.
202
203
204
205
206
207
208
209
76
1
201
202
203
204
205
206
207
208
209
76
1
201
202
203
204
206
207
208
209
76
1
716
673
710
718
718
719
714
718
446
743
742
689
296
743
729
742
677
200
199
202
206
203
202
204
201
5
1
1
1
4
10
6
1
2
7
1
5
4
1
11
10
10
4
1
3
5
8
10
8
1
3
4
4
1
10
20
20
4
21
22
24
25
10
11
18
23
6
25
22
24
27
9
15
19
24
5
20
18
20
9
30
34
32
9
36
39
49
50
15
19
30
38
11
37
38
45
45
14
23
29
34
10
35
32
35
16
50
42
41
14
45
50
64
66
20
25
40
49
16
48
47
60
60
20
30
38
44
15
40
42
50
22
70
52
51
20
55
60
73
80
28
37
50
60
27
57
55
70
70
29
40
45
57
29
48
54
60
30
90
65
71
39
70
70
82
95
43
55
63
80
49
70
70
80
88
42
53
54
75
45
61
70
73
40
Max.
110
172
92
130
153
150
160
77
70
96
114
114
280
100
140
100
118
180
93
78
110
92
85
143
90
100
88
110
63
Mean
43.0
44.9
18.3
46.1
48.3
58.8
63.2
23.3
20.2
33.8
30.4
40.2
50.8
22.5
48.3
46.3
56.1
58.6
23.2
22.0
32.5
32.8
37.4
46,8
21.7
41.0
43.5
47.8
23.3
St. Dev.
17.7
23.1
15.3
19.1
18.6
21.7
26.6
13.3
18.3
17.3
25.2
17.4
17.9
17.5
20.7
24.1
13.4
,
15.6
14.6
20.7
16.3
15.4
18.5
20.1
11.7
-------
TABLE LI
Suspended Particulates (micrograms/cubic meter)(24-hour data)
No. Percentiles Arithmetic
Month Station Days Min. 10 30 50 70 90 Max. Mean St. Dcv.
May 201 22 59 71 84 101 110 207 215 104.1 38.2
203 22 54 73 111 119 137 203 586 140.6 105.3
208 22 100 105 116 135 146 215 230 136.8 32.6
June 201 30 62 75 97 107 126 148 168 110.2 26.9
203 30 64 92 102 117 128 148 151 113.9 24.1
208 28 102 112 130 141 157 184 185 142.8 22.9
July 201 31 65 76 96 108 124 155 180 111.6 28.6
203 31 75 87 97 107 125 137 168 110.1 21.2
208 31 92 111 116 135 149 164 175 134.5 20.7
Aug. 201 28 60 66 94 110 125 155 179 108.0 27.6
203 30 65 91 106 120 127 140 169 116.1 21.4
208 27 91 96 125 138 148 182 192 135.6 25.4
Sept. 201 30 55 102 116 129 158 250 277 144.3 55.9
203 30 67 102 115 135 182 243 285 149.7 53.6
208 30 88 126 138 161 179 245 303 168.1 48.2
Oct. 201 31 59 65 102 133 168 264 502 146.5 85.3
203 27 64 83 104 152 184 291 320 154.7 65.9
208 31 98 108 145 180 208 306 490 189.0 79.3
Nov. 201 8 41 41 88 122 142 168 168 108.4 42.0
203 8 53 53 117 146 183 184 184 132.0 46.0
208 8 73 73 125 161 188 190 190 143.0 43.0
-------
TABLE XLV
CONTAMINANT LEVELS - AIRPORT STATIONS
Peak Activity Hours 0900-1100
June & October 1970
FREQUENCY DISTRIBUTION, %
Month
June
Oct.
Tii no
V LU1O
Oct.
Sta.
201
202
203
20U
20$
206
207
208
209
201
202
203
20U
205
206
207
208
209
9fYl
C. \JJ.
202
203
20U
205
206
207
208
209
201
202
203
20U
205
206
207
208
209
10
U
7
3
1
10
7
U
2
u
7
k
2
8
10
6
6
2
39
30
1
ko
58
6U
50
U*
17
35
29
7
38
UO
55
5U
13
30
U
8
5
2
Hi
9
5
3
6
9
5
U
36
12
7
6
3
Ij6
35
3
U6
6h
72
58
19
28
U5
U5
13
51
5o
65
65
21
50
CO, i
k
9
6
2
15
10
6
3
7
10
7
5
20
Hi
8
7
U
Km v
lull A
5o
39
5
55
68
77
66
22
35
50
50
20
60
60
70
72
29
70
5
10
8
3
NO DATA
17
12
6
U
8
12
9
6
25
15
9
9
5
in
90
7
11
10
3
19
13
7
U
n
18
12
10
27
19
15
13
9
Arith.
Mean
U.8
9.3
6.3
2.U
15.3
10.U
5.8
3.3
7.8
11.2
7.8
5.6
19.9
1U.5
8.9
8.3
5.0
Stand.
Dev.
1.1
1.9
3.1
0.9
3.8
2.2
1.5
0.8
3.6
U.7
U.I
3.3
6.9
U.o
3.6
3.2
3.2
— NO DATA — -
55 62
U5
7
60
73
81
75
25
U7
57
60
30
68
69
77
82
3U
53
12
73
80
88
90
35
58
73
79
U3
100
80
89
100
55
50.8
39.8
5.8
5/4.6
69.0
75.9
67.1
23.7
37.9
52.?
53.6
2U.7
63.7
60.0
71.9
73.6
30.7
9.5
10.2
U.l
13.0
9.U
11.8
16.3
10.7
17. U
1U.3
18.8
16. U
22.7
15.2
13. U
17.8
16.6
-------
TABLE XLV
CONTAMINANT LEVELS - AIRPORT STATIONS
Peak Activity Hours 0900-1100
June &. October 1970
FREQUENCY DISTRIBUTION, %
Month
June
Oct.
.Til DA
V tUiC7
Oct.
Sta.
201
202
203
20U
?o^
C.\JJ
206
207
208
209
201
202
203
20U
20$
206
207
208
209
2O1
b \J±
202
203
20U
205
206
207
208
209
201
202
203
20U
205
206
207
208
209
10
h
1
3
1
10
7
U
2
U
7
U
2
8
10
6
6
2
39
30
1
ho
58
6U
50
1U
17
35
29
7
38
UO
55
5U
13
30
U
8
5
2
aJi
9
5
3
6
9
5
U
36
12
7
6
3
U6
35
3
Ii6
6U
72
58
19
28
U5
15
13
51
50
65
65
21
5o
CO,
U
9
6
2
15
10
6
3
7
10
7
5
20
Ik
8
7
U
Km f
lull A
5o
39
5
55
68
77
66
22
35
50
50
20
60
60
70
72
29
70
ppm
5
10
8
3
NO DATA
• 11 w .LJA J. /i
17
12
6
U
8
12
9
6
25
16
9
9
5
TO
90
7
11
10
3
19
13
7
U
11
18
12
10
27
19
15
13
9
Arith.
