national pollutant inventory...national environment protection (national pollutant inventory)...

National Pollutant Inventory

Emission estimation technique manual

for

Airports Version 2.0

July 2008

First published in December 2000 Version 1.1 published May 2001

ISBN: 978 642 55446 8 © Commonwealth of Australia 2008 This manual may be reproduced in whole or part for study or training purposes subject to the inclusion of an acknowledgment of the source. It may be reproduced in whole or part by those involved in estimating the emissions of substances for the purpose of National Pollutant Inventory (NPI) reporting. The manual may be updated at any time. Reproduction for other purposes requires the written permission of the Department of the Environment, Water, Heritage and the Arts, GPO Box 787, Canberra, ACT 2601, e-mail: [email protected], web: www.npi.gov.au, phone: 1800 657 945. Disclaimer The manual was prepared in conjunction with Australian states and territories according to the National Environment Protection (National Pollutant Inventory) Measure. While reasonable efforts have been made to ensure the contents of this manual are factually correct, the Australian Government does not accept responsibility for the accuracy or completeness of the contents and shall not be liable for any loss or damage that may be occasioned directly or indirectly through the use of, or reliance on, the contents of this manual.

Airports Version 2.0 July 2008

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EMISSION ESTIMATION TECHNIQUES FOR

AIRPORTS TABLE OF CONTENTS

1 INTRODUCTION................................................................................................... 1

1.1 Airport activities covered by this manual ............................................................... 1 1.2 The process for NPI reporting................................................................................. 2 1.3 Information required to produce an annual NPI report ........................................... 2 1.4 Additional reporting materials ................................................................................ 3

2 REPORTING REQUIREMENTS........................................................................... 4

2.1 NPI facility occupier ............................................................................................... 4 2.2 Operational control.................................................................................................. 4

2.2.1 Who has operational control?......................................................................... 5 2.2.2 What if it is uncertain who has control?......................................................... 5

3 PROCESS DESCRIPTION..................................................................................... 7

4 EMISSION SOURCES......................................................................................... 10

4.1 Emissions to air ..................................................................................................... 10 4.1.1 Point source emissions ................................................................................. 11 4.1.2 Fugitive emissions ........................................................................................ 12

4.2 Emissions to water ................................................................................................ 12 4.3 Emissions to land .................................................................................................. 13

5 THRESHOLD CALCULATIONS ....................................................................... 15

5.1 Fuel storage and handling ..................................................................................... 17 5.2 Fuel combustion .................................................................................................... 17 5.3 Other potentially relevant sources of NPI substances........................................... 19 5.4 Wastewater treatment ............................................................................................ 19 5.5 Waste transfer........................................................................................................ 19

6 EMISSION ESTIMATION TECHNIQUES ........................................................ 21

6.1 Sampling and direct measurement ........................................................................ 22 6.2 Emission factors .................................................................................................... 23

6.2.1 Emissions from ground support equipment.................................................. 24 6.2.2 Emissions from aircraft engine testing ......................................................... 32 6.2.3 Emissions from auxiliary power unit operation and testing......................... 36 6.2.4 Emissions from fire training and emergency simulations ............................ 37 6.2.5 VOC emissions from general aviation ......................................................... 38 6.2.6 Emissions from storage tanks....................................................................... 39 6.2.7 Emissions from boilers, space heaters and emergency generators............... 39 6.2.8 Emissions from paint and solvent usage ...................................................... 40 6.2.9 Wastewater treatment plants......................................................................... 40 6.2.10 Emission factors developed based on site-specific information................... 41

6.3 Mass balance ......................................................................................................... 42 6.4 Fuel analysis and engineering calculations ........................................................... 42 6.5 Approved alternative ............................................................................................. 44

7 TRANSFERS OF NPI SUBSTANCES IN WASTE ............................................ 45

8 NEXT STEPS FOR REPORTING ....................................................................... 47


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9 REFERENCES...................................................................................................... 48

APPENDIX A: DEFINITIONS AND ABBREVIATIONS ............................................. 49

APPENDIX B: EMISSION FACTORS ........................................................................... 51

APPENDIX C: MODIFICATIONS TO THE AIRPORTS EET MANUAL (VERSION 1.1 MAY 2001) ....................................................................................................................... 66

LIST OF FIGURES, TABLES, EQUATIONS

AND EXAMPLES Figure 1. Determining whether your business entity has responsibility for reporting emissions

for activities carried on a particular site.............................................................................. 5 Figure 2. Determining whether an Airport Corporation has responsibility for reporting

emissions for activities carried at within the airport area. .................................................. 6 Figure 3: Procedure to determine whether reporting thresholds for NPI substances are

exceeded............................................................................................................................ 16 Table 1: Airport-related activities and their potential emission destination ............................. 9 Table 2: Typical sources of emissions to air at Australian airports ........................................ 10 Table 3: Minimum amount of fuel stored which is likely to trip Category 1a and Category 1

thresholds (refer Fuel and Organic Liquid Storage manual)............................................ 17 Table 4: Category 2a and 2b substances ................................................................................. 18 Table 5: Typical GSE and associated engine types and service times (after ICAO, 2007 and

US FAA, 2007) ................................................................................................................. 25 Table 6: Conversion factors for calculating TVOC emissions from HC emissions (FAA,

1997) ................................................................................................................................. 35 Table 7: Emission factors for fuels typically used in fire training .......................................... 38 Table 8: Emission factors for airport activities based on data for Melbourne Airport(1) ......... 41 Equation 1 ................................................................................................................................ 23 Equation 2 ................................................................................................................................ 30 Equation 3 ................................................................................................................................ 30 Equation 4 ................................................................................................................................ 30 Equation 5 ................................................................................................................................ 32 Equation 6 ................................................................................................................................ 33 Equation 7 ................................................................................................................................ 35 Equation 8 ................................................................................................................................ 35 Equation 9 ................................................................................................................................ 37 Equation 10 .............................................................................................................................. 37 Equation 11 .............................................................................................................................. 38 Equation 12 .............................................................................................................................. 39 Equation 13 .............................................................................................................................. 43 Example 1: Calculation of GSE emissions of carbon monoxide (CO) based on aircraft

movement data .................................................................................................................. 29 Example 2: Calculation of GSE emissions of oxides of nitrogen (NOx) based on engine power

and time in service (using Equation 4) ............................................................................. 31 Example 3: Calculation of emissions from engine test cells (using Equation 6) ..................... 34


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1 Introduction The purpose of all emission estimation technique (EET) manuals is to assist Australian manufacturing, industrial and service facilities to report emissions of listed substances to the National Pollutant Inventory (NPI). This manual describes the procedures and recommended approaches for estimating emissions engaged in airport activities. EET MANUAL Airports ANZSIC CODES 2006 All applicable activities within the ANZSIC Groups

239, 261, 281, 291, 292, 332, 349, 490, 522, 529, 771.

Note that the ANZSIC code is part of NPI reporting requirements. The NPI Guide contains an explanation of the ANZSIC code. NPI substances are those that when emitted at certain levels have the potential to be harmful. Australian, state and territory governments have agreed, in response to international requirements, that industries will report these emissions on an annual basis. NPI substances are set out in the NPI Guide and are listed in categories which have a threshold; i.e. once annual ‘use’ of substances is above the threshold their emissions and transfers must be reported. This manual has been developed through a process of national consultation involving state and territory environmental authorities and key industry stakeholders. Particular thanks are due to Australia Pacific Airports (Melbourne) P/L, Sydney Airport Corporation Ltd, Shell Company of Australia Limited, Brisbane Airport Corporation Pty Ltd, Canberra International Airport and Airservices Australia for information supplied in support of developing this manual. Thanks are also due to Environ Australia Pty Ltd for their assistance in developing this manual and for the use of images.

1.1 Airport activities covered by this manual The Airports manual addresses emissions to air, land and water and transfers of NPI substances in waste resulting from a range of activities occurring at airports. Guidance is provided on estimating emissions from the following airport activities:

• ground support equipment (airside vehicles and mobile plant) • fire training and emergency simulations • aircraft engine test cells • auxiliary power unit testing • paint and solvent usage • fuel and organic liquid storage • boilers and space heaters • emergency generators • re-fuelling operations and general aviation engine testing, and • wastewater treatment.


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This list comprises those practices and activities which are likely to be the largest sources of NPI listed substances at major Australian airports. Emissions from aircraft while mobile (taxiing, landing, and take-off cycles) and stationary (idling, docked at gate, and during on-wing engine testing) are estimated by state and territory environment authorities using the Emission estimation technique manual for aggregated emissions from aircraft. State and territory environment authorities, as part of their aggregated emissions programs, will also estimate private motor vehicles on airport access roads and car parks.