Mean
U.8
9.3
6.3
2.U
15.3
10.U
5.8
3.3
7.8
11.2
7.8
5.6
19.9
1U.5
8.9
8.3
5.0
Stand.
Dev.
1.1
1.9
3.1
0.9
3.8
2.2
1.5
0.8
3.6
U.7
U.I
3.3
6.9
U.o
3.6
3.2
3.2
— NO DATA — -
55 62
U5
7
60
73
81
75
25
U7
57
60
30
68
69
77
82
3U
53
12
73
80
88
90
35
58
73
79
hi
100
80
89
100
55
50.8
39.8
5.8
5U.6
69.0
75.9
67.1
23.7
37.9
52.7
53.6
2U.7
63.7
60.0
71.9
73.6
30.7
9.5
10.2
U.I
13.0
9.U
11.8
16.3
10.7
17.U
1U.3
18.8
16. U
22.7
15.2
13. U
17.8
16.6
-------
TABLE XLVI
CONTAMINANT LEVELS - AIRPORT STATIONS
Low Activity Hours 0200-OUOO
June and October 1970
FREQUENCY DISTRIBUTION, %
Month Sta.
June 201
202
203
20U
10
2
3
2
1
30
3
5
3
2
50
CO, ppra
3
6
U
2
70
U
9
5
2
90
5
15
9
U
Arith.
Mean
3.7
8.3
5.1
2.1
Stand.
Dev.
l.U
7.0
3.6
0.9
206
207
208
209
Oct. 201
202
203
20U
205
206
207
208
209
202
203
20U
205
206
207
208
209
Oct. 201
202
203
20U
205
206
207
208
209
u
5
1
2
3
U
3
2
3
5
U
2
1
7
6
2
9
11
12
7
2
9
12
15
6
17
1U
1U
13
8
6
9
2
2
5
6
U
3
5
8
U
U
3
10
10
U
13
13
18
12
5
18
16
27
1U
23
19
20
22
15
8 13 27
13
3
3
6
10
5
5
7
10
8
5
5
Km -x 1O
Aill -A- J.W
_— __ NO
15
6
16
16
23
16
8
22
20
UO
25
29
2U
2U
27
23
19
U
h
8
1U
9
8
9
18
11
8
10
DATA
UAl A
18
20
10
22
19
27
21
10
35
25
5U
36
33
30
30
3U
29
29
5
5
ll
18
1U
12
18
36
17
13
1U
23
30
16
3U
26
38
35
15
55
3U
68
57
U5
)|ii
Uo
U9
UO
12.2
15.U
3.3
3.1
6.9
10.9
7.0
6.0
8.2
16.2
9.2
6.3
6.8
1U.6
16.5
8.2
18.U
17.7
25.3
18.9
8.7
28.3
22.3
Uo.o
27.5
29.2
26.2
25.5
29.U
23.3
11.2
10.1
1.6
1.2
3.3
5.8
U.I
3.9
5.1
15.7
5.U
U.2
U.8
5.8
9.6
6.U
8.9
7.3
15.0
11.2
6.5
17.6
10.6
20.0
18.5
ll.U
11.6
8.8
13.1
11.9
-------
TABLE XLVII
SUMMARY OF PAIRED DATA
(Total Hours 0000 - 2300)
May - November 1970
STA. LOCATION
MAY
202
203
206
205
207
208
20U
209
JUNE
202
203
206
205
207
208
20U
209
JULY
202
203
206
205
207
208
20U
209
AUG.
202
203
206
205
207
208
20U
209
SEPT
202
203
206
205
207
208
20U
209
I
0
I
0
I
0
vw
DW
I
0
I
0
I
0
vw
DW
I
0
I
0
I
0
vw
DW
I
0
I
0
I
0
vw
DW
,
I
0
I
0
I
0
vw
DW
ARITH
MEAN
8.0
3.8
N«DA.
N*Da
11.2
5.2
3.0
3.5
9.3
6.2
N.D.
N.D.
ii.U
U.8
2.1
3.2
9.8
U.6
N.D.
N.D.
9.8
5.0
1.7
3.3
10.8
5.5
N.D.
N.D.
10.2
5.6
2.2
3.6
10.1
7.2
N.D.
N.D.
8.2
7.0
3.8
5.0
. MEAN
DIFF.
U.3
c»
CA
5.9
-0.5
3.1
6.5
-1.0
5.2
U.8
-1.7
5.U
U.6
-l.U
2.8
1.2
-1.1
— CO "
STANDARD
DEV/DIFF
3.8
6.2
1.7
7.9
7.7
1.3
9.6
5.6
1.1
9.0
8.3
1.5
7.0
U.U
2.8
- CORE.*
. COEFF.
.1*17
.078
.712
-.02U
-.125
.289
-.031*
.080
.266
.088
-.006
.627
.31*3
.1*62
.707
SAME
POPUL
No
No
No
No
No
No
No
No
No
Ho
No
No
No
No
No
ARITH
. MEAN
29.7
36.2
U6.7
39.6
55.3
5U.9
806
18.6
36.5
36.1
U8.U
1*1*9
58.3
53.7
7.5
1U.8
U2.U
36.8
U9.1
1*3.2
62.1
55.5
9.2
1U.2
U0.7
36.8
53.5
U6.1
66.5
56.9
11,5
19.3
1*2.9
UU.9
U8.3
1*6.1
58.8
63.2
18.3
23.2
. MEAN
DIFF.
-6.5
7.2
0.5
-10.0
0.3
6.5
6.6
-7.3
5.6
5.9
6.6
-5,0
3.9
7.1*
9.6
-7.8
-2.0
8.2
JuS
-U.9
Krr, r. 10
STANDARD
DSV/LIFF .
U*.6
11.2
16.8
10.9
20.U
12.7
18.5
10.1
20.5
12,2
18.9
11. k
18.5
13.2
18.3
12.0
19.8
15.3
17.0
13.6
CORR.
COEFF.
.623
.812
.7U9
.565
.562
.78U
.675
.162
.615
.809
.721
.057
.650
.759
.7U3
.2U2
.556 156
.669
.769
.55U
SAME
POPUL.
No
No
Yes
No
Yes
No
No
No
No
No
No
No
No
No
No
No
Poss.
No
No
No
(cont'cU
-------
TABLE XLVII (cont'd.)
/•»/•>
STA.
202
203
206
205
207
208
20U
209
202
203
206
205
207
208
20h
209
I =
0 -
VW
DW
LOCATION
OCT.
I
0
I
0
I
0
VW
DW
NOV.
I
0
I
0
I
0
VW
DW
Inside
Outside
ARITH.
MEAN
10. U
7.6
16.3
18.U
8.3
7.7
U.9
6.0
9.8
7.1
15.9
18.U
8.7
7.5
5.1
6.1
MEAN
DIFF
2.7
-2.1
0.6
-1.1
2.7
-2.5
1.2
-0.9
STANDARD
. DEV/DIFF.
h
11
3
3
3
8
3
2
.6
.0
.5
.k
.1
.1
.5
.0
CORE.*
COEFF.
.638
.275
.653
.732
.713
.U62
.595
.833
SAKE
POPUL.
No
No
No
No
No
No
No
No
ARITK. MEAN
MEAN DIFF.
U0.2
50.8 -10.6
U6.5
U8.3 -1.8
56.3
58.7 -2.5
23.2
23.2 -0.1
37 .U
U6.6 -9.3
N.D.
N.D.
1*3.5
U7.U -3.9
21.U
23.3 -1.9
Km vin
JUIl A JLW
STANDARD
DEV/DIFF.
21.8
13. U
16.9
11.7
20.2
1U.U
11.5
CORK.
COEFF
.523
.719
.726
.765
.381
.718
.708
SAME
. POPUL.
No
Yes
No
Yes
No
No
2% Poss.
"Value of Correlation Coefficient at
95# Significance Level
•» Upwind of Airport (West)
•» Downwind
of Airport
(East)
May
June througi
October
November
.088
.078
.138
-------
TABLE XLVIII
SUMMARY OF PAIRED DATA
(Peak Hours 0900 - 1100)
May - November 1970
STA.
MAI
202
203
206
205
207
208
20U
209
JUNE
202
203
206
205
207
208
20U
209
JUU
202
203
206
205
207
208
20U
209
AUG.
202
203
206
205
207
208
20U
209
SEPT
202
203
206
205
207
208
20U
209
ARITH .
KEAK
8.2
U.o
N.D.
N.D.
10.U
6.1
2.9
3.6
9.U
6.2
N.D.
N.D.
10.U
5.8
2.3
3.3
9.0
5.5
N.D.
N.D.
10.2
6.6
2.3
3.6
10.6
6.U
N.D.
N.D.
9.3
7.1
3.1
3.8
u
10.6
7.9
N.D.
N.D.
8.0
7.5
U.8
U.2
MEAN
DIFF.
U.2
U.3
-0.7
3.2
U.6
-1.1
3.U
3.0
-1.3
U.3
2.1
-0.7
2.7
0.5
0.6
— CO —
STAND APD
DEV/DIFF
1.5
2.1
1.6
3.6
2.8
1.1
3.1
3.0
1.1
2.7
2.7
1.2
5.3
2.5
2.0
CORR/
. CCEFF.
.507
.28U
-.061 .Id
.07U
-.085
-.QUO
.078
.353
.220
.367
.332
.522
.328
.552 8*
.U67 1*
SAIE
POPUL
Mo
No
I ftaa.
No
No
No
No
No
No
No
No
No
No
PO83.
IbSO,
ARITI
. U?M
U3.9
UU.5
65.6
U9.7
75.9
68.7
7.1
28.2
50.8
39.8
69.0
5Uw6
75.8
67.2
5.8
23.8
57.0
U2.1
70.2
55.2
82.7
77.5
9.3
25.5
5U.2
Ul.2
75.5
58.9
90.3
79.0
10 .ft
31.5
56.1
U9.7
63.7
5U.6
77.0
83.8
19.1
32.6
I. MEAN
: DJFF .
-0.5
15.9
7.2
-21.0
11.0
lU.U
8.6
-18.0
1U.9
15.1
5.1
-16.2
13.0
16.6
11.2
-20.9
6.U
9.1
-6.8
-13.5
Km x 10 -
STANDARD
DEV/DIFF.
-j, T» ,J
JO.O
12.8
li;.0
9.8
12.7
11.0
18.9
ll.U
15.6
12.9
17.8
ll.U
11.9
11.3
17 .U
ll.U
12.9
15.3
19.0
15.6
CORR.*
COEFF.
.363
.576
J.uU
.689
.181
.563
.120
.023
.U55
• 5U1
.07U 1
.036
.517
.U29
.210
.162
.516
.528
.3U5 .
.UU8
SAME
PCPUL.
Yes
No
No
No
No
No
No
No
No
No
% Poss«
No
No
No
No
No
No
No
1$ fbse,
No
(cont'd)
-------
TABLE XLVIII (cont'd.)
STA. ARITH.
MEAN
GOT.
202
203
206
205
207
208
20U
209
NOV.
202
203
206
205
207
208
20U
209
11.2
8.2
15.0
19.6
8.9
8.3
5.5
5.0
11.7
8.7
17.0
20.0
10.3
9.1
6.7
6.0
MEAN
DIFF.
3.0
-U.6
0.7
0.5
3.0
-3.0
1.2
0.8
STANDARD CORE.* SA1E
DEV/DIFF. CCEFF. POPUL.
2.U
6.9
2.5
2.U
2.0
6.1
1.7
1.3
.858
.030
.728
.712
.886
.559
.915
.922
No
No
1% R>88.
5% Ibss.
No
3/SFbsa.
No
.9$ Boss.
ARITH
MEAN
52.7
53.6
62.U
63.7
71.9
73.7
25.2
30.U
U3.U
52.5
N.D.
N.D.
5U.1
58.9
28.5
29.9
. MEAN
DIFF.
-0.9
-1.3
-1.7
-5.2
-9.1
Ju8
-l.U
Kin x 10 -
STATWARD
DEV/DIFF.
1U.5
21*. 2
15.9
UuO
22.2
10.7
12.2
CORE.* SAME
COEFF. POPUL.
.653
.253
.517
.670
.125
.772
.697
Yes
Yes
Yes
.2$ Poss.
,
5* Poss.
Ii£lbs3.
Yes
*Value of Correlation Coefficient
at 95£ Significance Level
May .25
June throu^i
October .21
November .36
-------
TABLE XLIX
SUMMARY OF PAIRED DATA
(Low Hours 0200 - OliOO)
May - November 1970
STA. ARITH.
KEAN
MAT
202
203
206
205
207
208
20U
209
JUNE
202
203
206
205
207
208
20U
209
JULY
202
203
206
205
207
208
20U
209
AUG.
202
203
206
205
207
208
20U
209
SEPT.
202
203
206
205
207
208
20U
209
7.9
3.U
N.D.
N.D.
1U.2
U.1
3.5
U.o
8.U
5.1
N.D.
N.D.
15.U
3.3
2.1
3.1
13.8
3.U
N.D.
N.D.
9.5
2.9
l.U
3.0
11.5
U.6
N.D.
N.D.
12.5
3.6
2.0
3.7
11.1
6.5
N.D.
N.D.
10.8
6.0
U.5
6.0
MEAN
DIFF.
U.5
10.0
-0.6
3.4
12.1
-1.1
10.U
6.6
-1.5
6.8
9.0
J..7
U.7
U.8
-1.5
CO
STAND
DF.V/D
APD CORR/ S/JE
IFF, CCF.FF. POPUL.
U.5
8
.2
2.0
8.3
10
1
17
7
1
12
12
1
7
6
3
.1
.2
.3
.2
.0
.U
.6
.U
.8
.6
.3
.62U
.153
.871
-.nU
.032
.39U
.OU8
.081
•1UU
.099
.056
.82U
.507
.3U2
.708
No
No
U£ Posa.
.UtPoss.