1.2 The process for NPI reporting The process for NPI reporting can be seen in the flow chart.

Step 1: Prepare a process flow chart for your facility (Identify types and quantities of substances used and transferred

and types and quantities of fuels burned onsite)

Step 2: Determine emissions and transfer sources for your facility (Generally, air emissions including point sources and fugitives but may include emissions to water due to stormwater drainage, spills

and/or wastewater treatment, and also waste transfers)

Step 3: Determine whether any thresholds have been exceeded (Fuel use or wastewater treatment resulting in Category 1 or 1a

substance threshold exceedance; fuel combustion of over 400 t/yr or 1 t/hr; emissions to water above Category 3 thresholds)

Step 4: Estimate the emissions and transfers for your facility

(Air fugitives are calculated based on emission factors and fuel analysis; direct measurement may be used for point sources)

Step 5: Report emissions to the NPI

(After adding emissions from other sources to your report)

Refer to Section 4 “Threshold calculations”

Refer to Section 2 “Process description”

Refer to Section 6 “Estimating emissions”

Refer to Section 3 “Emission sources”

Refer to Section 8 “Next steps for reporting”

1.3 Information required to produce an annual NPI report The following data will need to be collated for the reporting period:

• ground support equipment (GSE) information – number of aircraft movements by aircraft usage category, total fuel use or operating times and fuel flow per GSE type

• information from testing of auxiliary power units (APU) and off-wind testing of engines – APU and engine type, number of tests, test modes, time in mode and fuel flow per test mode

• information from the operation of APUs while an aircraft is stationary – APU and engines type and fuel flow, load, number of cycles, and time in mode


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• fuel storage information, including type of fuel stored, tank working volume (or storage capacity), tank throughput, starting volume of liquid in tank

• boilers, space heaters and emergency generators – type of combustion plant, type and quantity of fuel used, control devices in operation

• fire training – type and quantity of fuel used per fire training exercise and number of exercises throughout the reporting year

• wastewater treatment plants – type of treatment process, design and wastewater throughput during the reporting year, and

• surface coating – types, quantities and volatile organic compound (VOC) contents of surface coatings used.

1.4 Additional reporting materials This manual is written to reflect the common processes employed at airports. In many cases it will be necessary to refer to other EET manuals to ensure a complete report of the emissions for the facility can be made. Other applicable EET manuals may include, but are not limited to:

• Aggregated emissions from aircraft • Aggregated emissions from motor vehicles • Combustion in boilers • Combustion engines • Fuel and organic liquid storage • Organic chemical processing industries • Sewage and wastewater treatment • Surface coating, and • Fugitive emissions.


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2 Reporting requirements The purpose of this EET manual is to provide guidance on the characterisation of emissions from those activities specifically associated with airport operations. There may be certain activities which lead to emissions of NPI substances that are not covered by this manual. In this situation refer to the NPI Guide to determine which other NPI EET manuals are likely to assist you in estimating your emissions of NPI substances. If further advice is required contact your state or territory environment agency whose contact details are in the NPI Guide and on the NPI website at www.npi.gov.au. This manual applies to facilities located at Australian airports, either privately owned or controlled by an Airport Corporation. Airports may be comprised of several facilities occupied by many individual tenants of an Airport Corporation who are separate from the Airport Corporation.

2.1 NPI facility occupier The NPI NEPM defines ‘occupier’ as a person who is in occupation or control of a facility whether or not that person is the facility owner. The Airport Corporation would also be regarded as the facility occupier for any activities directly under its control.

2.2 Operational control Under the NPI, occupiers of facilities are required to report emissions of NPI substances if the relevant thresholds are exceeded. At some facilities, sites or locations (such as ports, airports and mine sites), activities can be carried out by separate business entities and reporting responsibilities may not be obvious. In the NPI, the definition of facility is as follows:

facility means any building or land together with any machinery, plant, appliance, equipment, implement, tool or other item used in connection with any activity carried out at the facility, and includes an offshore facility. The facility may be located on a single site or on adjacent or contiguous sites owned or operated by the same person.

Under this definition it is possible for the same site to have more than one occupier and thus be a ‘facility’ for more than one entity for the purposes of reporting. To clarify reporting responsibilities in these instances, the NPI uses the concept of ‘operational control’. Operational control is a concept used internationally to allocate responsibility, for reporting data, to the entity with the greatest ability to influence the management of environmental policies.


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http://www.npi.gov.au/

If a business entity has operational control of an activity they are deemed to have the reporting responsibility for that activity.

2.2.1 Who has operational control? An occupier of a facility is considered to have operational control over an activity at a facility if it has the authority to introduce and implement the operating, health and safety and/or environmental policies for that activity at the facility.

2.2.2 What if it is uncertain who has control? If there is uncertainty as to which business entity has operational control over an activity, the business entity deemed to be in operational control will be the one with the greatest authority to introduce and implement operating and environmental policies. Occupiers of facilities often have differing and complex contractual arrangements in place and occupiers may need to seek further advice to determine operational control in their specific situation. General guidance on how to determine operational control over a facility is contained in the following figures. Figure 1. Determining whether your business entity has responsibility for reporting emissions for activities carried on a particular site site


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Identify an activity carried out within the site boundary.

No

No

Your business entity does not have operational control of the activity and

does not have the responsibility for reporting emissions from this activity.

Emissions must be reported by the

business entity which has operational control (if relevant thresholds are

exceeded).

Does your business entity have the ability to introduce or implement policies relating to operations, health and safety and/or the environment with regard to this activity?

No

Your business entity has operational control of the activity and is

responsible for reporting emissions from this activity.

Your business entity does not have operational control of the activity and does not have the responsibility for

reporting emissions from this activity.

Emissions must be reported by the business entity which has operational

control (if relevant thresholds are exceeded).

Yes

Yes

Is there another business entity that could also introduce or implement any or all of the policies listed above?

Does your business entity have the greatest authority to introduce and implement operating and environmental policies?

Yes

Your business entity has operational control of the activity and is responsible for


Figure 2. Determining whether an Airport Corporation has responsibility for reporting emissions for activities carried out within the airport area

Identify an activity* carried out within the airport boundary. *Activity could be: fuel burning by a plane stationary at the airport; operation of auxiliary generators; refuelling activities; or, another activity carried out by a business within the bounds of the airport

Does the Airport Corporation have the ability to introduce or implement policies relating to operations, health and safety and/or the environment with regard to this activity?

Is there another business entity that could also introduce or implement any or all of the policies listed above?

Does the Airport Corporation have the greatest authority to introduce and implement operating and environmental policies?

The Airport Corporation has operational control of the activity and is responsible for


Yes

Yes

Yes

No

No

No

The Airport Corporation does not have operational control of the activity and

does not have the responsibility for reporting emissions from this activity.

Emissions must be reported by the business entity which has operational

control (if relevant thresholds are exceeded).

The Airport Corporation has operational control of the activity and is responsible for reporting emissions

from this activity.

The Airport Corporation does not have operational control of the activity and does not have the responsibility for

reporting emissions from this activity. Emissions must be reported by the

business entity which has operational control (if relevant thresholds are

exceeded).


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3 Process description The first step in estimating emissions of NPI substances from your facility is creating a process flow diagram to highlight points in the process where emissions may occur. The following section presents a brief description of airport operations, and identifies the likely sources of emissions. This represents a typical airport facility, but you should develop a process flow diagram specific to your site. Airports comprise facilities, either privately owned or leased from any Australian government, engaged in providing services related to domestic, international and military transportation by air. Australian airports vary in size from a few hectares to over a thousand hectares. Larger airports typically include the following main components:

• Airfield system – consisting of runways, taxiways, aprons and surrounding areas which collectively form the movement area of the airport. The airfield is also likely to include a dedicated helicopter precinct and support elements such as the control tower, non-visual navigation aids, radar surveillance system and the airport rescue and fire fighting service.

• Terminal and passenger systems – consisting of international and domestic terminals including direct passenger building to aircraft transfers and passenger transfers via airside bus operations.

• Freight system – air freight activities are typically undertaken by the Airport Lessee Company (ALC) in conjunction with international, domestic and regional passenger services.

• Aviation support facilities – including fuelling facilities, aircraft maintenance facilities, ground support equipment and flight catering facilities.

• Landside access facilities – including public roadways, kerbside transfer, car parking, public transport (bus and rail), cyclists and pedestrian facilities.