No
No
No
No
No
No
No
No
No
No
No
ARITH
, MEAN
12.0
18.1
19.7
19.8
22.U
22.2
n.3
1U.3
lii.6
16.5
17.7
18.U
25.2
18.9
8.2
8.7
17.2
19.9
17.3
19.0
20.2
17.0
9.0
7.U
18.7
16.6
25.U
23.9
27.6
20.6
n.S
12.5
21.U
30.9
23.8
28.8
25.9
28.6
19.0
19.2
. MEAN
DIFF.
-6.1
-0.2
0.2
-3.0
-1.9
-0.7
6.3
-0.5
-2.7
-1.6
3.2
1.6
2.1
1.5
6.9
-1.1
-9.5
-U.9
-2.7
-0.2
Bn x 10 -
STANDARD
DEV/DIFF
9.4
7.0
9.2
6.5
9.1
8.9
15.U
6.2
11.5
9.0
io.U
6.2
11.8
1U.5
16.8
5.7
12 .U
11.8
8.9
11.2
CORR.*
. COEFF.
.651
.680
.6U6
.839
.381
•UlU
.3U5
.5U5
.512
.lUO
.100
.292
.U35
.2U6
.190
.776
.710
-.168
.782
.6UO
SAME
PCPUL.
No
Yes
Yes
.l$Possr
6%ft>35.
Yes
No
Yes
3$Poss.
9/CPoss«
l£Poss.
2£Poss.
10/f Poas.
Yes
No
10$ Poss,
No
No
.8$ ft) S3,
Yes
(cont'd.)
-------
TABLE XLIX (cont'd.)
STA. ARITH.
MEAN
OCT.
202
203
206
205
207
208
201*
209
NOV.
202
203
206
205
207
208
201*
209
10.9
7.3
18.0
8.2
9.2
6.1*
6.0
6.8
10.1
6.1
13.1
8.0
10.U
5.8
5.9
6.8
MEAN
DIFF.
3.6
9.7
2.8
-0.8
l*.o
5.1
U.6
-0.9
rn _•
STANDARD
DEV/DIFF
5.3
17.0
U.3
2.6
5.3
7.8
6.0
1.5
CORR.* SAME
. CCEFF. POPUL.
.U87
.376
.622
.835
.531*
.11*1
.388
.901*
" No
No
No
l£Poss.
No
.3$R>ss.
No
.8$ loss.
ARITH. MEAN
MEAN DIFF.
22.U
1*0.0
25.1*
29.2
25.6
29 J.
29.1
23.8
26.5
35.1
N.D.
N.D.
20.5
21.7
23.8
23.0
-17.6
-3.8
-3.5
5.3
-8.6
-1.2
0.8
Km x 10 •
STANDARD
DEV/DIFF.
* 17.8
8.5
7.5
10.0
13.9
8.1*
11.2
CORR.* SAME
COEFF. POPUL.
.1*56
.702
.832
.877
.1*1*9 .
.677
.629
No
l$Poss
No
No
1$ R>SS(
Yes
Yes
*Value of Correlation Coefficient
at 95# Significance Level
May .25
June through
October .21
November .36
-------
TABLE L .
EQUATIONS FOR LINE OF BEST FIT - CO
Airport Stations
May - November 1970
STATIONS
202
206
207
20U
& 203
M
J
J
A
S
0
N
& 205
M
J
J
A
S
0
N
& 208
M
J
J
A
S
0
N
& 209
M
J
J
A
S
0
N
TOTAL HOURS
Y - 2.26 «• 0.191
6.38 - 0.02X *
U.65 - 0.01X *
5.17 + 0.03X
5.U* + 0.21X
1.6U * 0.58X
0.35 + 0.69X
_
_
_
_
_
Y - 13.3 + 0.31X
7.16 + 0.71X
Y - U.fili * O.OUX *
5.21 - 0.03X
U.66 + 0.03X
5.59 - 0.002X *
3.U5 + O.U3X
1.80 + 0.71X
1.71 + 0.67X
Y - 0.81 + 0.91X
2.32 * O.LOX
2.70 + 0.37X
1.96 * 0.75X
0.81 + 1.08X
1.13 + 0.99X
I.li2 + 0.90X
HIGH HOURS
Y - 1.09 * 0.36X
5.07 * 0.12X *
1*.79 * 0.08X *
0.96 * 0.51X
5.55 * 0.22X
-0.53 + 0.78X
-1.22 + 0.85X
_
—
_
_
_
Y - 18. U + 0.08X *
5.U8 + 0.86X
T - 3.19 + 0.28X
6.39 - 0.06X *
U.28 + 0.23X
3.52 + 0.39X
2.7k * 0.60X
2.37 * 0.66X
1.07 + 0.78X
Y = 3.7U ^ 0.06X *
3.1i2 - O.OhX *
2.98 + 0.28X
2.70 + 0.36X
2.57 + 0.33X
1.20 + 0.69X
-0.21 + 0.92X
LOW HOURS
Y • 1.514 * 0.214 X
5.56 « 0.06 X »
3.37 + O.OOltf *
U.Uo + 0.02 x *
3.96 + 0.23 X
3.1U* + 0.35 X
3.52 + 0.26 X
_
w
_
.
—
Y - 6.33+ 0.11 X
7.17+ 0.06 X *
Y - 3.38 * 0.05 X *
3.27 + 0.01 X *
2.76 + 0.01 X *
3.UU + 0.01 X *
3.U8 * 0.23 X
1.92 «• O.U8 X
3.88 + 0.19 X
Y ° -0.69 + 1.36X
1.97 + 0.56X
2.67 + 0.21X *
1.38 + 1.13X
0.9k + 1.13X
0.56 + l.OUX
1.7U + O.QhX.
•»Correlation coefficient not statistically significant. Equation has no real meaning.
-------
TABLE L (cont'd.)
EQUATIONS FOR LINE OF BEST FIT - Km x 10
Airport Stations
May - November 1970
STATIONS
202 & 203
M
J
J
A
S
0
N
206 & 205
M
J
J
A
S
0
N
207 & 208
M
J
J
A
S
0
N
20U & 209
M
J
J
A
S
0
N
TOTAL HOURS
I - 1U.7 * 0.72 X
8.1 + 0.77 X
3.0 * 0.80 X
1.5 * 0.87 X
13.6 + 0.73 X
20.0 + 0.77 X
26.U «• 0.5U X
Y - 8.2 * 0.67 X
6.U * 0.73 X
11.5 * 0.6U X
10.9 * 0.66 X
12.9 * 0.68 X
1^.8 + 0.72 X
-
Y • 5.6 * 0.89 X
10.6 + 0.70 X
10.9 * 0.72 X
7.3 * 0.7U X
7.9 * 0.9U X
10.7 * 0.8$ X
13.7 * 0.78 X
Y - 11.8 + 0.78 X
13.0 «• 0.2U X
13.3 * 0.10 X »
lh.9 * 0.39 X
1U.U * O.U8 X
9.7 <• 0.58 X
12.U * 0.51 X
Hlffl HOURS
Y - 30.3 + 0.32 X
29.9 + 0.19 X *
5.7 + 0.6U X
8.1 + 0.61 X
16.8 * 0.59 X
8.2 * 0.86 X
U3.5 + 0.21 X *
Y = 21.8 + O.U3 X
1.1 * 0.78 X
10.5 * 0.6U X
22. U -t- O.U8 X
20.8 + 0.53 X
Ul.9 * 0.3U X *
«•
Y - 22.3 + 0.61 X
5U.7 + 0.17 X *
68.5 + 0.11 X *
50.3 * 0.32 X *
5o.i + o.UU x
23.5 + 0.70 X
20.6 * 0.71 X
Y - 17.6 * 1.U8 X
23.U «• 0.06 X *
2U.9 * 0.07 X *
27.7 + 0.36 X *
2ii.l «• O.kk X
13.U * 0.67 X
13.2 + 0.59 X
LOW HOURS
Y - 7.0 * 0.93 X
7.1* * 0.63 X
2.8 + 0.99 X
7.0 + 0.51 X
5.1 * 1.21 X
20.7 * 0.86 X
21.0 * 0.53 X
Y - U.7 + 0.77 X
9.U * 0.51 X
15. U * 0.20 X *
19.5 * 0.17 X
- 0.2 * 1.21 X
9.9 + 0.76 X
-
Y - 2.1 + 0.90 X
12 .h * 0.26 X
15.2 * 0.09 X *
17.5 * 0.11 X *
- 0.1 * 1.11 X
- 2.5 + 1.2U X
1*.6 * O.Sli X
Y • 3.U * 0.96 X
U.2 * 0.5U X
5.1 * 0.26 X
2.6 + 0.86 X
7.2 * 0.63 X
7.3 + 0.57 X
11.0 * 0.50 X
^Correlation coefficient not statistically significant. Equation has no real meaning.
-------
TABLE LI
PARTICULATES (ug/m3) HI VOL SAMPLING - AIRPORT STATIONS
June and October 1970
(Total Hours 0000-2300)
Month
June
Oct.
Sta.
201
203
208
201
203
208
FREQUENCY DISTRIBUTION, %
10 30 50 70 90
76
87
115
68
77
no
93
102
130
97
100
1U5
106
113
112
125
1U3
175
123
126
153
161
168
210
tfO
11*7
173
231
266
278
Arith.
Mean
110.2
113.9
Hi2.8
U*6.5
15U.7
189.0
Stand.
Dev.
26.9
2U.1
22.9
85.3
65.9
79.3
-------
TABI£ LH f .
MOBILE LABORATORY SAMPUNO SCHEDULE^1;
Hay - Novenfcer 1970
SITE
NO.
1
DATE
6/25
8/26
8/27
9A8*
10/23*
SITE
NO.
16
DATE
6A2;
7/31*
8A
SITE
NO.
9A3* 29
DATE
6/2
7/8
8/28*
9/15
9/16
3 6/19* 8A8 m 17 7/2 8/10 30 6/10 8/17
7/l6m 10/30* 7A9 9/30 6/11 9/26
7A? 7/20 7/21
6 5/28m 10/16* 18 6/16 9A 31 5/2U* 8/29
5/29 10/21 7/22 10/1 5/25 10/7
9/10 8/31 7/9
8 6A 8/6 20 6/7 8/11** 33 6/8 9/8
7/3* 9/U* 6/18 9/23 6/26* 10/9*
8/5 ' 6/22 9/7
10 7/27 10/29 22 5A8 8/16* 36 6/5* 9/9
7/28 n/5 5A9 10/2* 6/6 9/17
9/2 6/21* 7/23
n 5/11 8A3 23 5/26 ioA9 38 5/22* 10/11*
5A2 9/25* 7/10* 1O/20 7/30 10/12*
7/21** 9A* 8/19
12 5/20 9/3 21* 7/k 9/21* 39 6/3 9/29
6/23 9/U 8/20 10/21* 8/3 11/2
6/21* 10/28 8/21* 9/28
13 6/15 10/6 25 6/9 8/7* 1*1 5/27 9/21
8/21* 10/26 7/6 10/13 7/29 9/22
10/5 7/7 8/25
15 5/21 8/i* 27 8/11 10/27
6/30 10/11* 8/12
7A 1V3 10/22
(1) All sanpllng done for 6-hour period 0600-1100 hours standard tine,
except on Friday or Sunday, designated by asterisk (*) above, when
imnpllng was performed 1300-1800 hours standard tins*
-------
TABLE LUI
MOBILE LAB SAMPLING SUMMARY
May to Novenber 1970
(One-Hour Average)
STA.
NO.
1
3
6
8
10
11
12
13
15
16
17
18
20
22
23
21*
25
27
29
30
31
33
36
38
39
la
"LAX"*)
Sta. 76b)
Direct. and
miles from
Admin. Bldg.
NW
NNE
N
m
WNV
WNW
NW
NE
ENE
W
WNW
NNE
ENE
ENE
WSW
E
E
S¥
ESE
ESE
SW
S
SSW
SSE
NE
E
S
ESE
2.2
1.9
l.U
2.2
3.0
1.9
l.U
1.5
2.2
2.5
2.3
o.U
1.2
2.1
1.5
l.i
1.6
1.0
1.3
2.2
2.2
1.2
2.1
2.2
3.U
3.1
0.2
1.7
CARBON MONOXIDE, ppm
Range Arith.
Min. Max. Mean
1
1
3
U
2
1
3
3
2
2
1
6
U
3
2
2
2
1
7
U
3
2
3
3
1
2
1
1
7
11
9
8
12
7
12
17
13
6
18
25
19
US
7
9
10
13
20
27
7
8
10
12
17
21
19
19
U.5
5.0
5.7
5.5
U.5
3.U
5.3
8.2
5.7
3.7
5.U
n.U
8.8
7.7
3.8
5.7
5.U
6.U
11.2
8.6
5.1
5.0
6.1
5.8
7.5
7.8
U.U
5.5
PARTICULATES,
Range
Min. Max.
2
5
5
32
8
5
7
22
32
2
U
18
13
18
5
5
17
9
36
2
2
3
2
2
15
18
3
1
3U
67
U7
U5
50
U7
50
58
60
1*5
110
91*
62
73
1*5
55
93
68
80
76
22
2U
Uo
51
70
97
80
59
fin x 10
Arith.
Mean
1U.7
23.3
18.2
27.3
23.5
20.2
2U.1
37.7
32.7
13.1
21*. 3
1*3.7
33.6
36.0
18.3
21.1
39.U
35.3
U3.2
22.3
6.8
n.U
13.0
18.1
1*1.1
1*6.U
U3.9
15.0
a) Parking site for Mobile Lab when not sampling at other locations. Located near
airport Fire Station. Data IB average of 36 days of sampling during same hours
established for other sites, i.e. 0600-1100 hours except on Friday and Sunday,
when sampling was done during 1300-1800 hours.
b) Data for same dates and hours of Mobile Lab sampling at "LAX" location.