Aviation types may include regional, domestic, international, general and/or military aviation. International flights are based on airline movements between an Australian airport and an airport in another country. Domestic aviation includes airline movements between two major airports within Australia. Regional airlines provide scheduled regular public transport services within Australia, generally linking smaller rural centres with the main cities. General aviation refers to non-scheduled aircraft movements in Australian registered aircraft, other than major domestic and international aviation. The major categories of general aviation are private, business, training, aerial agriculture, charter and aerial work. Aircrafts are equipped with main engines, used to propel the aircraft forward, and other on-board engines such as auxiliary power units (APUs) that provide electrical power and pneumatic bleed air when the aircraft is taxiing or parked at the gate. The main engines are generally classified as either gas turbine turbofan (or turbojet) and turboprop engines fuelled with aviation kerosene (jet fuel) and internal combustion piston engines fuelled with aviation gasoline (avgas).


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Upon arrival at a gate, aircraft are met by ground support equipment (GSE) to unload baggage, assist passengers disembarking and service the lavatory and cabin. While parked at the gate, mobile generators and air conditioning units may be in operation to provide electricity and conditioned air. Prior to aircraft departure, GSE are present to load baggage, food and fuel (etc.). Aircraft carrying cargo similarly require the services of cargo tractors and loaders and hydrant trucks for refuelling. On departure from a gate, a tug may be used to push or tow the aircraft away from the gate to the taxiway. The extent of GSE activity is generally dependent on the size and usage of the aircraft, ranging from a wide range of equipment in service for extended periods for large passenger aircraft embarking on international flights to limited GSE activity for small aircraft used for local business flights. The landing-takeoff (LTO) cycle presents a useful way of incorporating all of the normal flight and ground operation activities associated with aviation, including descent/approach from a reference height above ground, touchdown, landing run, taxi in, idle and shutdown, startup and idle, checkout, taxi out, takeoff and climbout to the reference height. All flight and ground operations in the LTO cycle are generally grouped into four standard modes for aircraft engine emission quantification purposes, namely approach mode, taxi-idle mode, takeoff mode and climb out mode. At major airports fuel companies typically operate systems that involve the reticulation of aviation fuel via underground fuel distribution systems from a joint user hydrant installation facility. Fuel companies are, in certain instances, responsible for both storage and refuelling operations and the potential emissions related to such activities. Airservices Australia is responsible for the provision of safe and environmentally sound air traffic management and related services to aircraft operators in Australia under the Air Services Act 1995. This responsibility includes the provision of Aviation Rescue and Fire Fighting (ARFF) services at 19 major domestic and international airports within Australia. ARFF are required to undertake regular training activities for fire rescue to ensure fire fighting crews are fully prepared. To allow for this activity, a Dark Smoke Agreement was signed between Airservices Australia and the regulator, then the Department of Transport and Regional Services (DoTaRs). This agreement allows Airservices Australia to exceed the emission limits when undertaking fire fighting training. The number of events varies across airports, e.g. 95 events per year at Melbourne Airport. Burn times are generally limited to less than three minutes and typically only clean fuel is used during the ARFF’s fire training sessions to minimise atmospheric emissions. Pollution control systems are generally in place to separate effluent residue from the fire fighting activity from the unburned fuel which is captured and reused. Other infrastructure at airports typically include boiler and space heating/cooling plant, emergency generators, waste handling areas and potentially also wastewater treatment plants. Various other businesses operate within or in the vicinity of airport terminals including car rental companies, retail concessionaires and hotels. Airport-related activities which could potentially result in emissions to air, land and/or water or result in waste being generated are listed in Table 1.


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Table 1: Airport-related activities and their potential emission destination Airport activities Air Surface

water Soil & groundwater Waste

Aircraft movements & maintenance Landings/take-offs/taxiing Engine ground running APU running Unloading/loading Service/repair Cleaning/catering Refuelling Ground movements & maintenance Freight/goods movement Airfield vehicles/ground support equipment Vehicle servicing and refuelling Airfield operations Construction Pavement maintenance and line marking Drainage maintenance Ground maintenance Waste collection Bulk liquids storage (fuel) Other chemicals storage Fire fighting training Terminal management Staff and passenger traffic/parking Passenger/baggage movements Catering/retail Lighting/air conditioning Building cleaning and maintenance Administration Waste collection


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4 Emission sources General information regarding emission sources can be obtained from the NPI Guide. A specific overview of airport-related emission sources to air, land and water is given in this section.

4.1 Emissions to air An overview of typical sources of emissions associated with airport operations is given in Table 2. Reference is made to the relevant NPI EET manual(s) which document emission quantification methods for each source type. Table 2: Typical sources of emissions to air at Australian airports Source type Description Relevant EET

manual (reporting responsibility)

NPI reporting responsibility

Emissions directly from aircraft Aircraft main engine

Main engines of aircraft ranging from start-up to shut-down

Aircraft States and territories

Auxiliary Power Units (APU)

APU located on-board aircraft providing electricity and pre-conditioned air during ground times and bleed air for main engine start

Airports Operating entity responsible for the management of stationary aircraft

Aircraft handling emission sources Ground support equipment (GSE)

GSE necessary to handle the aircraft during the turnaround at the stand, including ground power units, air climate units, aircraft tugs, conveyor belts, passenger stairs, fork lifts, tractors, cargo loaders, etc.

Combustion engines; Airports

Operating entity responsible for GSE activities

Airside traffic Service vehicle and machinery traffic, including sweepers, trucks (catering, fuel, sewage), cars, vans, buses etc. that circulate on service roads within the airport perimeter (typically restricted area)

Combustion engines

Entity responsible for airside traffic operations

Aircraft refuelling Evaporation through aircraft fuel tanks (vents) and from fuel trucks or pipeline systems during fuelling operations

Fuel and organic liquid storage; Airports

Entity responsible for aircraft fuelling operations

Stationary- or infrastructure-related source categories of emissions Power/heat generating plant

Facilities that produce energy for the airport infrastructure, namely boiler houses, heating/cooling plants, co-generators

Combustion in boilers; Combustion engines

Entities with operational control of power/heating/cooling plants

Emergency power generator

Diesel or other generators for emergency operations (e.g. for buildings or for runway lights)

Combustion engines; fuel and organic liquid storage

Entities with operational control of emergency power generators

Aircraft maintenance

All activities and facilities for maintenance or aircraft, i.e. washing, cleaning, paint shop, engine test beds, etc.

Surface coating; Airports; Fugitives

Entity responsible for aircraft maintenance


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Source type Description Relevant EET manual (reporting responsibility)

NPI reporting responsibility

Airport maintenance

All activities for maintenance of airport facilities, including cleaning operations.

Fugitives Entity responsible for airport maintenance

Fuel Fuel storage, distribution and handling

Fuel and organic liquid storage

Entity responsible for fuel/organic liquid storage and/or handling

Construction and demolition activities

All construction and demolition operations in airport operation and development, including the resurfacing of roads and runways

Fugitives; Combustion engines

Entity responsible for construction and demolition activities

Fire training Activities for fire training with different fuel (e.g. kerosene, butane, propane, wood)

Airports Entity responsible for fire training services

Waste water treatment

All activities and facilities for the collection, storage and treatment of waste water onsite

Wastewater treatment

Entity responsible for waste water treatment operations

Landside traffic emission sources Vehicle traffic Cars, vans, trucks, buses,

motorbikes etc. associated with the airport on access roads, drop-off areas and on- or offsite parking lots. Emissions include tailpipe and evaporative releases)

Combustion engines

States and territories

Air emissions may be categorised as fugitive emissions or point-source emissions.

4.1.1 Point source emissions Point source emissions are directed into a vent or stack and emitted through a single point source into the atmosphere. A boiler stack represents an example of a point source which may occur at an airport. The nature and extent of emissions from such stacks will depend on the type and quantity of fuel burned and the combustion process. To determine emissions from such fuel burning, reference should be made to the NPI Combustion in boilers manual as indicated in Table 2. Air emission control technologies, such as electrostatic precipitators, fabric filters or baghouses, and wet scrubbers, are commonly installed to reduce the concentration of particulates in processing off-gases before emission through a stack. Gas abatement devices to reduce emissions of oxides of nitrogen or sulfur dioxide may also be applied. The collection efficiency of the abatement equipment needs to be considered where such equipment has been installed, and where emission factors from uncontrolled sources have been used in emission estimations. Guidance on applying collection efficiencies to emission factor equations is provided in the NPI Combustion in boilers manual.

4.1.2 Fugitive emissions These are emissions not released through a vent or stack. Examples of typical fugitive emissions at airports include emissions from landside and airside vehicles, volatilisation of vapour from fuel storage, handling and spills, dust from construction and demolition activities and evaporative emissions from painting and cleaning operations. Smoke emanating from training fires and emissions related to onsite wastewater treatment represent further examples of fugitive emissions. Estimating emissions using emission factors is the usual method for determining losses from fugitive emission sources. Guidance on appropriate emission factors to be applied for airport-related fugitive sources is given in the various NPI manuals listed in Table 2. Examples of emission reduction measures for fugitive sources related to airport operations are as follows:

• increasing the availability of fixed electrical ground power units (GPUs), so reducing the need for the use of auxiliary power units and diesel- or petrol-driven GPUs;

• introduction of more advanced ground transport using cleaner/alternative fuels, e.g. hybrid vehicles and fitting of emission reduction devices;

• ensuring all vehicles and machinery undergo regular maintenance; and • identification of alternative fuels for fire training, e.g. natural gas.

The control efficiencies of emission reduction measures implemented at a specific airport facility will need to be estimated and taken into account where emission factors are given for uncontrolled fugitive sources.

4.2 Emissions to water Emissions of substances to water from airports can be categorised as discharges to:

• surface waters (lakes, rivers, dams, estuaries) • coastal or marine waters, and • stormwater runoff.

Stormwater runoff from airport facilities may contain sediment, litter, oil and nutrients with sewer overflows and periodic deterioration of water quality during and after wet weather periods being a cause of concern. These issues are addressed at airports through the implementation of stormwater management plans and systems, which include the use of containment ponds, bioretention ponds and wetland systems. Surface water may be impacted at airports by a number of activities conducted at the airport including spills of fuels, oils and chemicals, litter disposal, erosion and sedimentation during construction operations, runway de-rubberisation, sewage system and pumping station malfunction, acid drainage from disturbed acid sulphate soils, incorrect disposals of wastes and hydrocarbon residues from refuelling and maintenance activities.


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Various initiatives may be implemented to manage potential surface water impacts including the installation of flame traps in apron areas and gross pollutant traps at the airport boundary, reduction of spill incidence and rapid spill response and cleanup, use of shut-off valves at discharge points into ambient waterways and water quality monitoring. Stormwater harvesting through the use of rainwater tanks and ponds represent a means of localised water reuse. Emissions of toxic substances to waterways may pose environmental hazards. Most facilities emitting NPI-listed substances are required by their state or territory environment agency to closely monitor and measure these emissions. Water monitoring is routinely conducted at all major airports. These existing sampling data can be used to calculate annual emissions reportable to the NPI. If no water monitoring data exists, emissions to process water can be calculated based on a mass balance or using emission factors. Discharge of listed substances to a sewer is not regarded as an emission, however it is reportable to the NPI in terms of waste transfers.

4.3 Emissions to land Emissions of substances to land include solid wastes, slurries, sediments, spills and leaks, storage and distribution of liquids. Such emissions may contain NPI-listed substances. Emission sources can be categorised as:

• surface impoundments of liquids and slurries • unintentional leaks and spills.

Airports generate a range of solid and liquid wastes from various sources. Solid wastes include food waste, office paper, packaging wastes, quarantine wastes (from interstate and international flights), foreign objects and debris (FOD), scrap metals, timber, animal wastes and litter from various sources including terminal and office buildings, airfield and maintenance areas and landside access areas. Liquid wastes generated by airport operations include waste oils and lubricants, sewage, cooking oils and grease, and trade wastes containing various contaminants such as solids, metals, hydrocarbons, paints (etc). Solid wastes from airport operations requiring disposal to landfill typically include general waste, prescribed waste (chemical and industrial waste), construction and demolition waste and quarantine waste. Quarantine waste is classified as hazardous waste and its generation, storage, transport and disposal regulated by state and territory legislation. Waste management strategies typically include various waste avoidance, re-use and recycling initiatives and improvement of residual solid and liquid waste management. The use of apron FOD bins with separate disposal points for jet engine oil cans allows segregation of waste oil from general waste. Airport operations may impact on soil quality as a result of storage and handling of dangerous goods and materials, and particularly due to the use of underground fuel


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storage tanks. The potential for spills and leaks of chemicals and fuels represents ongoing risks. At certain airports, site contamination is a result of historical airport operations also requiring ongoing management in terms of monitoring and/or remediation. Other potential sources of impacts on land include incorrect disposal of wastes, washing of vehicles, facilities and aircraft and use of contaminated fill material that has not been tested and validated as uncontaminated. Examples of measures taken to reduce underground storage tank related risks include double lining of tanks, improving corrosive resistance, installation of appropriate leak detection and monitoring systems and rapid response in the event of leaks and spills. Some facilities may use treated wastewater for irrigation. This wastewater need only be considered for NPI reporting if it contains an NPI-listed substance. For NPI purposes, this is categorised as an emission to land.


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5 Threshold calculations The NPI has six different threshold categories and each NPI substance has at least one reporting threshold. Facilities are required to report on specified substances in the event that specific thresholds are exceeded in relation to the following:

• quantities of Category 1, Category 1a and Category 1b substances ‘used’; where ‘use’ and ‘usage’ is defined as the receipt, storage, handling, manufacture, import, processing, coincidental production or other uses of NPI substances;

• quantities of fuel or waste burned, with threshold exceedences resulting in the need to report emissions to air of Category 2a and potentially Category 2b substances;

• quantities of Category 3 substances emitted to water (excluding groundwater) and/or transferred to a mandatory reporting transfer destination; and

• quantities of Category 1, Category 1b or Category 3 substances transferred within waste to and from the facility.

The NPI Guide outlines detailed information on the thresholds and identifies emission sources. The method involves identifying any NPI substances that may be used by your facility, or are components of materials used by your facility, and then calculating whether the quantity used exceeds the NPI threshold. Similarly, methods for determining fuel or waste combustion threshold exceedences and emissions to water and transfers within waste are provided. The flowchart in Figure 3 outlines the process the user should work through to determine whether the facility has tripped a threshold for each of the categories the facility needs to report on. The NPI thresholds for substances that may be tripped for airport operations include the following:

• thresholds for Category 1 and Category 1a substances due to substance usage within the airport;

• thresholds for Category 2a and 2b substances due to fuel combustion operations within the airport; and

• thresholds for Category 1 and Category 3 substances due to onsite wastewater generation and potentially also wastewater treatment activities.


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Figure 3: Procedure to determine whether reporting thresholds for NPI substances are tripped


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5.1 Fuel storage and handling Fuel used at airports is associated with various activities including the fuelling of aircraft, ground support equipment, airside vehicles, power/heating/cooling plant, engine testing and the ignition of fire training fires. Typical fuels used at airports are jet kerosene, avgas, diesel and petrol. For fuel ‘use’, the relevant NPI thresholds are Category 1 and Category 1a, with the usage of each of the substances listed in these categories requiring estimation. Detailed guidance on the minimum amount of fuel stored per year likely to trip the reporting threshold of 25 t/yr for Category 1a (total volatile organic compounds, TVOC) and the Category 1 threshold of 10 t/yr for individual substances in the fuel composition, is given in the NPI Fuel and organic liquid storage manual. A synopsis of this guidance is given in Table 3. The procedure for calculating and reporting Category 1 and Category 1a substance usage is comprehensively detailed in the Fuel and organic liquid storage manual. Historically, fuel storage operations at airports have resulted in the reporting of emissions for benzene, cumene, ethylbenzene, toluene, TVOC and xylenes. Table 3: Minimum amount of fuel stored which is likely to trip Category 1a and Category 1 thresholds (refer Fuel and organic liquid storage manual)

Minimum amount of fuel stored (kL/yr) to trip Category 1a (TVOC) and Category 1 (individual substances) thresholds

NPI substance

Jet kerosene

Avgas 100 Avgas LL Diesel Leaded petrol

Unleaded petrol

TVOC 79 36 35 394 35 38 Benzene 3256 1107 349 39873 1499 1603 Cumene 423 130805 55711 1227 12302 14948 Cyclohexane 996 2979 696379 119618 1681 1954 Ethylbenzene 2311 8222 215 10875 846 976 n-hexane 257 1599 552 119618 521 817 Lead ND 4111 5217 ND 2680 1494769 PAH 1213 11511 ND 3323 2374 2451 Toluene 6638 678 98 11962 171 267 Xylene 636 1507 207 3468 166 193

5.2 Fuel combustion There is a range of fuel burning activities that occur at airports including fuel combustion by aircraft, ground support equipment, airside vehicles, landside vehicles, engine and APU testing and operation, power/heating/cooling plant and fire training fires. The total quantity of fuel burned by an operating entity will determine whether Category 2a or 2b substances (Table 4) need to be quantified and reported. Category 2a substances are common products of fuel combustion. The NPI thresholds for this category of substances are:

• burning of 400 tonnes or more of fuel (or waste) in the reporting year, or


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• burning of 1 tonne or more of fuel (or waste) in an hour at any time during the reporting year.