-------
TABTJ1. LTV
SUMMARY OF METEOROLOGICAL DATA
L. A. AIRPORT
(June - October 1970)
••^•^•^^BBM^BB^^VIV^HBI
MONTH
June
July
August
September
October
INVERSION BASE HEIGHT, FT
— - Frequency Distribution,
10 30 50 70
900
300
300
100
100
moo
800
600
100
$00
2000
1200
1100
1100
1800
2700
IbOO
lUoo
1700
3300
.,x Average
£ «— - Temperature,*'
90 F
U200
1900
1800
3000
5ooo
66.8
70.0
70.6
70.7
66.8
"^"^"^^"^^•"••^•^••^^""^•^^^••••w
Average
Rel. Humidity,2^
%
73.3
73.7
72.9
63.li
63.3
1) Percentage of number of days per month on which the height of the inversion base
was equal to or lower than the given value (to the nearest 100 feet).
2) 0600 through 1900.
-------
TABLE LV
WIND DIRECTION AND SPEED
Los Angeles International Airport
May - November 1970
WIND
DIRECTION
N
NNE
NE
ENE
E
ESE
SE
SSE
S
SSW
SW
WSW
w
WNW
NW
NNW
MAI
1.8
1.1
1.2
3.2
7.U
U.7
3.5
2.7
3.8
l.U
7.8
36.1
22.2
0.7
1.6
0.7
PBRCENT OF TOTAL TIME WIND FROM EACH DIRECTION
BY MONTH
JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER
0.8
0.7
1.3
1.5
5.6
U.o
U.9
U.o
U.o
2.1
9.7
3U.U
23.2
1.9
1.1
0.7
0.9
o.U
o.U
o.U
1.9
1.9
2.6
1.5
U.2
1.1
6.8
U0.7
29.8
3.3
2.3
1.9
U.6
0.7
0.8
1.5
3.7
2.0
2.U
1.5
2.8
1.1
7.U
2U.7
39.7
3.U
3.U
l.U
2.U
2.9
2.8
3.6
7.0
U.9
3.1
2.2
U.7
1.5
U.2
22.5
30.9
2.9
2.1
1.8
2.7
2.8
U.5
U.I
9.1
5.U
2.8
1.8
U.O
1.8
U.3
17.6
30.9
U.I
2.6
1.6
U.I
3.5
3.8
U.2
17.2
10.3
U.8
3.2
2.7
2.3
U.5
13.2
21.U
1.8
1.8
0.8
ATO. WIND
SPEED (M.P.H.) 8.9 9.1 8.8 8.6 8.3 8.2 8.1
-------
Figure 1. Sampling the exhaust of the No. 2 inboard JT4A turbojet gas turbine
aircraft engine mounted on a United Air Lines DC-8. The sampling proce-
dure required from 5 to 9 minutes for each simulated operating mode.
Figure 2. Position of sample probes, pitot tube, and thermocouple when
sampling the exhaust from a JT4A turbojet gas turbine aircraft engine mounted
on a United Air Lines DC-8.
-------
Figure 3. View from the front passenger cabin doorway of the JT9D turbofan
gas turbine aircraft engines mounted on an American Airlines 747 aircraft.
The scissors manlift upon which the sampling equipment is placed is shown
in position alongside the No. 2 inboard engine.
Figure 4. General view of the sampling equipment used for testing exhaust
emissions from the JT9D turbofan gas turbine aircraft engine mounted on an
American Airlines 747 aircraft.
-------
Figure 5. Installing sampling probes, pitot tube, and thermocouple on a
specially constructed frame mounted on a mobile scissors manlift truck.
-------
Figure 6. Adjusting the position of the sampling
probes, pitot tube, and thermocouple for sampl-
ing exhaust from a JT9D turbofan gas turbine
aircraft engine mounted on an American Airlines
747 aircraft.
-------
Figure 7. Inside view of sampling station No. 205,
outside of Ticketing Building No. 7, showing carbon
monoxide recording chart above the MSA Lira
infrared analyzer. The tracing seen on the recorder
shows the morning CO peak.
Figure 8. Interior view of sampling station No. 208,
outside Satellite No. 7, showing Km sampler and
recorder for particulate matter.
-------
Figure 9. Sampling station No. 203, outside Satel-
lite No. 2, showing Hi-Vol particulate matter
samplers.
Figure 10. View of exhaust plume from a jet air-
craft during ascent. This view was taken from
station No. 204 at the VOR site showing proximity
to the end of the south take-off runways. Photo-
graph shows the reduced visibility looking ENE.
-------
Figure 11. Sampling station No. 205, outside of Ticketing Building No. 7,
showing heavy vehicular traffic on World Way.
Figure 12. Sampling station No. 202, inside Satellite No. 2.
-------
Figure 13. Equipment package installed in the
galley of a United Air Lines 727 aircraft to deter-
mine the carbon monoxide concentration inside the
aircraft cabin during taxiing in the wake of other
aircraft in the take-off line-up. Photograph shows
the instrument being calibrated.
-------
Figure 14. View of the exhaust plume from a jet aircraft during descent
just prior to touchdown on one of the south runways. Photograph also
shows the reduced visibility looking south from LAX.
Figure 15. Pilot's view from inside the cockpit of a United Air Lines 727
on the taxiway, in the line-up, awaiting take-off. There are no visible
emissions from the aircraft taxiing immediately ahead.
-------
Figure 16. Pilot's view from the cockpit of a United Air Lines 727 as the
aircraft ahead begins to take off. The exhaust plume almost completely
obscures the aircraft taking off.
Figure 17. Pilot's view from the cockpit of a United Air Lines 727 in
take-off position. The exhaust plume from the ascending aircraft greatly
reduces the visibility.
-------
T'r'T'l >i»
Figure 18
AIR SAMPLING LOCATIONS
Mobile and Background Sites
-inn •
^vj./ »\/ V^ rf AJO*
- ai^^&t!*^T" ^n^^-'''!^^^0^
i
See Figure 19 For
Detailed Map This Area
Hbp —i % :
i -u.— , l__K
Bf
Mobile Station
Sampling Sites
Air Sampling
Station--Fixed
Mobile Station
Overnight Site
-------
--^ J
"^-AIRPORT MAINTENANCE
VAH3
„-_ „_,— .TAXI"A1f . -. - _ b.
i i 1 i
I
RUNWAY 25R-7L
! i
V
\
;=;Fixed Sampling Stations—••
"1' f r j /
RUNWAY 25L-7R
N 32° 12' 26" E
FA.A. REMOTE
TRANS SITE
-------
100
50
X
E
20
10
0.1
Figure 20
FREQUENCY DISTRIBUTION Km PARTICULATE LEVELS
STATIONS 204 (Background Upwind) AND 208 (Outside Satellite 7)
June And October, 1970 (All Hours 0000-2300)
' /
& S
10
30 50
70
90
99
99.9
PERCENTILE
-------
CL,
Cb
40.