Category 2b substances are also common products of combustion and include all Category 2a substances, in addition to metals and other compounds emitted when fuels (particularly coal and oil) are burnt. The NPI thresholds for this category of substances are:

• burning of 2 000 tonnes or more of fuel (or waste) in the reporting year; • consuming 60 000 megawatt hours or more of electrical energy for other than

lighting or motive purposes in the reporting year, or • a facility that has maximum potential power consumption of 20 megawatts or

more for other than lighting or motive purposes in the reporting year. In the event that Category 2a or 2b thresholds are exceeded, the responsible entity must estimate and report any emission of the substances listed under the relevant categories. Table 4: Category 2a and 2b substances Category 2a substances Category 2b substances

Carbon monoxide Fluoride compounds Hydrochloric acid Oxides of nitrogen Particulate matter (2.5 µm or less in diameter) Particulate matter (10 µm or less in diameter) Poly aromatic hydrocarbons (as B[a]Peq) Sulphur dioxide Total volatile organic compounds (TVOC)

Arsenic and compounds Beryllium and compounds Cadmium and compounds Carbon monoxide Chromium (III) compounds Copper and compounds Fluoride compounds Hydrochloric acid Lead and compounds Magnesium oxide fume Mercury and compounds Nickel and compounds Oxides of nitrogen Particulate matter (2.5 µm or less in diameter) Particulate matter (10 µm or less in diameter) Polychlorinated dioxin and furans (as TEQs) Poly aromatic hydrocarbons (PAH) Sulphur dioxide Total volatile organic compounds (TVOC)

In addition to the Category 2a and 2b substances listed in Table 4, other individual compounds emitted from the combustion of aircraft fuel include:

• acetaldehyde • acetone • benzene • 1,3-butadiene • ethylbenzene • formaldehyde • polycyclic aromatic hydrocarbons (PAH)


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• phenol • styrene • toluene and • xylene.

Guidance on the calculation of the amount of burnt fuel is given in the NPI Guide. Emission estimation methods for fuel combustion processes are documented in various NPI manuals, including Combustion in boilers, Combustion engines, Aircraft (aggregated emissions) and this Airports manual (as indicated in Table 2). Given that fuel burning activities are in practice undertaken by a number of individual businesses, e.g. airlines, ground handling agents, airport lessee company, fire service providers, catering companies etc, it is possible that Category 2a and 2b thresholds may not be triggered despite total fuel combusted at the entire airport facility being in excess of such thresholds.

5.3 Other potentially relevant sources of NPI substances In addition to the individual Category 1 and 2 substances discussed in previous subsections, other Category 1 substances that may be relevant for reporting are acetic acid, acetone and trichloroethylene associated with transport equipment manufacturing and air transport services.

5.4 Wastewater treatment Certain airports may have onsite wastewater treatment plants. Wastewater from airport operations will contain a range of NPI-listed substances, including total nitrogen and total phosphorus, metals, inorganics and organics. Wastewater treatment activities have the potential to result in exceedences in the thresholds for Category 1 and Category 3 substances. Knowledge and characterisation of the wastewater is needed to determine whether NPI reporting thresholds have been tripped and to calculate emissions and transfers. Detailed guidance in this regard is given in the Sewage and wastewater treatment manual.

5.5 Waste transfer The NPI requires mandatory reporting of NPI substances that are transferred in waste to a final destination (on- or offsite) if such transfers result in the exceedence of a Category 1, Category 1b or Category 3 reporting threshold. Potential waste streams to be assessed with regard to the NPI substance transfers at airports are:

• solid wastes requiring disposal to landfill or other final disposal facility typically include general waste, prescribed waste (chemical and industrial waste), construction and demolition waste and quarantine waste (from interstate and international flights);

• liquid wastes generated including waste oils and lubricants, sewage, trade wastes containing various contaminants such as solids, metals, hydrocarbons,


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paints, cooking oils and grease - liquid wastes are typically collected by waste companies and disposed of offsite;

• sewage and wastewater from the airport facility sent to offsite sewerage and wastewater treatment plants;

• wastewater from airport operations sent to an onsite wastewater treatment plant; and

• soil from sites contaminated by fuel spills may be treated onsite or sent offsite to the approved disposal facility.


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6 Emission estimation techniques If you have established under Section 4 that substance ‘use’ (e.g. fuels, chemicals, other) at your facility or generated from your facility has resulted in an exceedence of Category 1 or Category 3 thresholds, you will need to estimate the total amount of the relevant NPI substances emitted to air, land and water. Similarly, if the quantity of fuel burnt at your facility exceeds the thresholds specified, you will need to estimate emissions of Category 2 substances. There are five types of EETs that may be used to calculate emissions from your facility. These are:

• sampling data or direct measurement • emission factors • mass balance • fuel analysis or engineering calculations, and • an approved alternative.

Fugitive emissions related to airport activities are generally quantified for various substances through the application of emission factors whereas emissions from point sources such as boiler stacks are quantifiable using either emission factors, direct measurement or fuel analysis and engineering calculations. Emission factors are given in a subsequent section for the quantification of emissions from GSE activity, engine and APU testing and operation, refuelling operations and fire training. For sources for which emission estimation methods are documented in other NPI manuals (e.g. fuel storage, paint and solvent use), you are directed to the appropriate manual. Information on other emission estimation techniques can also be found in the NPI Guide. Select the EET (or mix of EETs) that is most appropriate for your purposes. For example, you might choose a mass balance to estimate fugitive losses from pumps and vents, direct measurement for stack and pipe emissions, and emission factors when estimating losses from engine testing. If you estimate your emission by using any of these EETs, your data will be displayed on the NPI database as being of ‘acceptable reliability’. Similarly, if the relevant environmental agency has approved the use of EETs that are not outlined in this manual, your data will also be displayed as being of acceptable reliability. This manual seeks to provide the most effective emission estimation techniques for the NPI substances relevant to airport operations. However, the absence of an EET for a substance in the manual does not imply that an emission should not be reported to the NPI. The obligation to report on all relevant emissions remains if reporting thresholds have been exceeded. If a blank or ‘no data’ emission is included in a report for an NPI substance where usage has tripped the reporting threshold, a reason should be stated. A statement such as ‘no emission factor is available’ is appropriate. You should note that the EETs presented in this manual relate principally to average process emissions. Emissions resulting from non-routine events are rarely discussed in the literature, and there is a general lack of EETs for such events. However, it is


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important to recognise that emissions resulting from significant operating excursions and/or accidental situations (e.g. spills) will also need to be estimated. Emissions to land, air and water from spills must be estimated and added to process emissions when calculating total emissions for reporting purposes. The emission resulting from a spill is the net emission, i.e. the quantity of the NPI reportable substance spilled, less the quantity recovered or consumed immediately (within 24 hours) during clean up operations.

6.1 Sampling and direct measurement This method covers both periodic sampling and continuous monitoring and is based on measured concentrations of the substance in a waste stream and volume/flow rate of that stream. You may wish to use direct measurement in order to report to the NPI, particularly if you already do so in order to meet other regulatory requirements. If this is the case, the NPI does not require you to undertake additional sampling and measurement, but rather simply requires reporting of the emissions which are measured. NPI emissions data collected via sampling or direct measurement procedures should meet quality objectives. Continuous emissions monitoring (CEM) provides a continuous record of emissions over time, and typically comprises monitoring of the pollutant concentration within the waste stream and the volumetric gas flow or liquid flow rate. Prior to using CEM, you should develop a protocol for collecting and averaging the data to ensure that the emission estimate satisfies the relevant environmental authority’s requirements for NPI emission estimates. Sampling data should be reviewed to ensure that the sampling was conducted under normal operating conditions and that data were generated according to acceptable methods. On certain occasions, state and territory licensing conditions may require that stack tests and sampling be conducted under maximum or specific loading or emission flow conditions. Utilising these data alone may overestimate the annual average emissions data required by the NPI, where only representative sampling data should be used. Use of sampling data, such as workplace health and safety data, is likely to be a relatively accurate method of estimating air emissions from both point and fugitive sources. However, collection and analysis of air samples can be very expensive and especially complicated where a variety of NPI-listed VOCs are emitted and where most of these emissions are fugitive in nature. Sampling data from one specific process may not be representative of the entire operation and may provide only one example of the facility’s emissions. To be representative, sampling data used for NPI reporting purposes would need to be collected over a period of time covering representative activities. Boiler operations represent airport activities most conducive to the use of direct measurement as an emission estimation technique. Detailed guidance regarding the use of this method is given in the Combustion in boilers manual.


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6.2 Emission factors An emission factor is a tool that is used to estimate emissions to the environment. In this manual, it relates to the quantity of substances emitted from a source to some common activity associated with those emissions. Emission factors are usually expressed as the weight of a substance emitted multiplied by the unit weight, volume, distance or duration of the activity emitting the substance (e.g. kilograms of carbon monoxide per aircraft LTO/yr). When using emission factors, you should be aware of the associated emission factor rating (EFR) code and what the rating implies. An A or B rating indicates a greater degree of certainty than a D or E rating. The main criterion affecting the uncertainty of an emission factor remains the degree of similarity between the equipment/process selected in applying the factor and the target equipment/process from which the factor was derived. The EFR system is: A Excellent B Above average C Average D Below average E Poor U Unrated Emission factors are used to estimate a facility’s emissions using the following general equation: Equation 1

Ei = (A * OpHrs) * EFi * [1-(CEi/100)] Where: Ei = emission rate of substance i (kg/yr)

A = activity rate (t/hr) OpHrs = operating hours (hrs/yr) EFi = uncontrolled emission factor for substance i (kg/t) CEi = overall control efficiency of substance i (%)

Emission factors relevant to airports are discussed in subsequent subsections and, where applicable, listed in Appendix B. You must ensure that you estimate emissions for all substances relevant to your process. Emission factors developed from measurements for a specific process may sometimes be used to estimate emissions at other sites. For example, a company may have several units of similar model and size, if emissions were measured from one facility, an emission factor could be developed and applied to similar sources. If you wish to use a site-specific emission factor, you should first seek approval from your state or territory environment agency before its use for estimating NPI emissions. Emission factors developed based on activities at Melbourne Airport are provided in Section 6.2.10 to illustrate how site specific data can be used for developing emission factors.


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6.2.1 Emissions from ground support equipment Ground Support Equipment (GSE) includes airside vehicles and mobile plant. GSE are necessary to handle the aircraft during the turnaround at the stand. Examples of GSE include: ground power units, air climate units, aircraft tugs, conveyer belts, passenger stairs, fork lifts, tractors, and cargo loaders (etc.). GSE are generally powered by internal combustion engines of various kinds, although other technologies are sometimes used. Several of the GSE are non-road vehicles that are specifically designed to provide the services required for aircraft (e.g. cargo loaders, baggage belts, aircraft tugs). GSE are generally designed for low-speed, high-torque functions and are built to be easily maneuverable within the confined environments surrounding aircraft. Most GSE tend to operate within a limited number of specific locations (e.g. passenger stairs, cargo loaders, baggage belts, aircraft tugs). Some GSE units, however, operate on an aircraft stand and also use service roads to return to specific facilities (e.g. catering trucks, lavatory trucks and baggage tugs). A list of the most frequently used GSE, associated engine types and service times is given in Table 5 providing typical values based on information from the International Civil Aviation Organization (ICAO) and US Federal Aviation Authority (FAA). The aircraft stand allocated to an aircraft and its associated handling procedures, in terms of the number, types and operating times of GSE, is sometimes a function of the nature and size of the aircraft. Large, wide-body aircraft tend to require passenger baggage pre-loaded in containers, passenger stairs with buses or boarding bridges and tend to be associated with larger cargo volumes and longer turn around times. Passenger baggage is frequently free-loaded for narrow-body aircraft and turn around times are shorter, but passenger stairs with buses or boarding bridges are still required. Smaller commuter aircraft tend to have built-in passenger stairs. Cargo aircraft seldom have ‘comfort’ needs thus not requiring the use of buses, baggage and air-conditioning, but may require specialized cargo-handling equipment and vehicles. General aviation aircraft generally require limited handling activities, with no baggage, cargo and stairs needed. Emissions from GSE are dependent on fuel type, engine size, load factor, technology, age (or deterioration factor) and emission reduction devices in place. Emission factors for GSE should vary across regions of the world and nationally, depending on national fuel quality and vehicle standards, and local operational requirements in terms of type, size and technology of equipment. Operational data, required for the quantification of GSE-related emissions, can either be obtained in a bottom-up manner by assessing individual GSE units or using a top-down approach using global operating times and fuel consumption over the total GSE population.

Table 5: Typical GSE and associated engine types and service times (after ICAO, 2007 and US FAA, 2007) Ground support

equipment Function Engine power (kW) Fuel Load factor Service time per

turn Comments

Ground power unit (GPU)

Provides electrical power to aircraft50 – 150 Diesel, petrol, gas

0.15 – 0.75 Depends on schedule (40 - 50 minutes)

Electric system may be integrated into gate/bridge

Air conditioning / heater unit

Provides preconditioned air and/or heat to aircraft

150 – 220 Diesel or petrol0.5 – 0.75 Depends on schedule & weather (20 - 30 min)

Electric PCA may be integrated into gate/bridge

Air starter unit Provides high pressure airflow for starting main engines

150 – 630 Diesel 0.9 3 - 7 minutes Use depends on whether on-board APU is used

Narrow-body push out tractor

Push back and maintenance towing 95 Diesel 0.25 - 0.8 5 - 10 minutes Electric powered units available

Wide-body push out tractor

Push back and maintenance towing 400 Diesel 0.25 - 0.8 5 - 10 minutes


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Ground support equipment Function Engine

power (kW) Fuel Load factor Service time per turn Comments

Passenger stairs Provides easy ramp access 30 – 80 Diesel, petrol, gas

0.25 – 0.55 2 - 10 minutes Non-powered and electric units available

Belt loader Transfers bags between carts and aircraft

33 – 80 Diesel, petrol, gas

0.25 – 0.5 10 - 50 minutes Electric unit available

Baggage tug / tractor Tows loaded carts to exchange baggage


0.5 - 0.55 10 - 50 minutes Electric unit available

Cargo and container loader

Lifts heavy cargo and containers to assist transfer

60 – 100 Diesel or petrol0.25 - 0.5 10 - 50 minutes Different types available

Cargo delivery Transfers cargo from dollies to loader

30 – 80 Diesel or petrol0.25 10 - 50 minutes Different types available

Not pictured Bobtail truck Miscellaneous towing and heavy services


0.25 – 0.55 Variable Highly variable


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Catering/service truck Cleans and restocks food and supplies

50 – 270 Diesel , petrol, gas

0.1 – 0.55 10 - 30 minutes May use on-road certified engines

Lavatory truck; potable water truck

Empties aircraft toilet storage, refills aircraft water storage

60 -175 Diesel, petrol, gas

0.25 5 - 20 minutes May use on-road certified engines

Fuel hydrant truck Delivers fuel from pits to aircraft 70 – 270 Diesel with pumps


Fuel tanker truck Pumps fuel from truck to aircraft 130 – 300 Diesel with pumps


Not pictured Maintenance lift Provides access to outside of aircraft


0.25 Variable, little used (5 - 10 minutes)

May use on-road certified engines

Passenger buses Transports passengers to and from aircraft

100 Diesel, petrol, gas

0.25 Variable (distance rather than time)

May use on-road certified engines


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Fork lift Lifts and carries heavy objects 30 – 100 Diesel, petrol, gas

0.25 – 0.3 Highly variable Electric units available

Not pictured Miscellaneous vehicles (cars, vans, trucks)

Miscellaneous services 50 – 150 Diesel, petrol, gas

0.1 – 0.25 Variable (distance rather than time)

Usually on-road certified engines

Based on the range of operational data which may be available at a facility, several methods are presented for estimating GSE emissions ranging from a simple approach using generic emission factors to more advance approaches requiring more detailed site-specific information.

6.2.1.1 Simple approach GSE emissions can be calculated using the number of aircraft arrival-departure cycles per aircraft category and the generic set of emission factors given in Appendix B.1. The generic emission factors are specified for various aircraft categories, specified in terms of their usage, as follows:

• general usage (civil, military, general aviation) • specific usage (passenger, cargo/transport, business, combat, other) • weight class (small, large, heavy), and • engine type (jet, turboprop, piston).

Example 1 below demonstrates how the emission factors can be used to determine total GSE emissions is given in Example 1. Example 1: Calculation of GSE emissions of carbon monoxide (CO) based on aircraft movement data Step 1 - Estimate the number of LTO/yr by aircraft category (as specified in Appendix B.1). Step 2 - Multiply the emission factor (kg/LTO) given for each aircraft category in Appendix B.1 by the number of LTO/yr for that aircraft category. Step 3 - Sum CO emissions across all aircraft categories.

Aircraft category Aircraft movements (LTO/yr)

CO emission factor (kg/LTO)

Annual CO emissions (kg/yr)

Civil Passenger Heavy Jet 18,000 20.801 374,422 Civil Passenger Large Jet 45,000 14.488 651,940 Civil Passenger Large Piston 2,800 0.233 651 Civil Passenger Large Turbo 17,500 7.344 128,525 Civil Passenger Small Jet 78,500 6.290 493,789 Civil Passenger Small Piston 7,500 5.398 40,486 Civil Passenger Small Turbo 2,500 6.588 16,471

Total CO emissions (kg/yr) 1,706,283

The calculation shown above for carbon monoxide should be completed for all NPI substances for which reporting thresholds are exceeded.