20
10
^"
0.1
Figure 21
FREQUENCY DISTRIBUTION, CARBON MONOXIDE
STATIONS 204 AND 208
(All Hours 0000 - 2300)
./^
.,'
,/\
/ '
,*'
.•»
+ /
/
/
V^
10
30 50 70
PERCENTILE
90
/
99
99.9
-------
Figure 22
FREQUENCY DISTRIBUTION, HI-VOL PARTICULATE LEVELS
STATION 208 (Outside Satellite 7)
June And October, 1970 (All Hours 0000-2300)
2000
1000
E^ 700
bO
cnn
5UU
ir\r\
^00
100
(
^^ *
_^— . • ^^
- . — • • ^
if
^
— •
^^ * ^^
m ^^^
^^ • ^
,X
)
"$*&*
^^_ * *^^
^^ * ^^^
). 1 1 10 30 50 70 90 99 99
PERCENTILE
-------
Figure 23
MOBILE STATION OPERATIONS
Mean Hourly Averages - Particulates (Km x 10)
m*
Mobile Station
Sampling Sites
Air Sampling
Station--Fixed
Mobile Station
Overnight Site
-------
Figure 24
MOBILE STATION OPERATIONS
Mean Hourly Averages - Carbon Monoxide (PPM)
Mobile Station
Sampling Sites
-------
ROUTING AND TRANSMITTAL SLIP
TO (Name, office symbol or location)
Dr. Jack Thompson
INI Tl ALS
COORDINATION
IN FORMATION
PER CON -
VERSATION
INI Tl ALS
SIGNATURE
REMARKS
Note error in paragraph 1 of page 9 of LAX Report
Line 6: should read Ul*,385 tons, not UU,530
Line 7: should read 25,^55 tons, not 25,595
New tables are attached as replacements for those that
contain errors.
Do NOT use this form as a RECORD of approvals, concurrences,
disapprovals, clearances, and similar actions.
FROM (Name, office symbol or location)
Tbert Tabor
U/28/71
OPTIONAL FORM 41
AUGUST 1667
GSA FPMR ( 4ICFR) 100-11.206
GTO : IH7 0-300-455 <«-H> 50X1-101
-------
ANNUAL AVERAGE NUMBER OF JET POWERED AIRCRAFT FLIGHTS BY MAKE MID MODEL, AND NUMBER OF GAS
T'JRBIME EC HE FLIGHTS BY TYPE, AT LOS ANGELES INTERNATIONAL AIRPORT IN 1970
TYPE OF GAS
TURBINE ENGINE
Turbojet (water
injection)
Turbojet (dry)
Turbojet (dry)
Turbofan
Turbofan
Turbofan
Turboproo
(a) A "flight" is
ENGINE MODEL
NUMBER
JT3C-6 *
CJ805-3B*
JTUA-11 *
JTliA-11
JT3C-7
JT3D *
CJ805-23
JT3D Pratt
JT3D
JT8D *
JT8D
JT8D
JT9D *
50ID-22 *
Dart -7
either an arrivs
MANUFACTURER OF
GAS TURBINE
ENGINE
Pratt and Whitney
General Electric
Pratt and Whitney
•• Pratt and Whitnsv
Pratt and Whitney
Pratt and Whitney
General Electric
Pratt and Whitney
Pratt and Whitney
Pratt and Whitney
Pratt and Whitney
Pratt and Whitney
Pratt and Whitney
Allison
. Rolls Rovce
il or a departure.
MAKE AND MODEL
OF AIRCRAFT ON
WHICH THE ENGINE
IS MOUNTED
Boeing 707
Convair 880
Boeing 707
Doaelas DC— 8
'Boeing^ 720' ••--••
Boeing 707
Convair 990
Boeing 720
Douglas DC-8
Boeing 727
Boeing 737
Douglas DC-9
Boeing 7U7
Lockheed L-100
Fairchild F27A
TOTALS
NUMBER OF
AIRCRAFT
FLIGHTSWAT
LAX PER YEAR
8,030
6,570
1,1*60
11.626
,000
20,386
73,ooo
1*22
32,120
$2,266
157,808
12U,830
27,7liO
29,200
101,770
12,336
5,81*0
10,220
16.060
NUMBER OF
ENGINES PER
AIRCRAFT
h
1*
h
K .
... i .
U
h
h
h
k
3
2
2
U
1*
TOTAL NUMBER OF
ENGINES FLIGHTS
AT LAI PER YEAR
32,120
26,200
5, 8140
29,200 - -
81, 5^
292,000
1,688
128,1*80
209,061;
631,232
37l*,U90
58*1400
1*9,31*1*
23,360
U3.800
Means this engine model was tested.
-------
TABLE X
AVEBAGE ANNUAL TONS OF AIR CONTAMINANTS EMITTED BY GAS TURBINE AIRCRAFT ENGINES
OPERATED AT LOS ANGELES INTERNATIONAL AIRPORT IN 1970
ENGINE
MODEL
NUMBER
JT1*A
JT9D
JT3D
JT8D
JT3C-6
CJ805
/501D ,
7 Dart. -7
TOTAL
TOTAL
NUMBER OF
ENGINE
FLIGHTS
PER YEAR
AT LAX(a>
81, 5 W
1*9,3U1*
. 631,232
1*88,370
32,120
26,280
-.113,800
1,352,690
PARTICULATE
MATTER
POUNDS
PER
AVERAGE
FLIGHT^6'
6.903
6.670
U.683
6.618
7.687
6.282
3.228
TONS
PER
YEAR
(rounded)
280
165
1,1*80
1,615
125
85
70
3,820
CARBON
MONOXIDE
POUNDS
PER
AVERAGE
FLIGHT^13'
21.320
15.31*2
19.328
10.16U
15.312
"1,275
0.61*7
TONS
PER
YEAR
(rounded)
870
380
6,100
2,1*80
21*5
170
-15.
10,260
oxniES OF
NITROGEN
POUNDS
PER
AVERAGE
FLIGHT^)
U.569
9.300
3.208
3.605
2.785
3.025
3.1*12
TONS
PER
YEAR
(rounded)
185
230
1,010
880
1*5
1*0
7-5
2,1*65
COMBUSTIBLE
ORGANIC
POUNDS '
PER
AVERAGE
FLIGHT^/
6.097
1*.790
9.571
57.862
3.123
3U.273
1.895
GASES
TONS
PER
YEAR
(rounded)
250
120
3,020
1M30
50
liSo
ho
18, 060
SULFUR
DIOXIDE
POUNDS
PER
AVERAGE
FLIGHT^?
2.15U
2.287
1.1*02
1.1*21
2.119
1.71*7
0.867
TONS
PER
YEAR
(rounded)
90
.55
1*1*0
31*5
35
25
20
1,010
TOTAL AIR
CONTAMINAHTS
TONS
PER
YEAR
(rounded)
1,675
950
12,050
19,1*50
5oo
770
220
35,615
(a) From Table II,
(b) An "Average Flight" is the arithmetical average of a departure flight and an arrival flight. The values in the column are from Tables
VIII, IX, and Source Test Data of the Los Angeles County Air Pollution Control District.