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6.2.1.2 Advanced approaches GSE emissions can be calculated for either the entire GSE population as a whole or individually according to aircraft-specific GSE requirements using the advanced approach. In both cases, the actual operating time or fuel use during a defined period of time (e.g. one year) must be known for each type of GSE used. When using fuel usage information is available, Equation 2 or Equation 3 can be applied to calculate emissions per substance type and GSE type. If operating times are available for each GSE type, then Equation 4 can be applied. Equation 2

Ei = Qf * EFi * T * DF Where:

Ei = emission of substance i (kg/GSE) Qf = fuel flow (litre/hr) EFi = emission factor for substance i (kg/litre fuel) T = time in service (hours) DF = deterioration factor (if required)

Equation 3

Ei = Qf * EFi * DF Where:

Ei = emission of substance i (kg/GSE) Qf = fuel flow (litres/annum) EFi = emission factor for substance i (kg/litre fuel) DF = deterioration factor (if required)

Equation 4

Ei = P * LF* EFi * T * DF Where:

Ei = emission of substance i (kg/GSE) P = average rated engine power (kW) LF = load factor used in facility operations for equipment type EFi = emission factor for substance i (kg/kWh) T = time in service (hours) DF = deterioration factor (if required)

Reference can be made to the typical average rated engine power, load factors and times in services given for various GSE types in Table 5 to supplement site-specific data. Emission factors applicable for calculating GSE emissions, given as the mass of substances emitted by the engine power of the GSE (kg/kWh) and by fuel usage (kg/litre fuel used), are available in the Combustion engines manual for vehicles and


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plant using petrol, diesel and LPG as fuels. For electric powered GSE, the emissions of NPI substances can be assumed as zero (i.e. these sources do not need to be considered for the purposes of NPI reporting). Following the application of Equation 2, Equation 3 or Equation 4 for each GSE, GSE-related emissions are then summed for all individual pieces of a specific equipment type and over the whole GSE population. Example 2: Calculation of GSE emissions of oxides of nitrogen (NOx) based on engine power and time in service (using Equation 4) Step 1 – Inventory GSE types in use and for each type determine the average rated engine power and the time spent in service during the reporting year.

GSE type Number in operation Fuel type Engine

power (kW) Load factor

Usage per GSE (hrs/yr)

Baggage tractor 12 Diesel 80 0.55 1500 Belt loader 8 Diesel 75 0.50 1300

Step 2 – Identify applicable NOx emissions factors (g/kWh) from the Combustion engines manual.

GSE type Fuel type

NOx emission factor (kg/kWh)

Basis of emission factor

Baggage tractor Diesel 0.0160 Combustion engines manual – emission factors for diesel industrial vehicle exhaust emissions; wheeled tractor vehicle type

Belt loader Diesel 0.0148 Combustion engines manual – emission factors for diesel industrial vehicle exhaust emissions; miscellaneous vehicle type

Step 3 – Apply Equation 4, assuming a deterioration factor of 1.3 for all GSE types.

GSE type Engine power (kW)

Load factor

NOx emission factor (kg/kWh)

Usage per GSE (hrs/yr)

DF

NOx emissions per GSE type (kg/yr)

Baggage tractor 80 * 0.55 * 0.0160 * 1500 * 1.3 = 1369 Belt loader 75 * 0.50 * 0.0148 * 1300 * 1.3 = 938 Step 4 - Sum NOx emissions across all GSE types in operation.

GSE type NOx emissions per GSE type (kg/yr)

Number in operation

NOx emissions (kg/yr)

Baggage tractor 1369 * 12 = 16428 Belt loader 938 * 8 = 7504 Total NOx emissions 23932 The calculation shown above for oxides of nitrogen should be completed for all NPI substances for which reporting thresholds are exceeded.


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6.2.1.3 Speciation of VOC and particulate emissions Speciation factors that may be used to speciate VOC and particulate emissions from all types of vehicles are given in the EET manual for Aggregated emissions from motor vehicles. Emissions of a VOC species can be calculated by multiplying total VOC emissions by the speciated weight fraction for that species, as given in Equation 8. Emissions of a particulate species which include various metals (cadmium, chromium, cobalt, copper, lead, manganese, nickel, zinc) can similarly be calculated by multiplying the total particulate emissions by the speciated weight fraction for that species, as given in the Aggregated emissions from motor vehicles manual.

6.2.1.4 PM2.5 emissions from GSE PM2.5 emissions can be calculated from total PM10 emissions estimated for GSE using Equation 5 (FAA, 2007). Equation 5

EPM2.5 = EPM10 * CF Where:

EPM2.5 = emissions of PM2.5 EPM10 = emissions of PM10 CF = conversion factor, as given as 0.92 for petrol, 0.97 for diesel

and 1.0 for both CNG and LPG

6.2.2 Emissions from aircraft engine testing All aircraft must undergo engine maintenance on a regular basis. Engine testing may involve the testing of engines without their removal from the aircraft or the use of test cells. When testing a jet engine in a test cell, the engine is removed from the aircraft and placed in a stand set up for the particular size and type of engine. The test cell must deliver smooth air into the engine and exhaust the high temperature flow out the back. Emissions from the engine are typically directed through a stack. Test cells are typically used when a jet engine is down for overhaul or major maintenance. Heavy maintenance operations such as test cell testing may occur at the airport facility or may be outsourced to a company with test facilities remote from the airport. The testing of engines without their removal from the aircraft may comprise the entire aircraft being placed into a building that serves as the test cell. Emissions from engine testing operations occur from the combustion of jet fuel and include all of the criteria pollutants and a range of hazardous air pollutants that are generally products of the combustion process. Emissions from aircraft engine testing can be calculated using emission factors from the ICAO Engine exhaust emissions data bank (for commercial aircraft only) in the case of jet engines. A synopsis of the emission factors taken from the ICAO Database (Issue 15C dated 7 April 2008) is given in Appendix B.2. Emission factors are given


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for various modes, namely take off (T/O), climb out (C/O), approach (App) and idle modes; expressed in grams of pollutant per kilogram of fuel used during the time-in-mode. Emission factors are also expressed in grams of pollutant for the entire land-take off (LTO) cycle. Engine manufacturers calculate this value, based on default LTO times-in-mode, as part of the engine certification process. Aircraft engine test times for each testing mode vary with the engine type, goals of the test and the equipment used for testing. The technique for calculating overall emissions from aircraft engine testing is given in Equation 6. Equation 6

Ei = ∑(N * TMj * FFj * EFi / 1000) Where: Ei = total emissions of pollutant i (kg/yr)

N = number of test cycles performed per year (cycles/yr) TMj = average test time for mode j (sec/cycle) FFj = fuel flow rate while in testing mode j (kg/sec) EFi = emission factor in grams emitted per kilogram of fuel burned (g/kg) i = pollutant species (HC, CO, NOx) j = testing mode (takeoff, climb out, approach, idle) 1000 = conversion factor, grams to kilograms

To apply Equation 6, site-specific information on the number of test cycles performed on each aircraft and the average test time and fuel flow rate per each testing mode is required. Fuel usage rates are typically available from the engine manufacturer. Example 3 illustrates the procedure for determining the substance emissions from engine test cells.


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Example 3: Calculation of emissions from engine test cells (using Equation 6) An engine test cell operator ran 25 complete tests of an Airbus A340-300 aircraft with CFM56-5C4 engines during the reporting year. Emissions are calculated by applying Equation 6 and the emission factors from the ICAO Database (as given in Appendix B.2 with conversion factor applied, i.e. kg/t).

N (cycles/ yr)

TMj (sec/cycle

FFj (kg/sec)

EFi (g/kg)

Conversion factor (g to kg)

Total emissions (kg/yr)

Take off HC 25 * 43200 * 1.456 * 0.008 / 1000 = 13 CO 25 * 43200 * 1.456 * 1.00 / 1000 = 1572 NOx 25 * 43200 * 1.456 * 37.67 / 1000 = 59235 Climb out HC 25 * 129600 * 1.195 * 0.008 / 1000 = 31 CO 25 * 129600 * 1.195 * 0.85 / 1000 = 3291 NOx 25 * 129600 * 1.195 * 29.05 / 1000 = 112476 Approach HC 25 * 115200 * 0.386 * 0.065 / 1000 = 72 CO 25 * 115200 * 0.386 * 1.40 / 1000 = 1556 NOx 25 * 115200 * 0.386 * 10.67 / 1000 = 11862 Idle HC 25 * 72000 * 0.124 * 5.00 / 1000 = 1116 CO 25 * 72000 * 0.124 * 30.93 / 1000 = 6904 NOx 25 * 72000 * 0.124 * 4.28 / 1000 = 955 Total emissions (take-off + climbout + approach + idle) HC 13 + 31 + 72 + 1116 = 1232 kg/yr CO 1572 + 3291 + 1556 + 6904 = 13323 kg/yr NOx 59235 + 112476 + 11862 + 955 = 184528 kg/yr If the engine fuel rate is not known, then the average engine LTO emission default values given in Appendix B.2 should be used. If site specific engine data for engines tested is not available, then an appropriate default engine type can be chosen based on the operator's national fleet. Engine emissions occurring while aircraft are mobile, including pre-flight safety checks and tests during the LTO cycle are not attributable to the airport reporting facility and require estimation by the relevant state or territory environment authority as aggregated emissions.