-------
TABLE XXVI
ESTIMATE OF TOTAL QUANTITIES OF AIR POLLUTANTS EMITTED ANNUALLY WITHIN
LOS ANGELES COUNTY BY AIR CARRIER AIRCRAFT AND GENERAL AVIATION AIRCRAFT
USING THE LOS ANGELES INTERNATIONAL AIRPORT, 1970
(See Table XXIX for the portion of these emissions occurring within LAX boundary)
AIRCRAFT
CONTAMINANTS IN TONS (rounded) PER YEAR
PARTICULATE CARBON OXIDES OF COMBUSTIBLE SULFUR TOTALS
MATTER MONOXIDE NITROGEN ORGANIC DIOXIDE
GASES
(1) COMMERCIAL TRANSPORTS
Turbojet(a)
Turbofan(b)
Turboprop^0'
TOTAL
'1*90
3,260
7(T
•3.820
1,285
8,960
15
10.260
270
2,120
"75
P.h6s
750
17,270
•fco-
'in n*n
i5~o
BliO
• j?n
n. mn
2,9^5
32,ti50
P?0
ic^ (J-j-q
(2) COMMERCIAL TRANSPORTS
Piston Engine;
20
U.U3Q
210
825
(3) PRIVATE AIRCRAFT
Piston Engine^6)
390
19
75
1*85
TOTALS
15., 080 21,695
18,960 _1,Q10
(a) Turbojets include the following gas turbine engines: JT3C-£ (water injection), JTl^A,
CJ805-3B, JT3C-7
(b) Turbofans include the fonowing gas turbine engines: JT3D, JT8D, JT9D, and CJ805-23.
(c) Turboprops are 501D-gas turbine engines and Dart-7.
(d) Piston engine commercial transports include: U engine aircraft, 2 engine aircraft
12,500 pounds and heavier, and helicopters.
(e$ Piston engine private aircraft include: single engine aircraft and twin engine aircraft
lighter than 12,500 pounds.
-------
TABLli XJtVIi
ADJUSTED (FOR AREA WITHIN LAX BOUNDARIES ONLY) AVERAGE ANNUAL AMOUNT OF AIR CONTAMINANTS
IN TONS EMITTED BY GAS TURBINE AIRCRAFT ENGINES OPERATED AT LAX, 1970
ENGINE
MODEL
NUMBER
JT1*A
JT9D
JT3D
JT8D
JT3C-6
CJ805-3B
fSQlD-
/ Dart-7
TOTAL 1
NUMBER OF
ENGINE
FLIGHTS
PER YEAR
AT LAX(a'
101,981*
1*9,3U*
631,232
1*88,370
32,120
26,280
1*3,800
,352,690
PARTICULAR
MATTER
ADJUSTED
POUNDS TONS
PER PER
AVERAGE
FLIGHT^'
5.000
U.128
3.139
3.091*
1*.1*88
3.071*
2.1*78
YEAR
(rounded)
205
100
990
755
70
1*0
55
2,215
CARBON
MONOXIDE
ADJUSTED
POUNDS TONS
PER PER
AVERAGE .
FLIGHT1 b;
18.U77
1U.255
17.501*
9.391
13.369
8,505,
.0.550
YEAR
(rounded)
755
350
5,525
2,295
215
lip
12
9^260
OXIDES OF
NITROGEN
ADJUSTED
POUNDS TONS
PER PER
AVERAGE
FLIGHT(b)
2.115
3.882
1.387
1.301*
0.927
1.295
2.1*17
YEAR
(rounded)
-85
95
1*1*0
320
15
17
55
1,025
1 \
COMBUSTIBLE
ORGANIC GASES
ADJUSTED
POUNDS TONS
PER PER
AVERAGE
FLIGHT^)
5.1*36
l*.32l*
3.905
35.362
2.070
9.123
1.507
YEAR
(rounded)
220
105
1,230
8,635
35
120
35
10,380
SULFUR
DIOXIDE
ADJUSTED
POUNDS TONS
PER PER
AVERAGE
FLIGHT^)
1.201*
1.195
0.775
0.696
1.198
0.91*1
0.597 .
YEAR
(rounded)
•50-
30
21*5
170
19
12
13
5li0
TOTAL AIR
CONTAMINANTS
ADJUSTED
TONS
PER
YEAR
(rounded)
1,315
680
8,1*30
12,175
355
300
170
23.HP.5
(a) From Table n.
(b) An "Average Flight" is the arithmetical average of a departure flight and an arrival flight.
-------
TABLE XXIX
ADJUSTED (FOR AREA WITHIN LAX BOUNDARIES ONLY) ESTIMATE OF TOTAL QUANTITIES
OF AIR POLLUTANTS EMITTED ANNUALLY AT THE LOS ANGELES INTERNATIONAL AIRPORT
FROM AIR CARRIER AIRCRAFT AND GENERAL AVIATION AIRCRAFT DURING 1970
AIRCRAFT
CONTAMINANTS IN TONS (rounded) PER YEA
Porticulate Carbon Oxides of Combustible Sulfur
Matter Monoxide Nitrogen Organic Dlcoddo
Oases
TOTALS
(1) COMMERCIAL TRANSPORTS
Turbojet^
Turbofan^0'
Turboprop^ '
TOTAL
(2) COMMERCIAL TRANSPORTS
Piston Engine'8'
315
1,8U5
.55
2.215
7
i,o8o
8,170
12
^.260
1,610
120
855
•55
Ir025
80
375
9,970
^fi
idr?8o
300
80- 1,970
UW 21,285
1^ '170
2,000
(3) PRIVATE AIRCRAFT
Piston Engine^) neglisible
20
25
TOTALS
2,220 10,890 1,105 10,685
5140
(a) From Tables XXVII and XXVIII.
(b) Turbojete Include the followinr; gas turbine aircraft engines: JT3C-6 (water injection),
JTUA, CJ805-3B, JT3C-7.
(c) Turbofans include the following gas turbine aircraft engines: JT3D, JT8D, JT?D, and
CJ805-23.
(d) Turboprops are 501D gas turbine aircraft engines.
(e) Piston engine conunercial transports include: U engine aircraft, 2 engine aircraft 12,500
pounds and heavier, and helicopters.
(f) Piston engine private aircraft include: single engine aircraft and twin engine aircraft
lighter than 12,500 pounds.
-------
TABLE XXXI
ESTIMATE OF TOTAL QUANTITIES OF AIR POLLUTANTS EMITTED ANNUALLY
WITHIN THE BOUNDARIES (AND BELOW 3,500 FEET ALTITUDE) OF THE
LOS ANGELES INTERNATIONAL AIRPORT DURING 1970
' SOURCE
|
Commercial (a)
Transports (Turbine)
Commercial (a)
Transports (Piston)
i
Private Aircraft
(Piston) (a)
Collateral Ground
Operations (b)
TOTALS
(a) From Table XXIX.
(b) From Table XXX.
(c) Approximately 65$ of
the airport.
CONTAMINANTS IN TONS (Rounded) PER YEAR
Particulate
Matter
2,215
7
negligible
210
2,^35
Carbon Oxides of
Monoxide Nitrogen
9,260
1,610
20
/ \
13,735(C)
2^,6.25
1,025
80
1
980
2,085
this value represents contributions
Combustible
Organic
Gases
10,380
300
h
3,810
A, 1.95
of vehicles
Sulfur TOTALS
Dioxide Tons Per
Cent
5fcO 23,^25 53'°
2,000 U.5
25 -
200 18,935 U2.5
7^0 1+1^385
entering and leaving
------- |