6.2.2.1 PM2.5 emissions from aircraft engines PM2.5 emissions can be taken to be equivalent to PM10 emissions estimated for aircraft engines across various usages including commercial, military, general aviation and air taxi including piston and turbine engines (FAA, 2007).


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6.2.2.2 Conversion of hydrocarbon emissions to total VOCs Hydrocarbon emissions can be converted to total VOC emissions using Equation 7 (FAA, 1997). Equation 7

EVOC = EHC * CF Where:

EVOC = emissions of total volatile organic compounds EHC = emissions of hydrocarbons

CF = conversion factor, as given in Table 6 Table 6: Conversion factors for calculating TVOC emissions from HC emissions (FAA, 1997) Aircraft type Conversion factor Aircraft, Commercial 1.0947 Aircraft, Military 1.1046 Aircraft, General aviation & air taxi, piston 0.9649 Aircraft, General aviation & air taxi, turbine 1.0631

6.2.2.3 VOC speciation for exhaust emissions from aircraft Speciation factors that may be used to estimate emissions of individual VOC and PAH species are given in Appendix B.3. Using the weight fraction given in this appendix, emissions of individual species can be calculated by multiplying total VOC emissions by the speciated weight fraction for that species, as given in Equation 8. Equation 8

Ej = EVOC * wi Where:

Ej = emissions of VOC/PAH species i (kg/yr) EVOC = VOC emissions (kg/yr) wi = weight fraction of VOC/PAH species i (Appendix B.3)

6.2.2.4 Speciation of particulate emissions from aircraft engines Emissions of a particulate species (including arsenic, cadmium, chlorine, chromium, cobalt, copper, lead, manganese, nickel, zinc) can be calculated by multiplying the total particulate emissions by the speciated weight fraction for that species, as given in the Aggregated emissions from aircraft manual.


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6.2.3 Emissions from auxiliary power unit operation and testing An auxiliary power unit (APU) is a small turbine engine coupled to an electrical generator that generates electricity and compressed air to operate the aircraft’s instruments, lights, ventilation and other equipment while the main aircraft engines are shut down. It is also used to provide power for starting the main aircraft engines. APUs are usually mounted in the tail cone of the aircraft and run on kerosene fed from the main fuel tanks. Although the use of APU on jet aircraft is almost universal, some turboprops and business jets do not have an APU fitted. APU emissions occurring while the aircraft is in operation or during testing are attributable to the airport reporting facility and require estimation by the appropriate entity. Given that APU are not certified for emissions, as are aircraft main engines, APU manufacturers generally consider information on APU emission rates as proprietary. This results in sparse data being publicly available for the calculation of APU emissions. Emission factors for a range of APUs were obtained from three main sources for use in the APU testing emission estimation methodology, namely, the US FAA EDMS model (Version 5.02, released 29 June 2007), Energy and Environmental Analysis Inc. (September 1995) and emission factors for Zurich Airport for 2003 published by Unique (2005) (Appendix B.5). Emission factors for various APUs are expressed in kilograms of pollutant per hour of use and in grams of pollutant per kilogram of fuel used. Emission factors given in g/kg fuel are expressed for specific modes of APU operation. The APU cycle generally consists of four modes of operation for the purpose of calculating emissions:

• Idle – idle operation • 400 Hz – provides electricity when aircraft is on the ground and in operations

(e.g. pre-flight) • PCA – provides pre-conditioned air (cooling or heating) if needed for pre-

flight (boarding) or post-flight (disembarking) activities, and • Bleed air – provides necessary bleed air for main engine start.

The selection of suitable emission factors from Appendix B.5 will depend on the amount of information available on site-specific APU testing, specifically test modes and fuel flow information. Emission factors from Energy and Environmental Analysis (1995) are generally given for full load (i.e. electricity, air and engine start) and no load (idle). The 2003 emission factors developed for Zurich Airport are given as unweighted averages across all four modes. The emission factors incorporated in the EDMS model, expressed in kg of pollutant per hour of operation, are given as being representative of the LTO cycle. The method for calculating overall emissions from APU operation and testing during the reporting year is given in Equation 9.


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Equation 9

Ei = ∑(N * TMj * FFj * EFi / 1000) Where: Ei = total emissions of pollutant i (kg/yr)

N = number of cycles performed per year (cycles/yr) TMj = average time for mode j (sec/cycle) FFj = fuel flow rate while in mode j (kg/sec) EFi = emission factor in grams emitted per kilogram of fuel burned (g/kg) i = pollutant species (HC, VOC, CO, NOx, SO2) j = testing mode (idle, 400 Hz, PCA, bleed air) 1000 = conversion factor, grams to kilograms

To apply Equation 9, site-specific information such as the number of test cycles performed on each APU and the average test time and fuel flow rate per each testing mode is required. If the APU fuel flow rates or test modes are not known, then the average LTO cycle emission default values, expressed in kg/hr in Appendix B.5, should be used. In the event when emission factors given for HC are used, calculated HC emissions can be converted to VOC emissions using Equation 7.

6.2.4 Emissions from fire training and emergency simulations Fire training facilities are distinguished by the type of fuel burned in the simulations. Internationally, the most commonly used fuels are propane, avtur, diesel and petrol. Airservices Australia currently primarily use kerosene (avtur) for aircraft fire simulations, with wood being used in the simulation of office fires (Pers. Comm., ARFF Manager, Sydney Airport, 9 May 2008). The use of propane represents an alternative to the burning of avtur to reduce the extent of emissions. The air pollutants generated from the burning training fires include PM10, PM2.5, NOx, SO2, CO and VOCs. To calculate emissions from fire training requires data on quantity of fuel burned in each training session. The total emissions from one training fire are calculated using Equation 10. Equation 10

Ei = Qf * EFi where:

Ei = total emissions of pollutant i (kg/fire) Qf = quantity of fuel burned in training fire (kL) EFi = emission factor (kg pollutant i per kL fuel burned) i = pollutant

The total emissions of a specific pollutant in a reporting year are then calculated by adding the emissions of that pollutant from each individual training fire.


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Emission factors for PM10, NOx, SO2, CO, and HCs arising from commonly used fuels are given in Table 7. The emission factors are expressed in terms of kilograms of pollutant emitted per kilolitres of fuel burned. Table 7: Emission factors for fuels typically used in fire training

Emission factors (kg/kL of fuel) Fuel CO PM10

(3) NOx SO2 HC(4) Propane (LPG)(1)

4.2 14.0 0.77 0.0024 3.8

Avtur JP-4(1) 429.5 115.0 3.22 0.45 15.3 Avtur JP-8(1) 537.7 121.5 4.03 0.81 16.2 Tekflame(2) 8.2 4.0 0.45 0.0053 5.9 Avtur JP-5(2) 14.8 11.6 0.32 1.79 23.7 Sources: (1)FAA (1997), as incorporated in US FAA EDMS model (version 5.02 issued 29 July 2007). (2)Exxon Mobil Chemical, as incorporated in US FAA EDMS model (version 5.02, 29 July 2007). (3)PM2.5 emissions can be taken to be equivalent to PM10 emissions. (4)Total VOC emissions can be calculated using a CF of 1.0947; i.e. EVOC = EHC * 1.0947.

6.2.5 VOC emissions from general aviation This section presents methods for estimating VOC emissions from general aviation aircraft. The only general aviation emissions which must be reported are those arising from engine testing routines and refueling operations. Emissions occurring while the aircraft are mobile, including pre-flight safety checks and during the LTO cycle, are not attributable to the airport reporting facility and are estimated by the relevant state or territory environment authority as aggregated emissions. Most general aviation aircraft are powered by piston engines, which are fuelled by avgas. Aviation gasoline has a much higher volatility than avtur and the fuel tanks are vented to the atmosphere resulting in significant VOC evaporation. Evaporative emissions are associated with refueling, preflight safety procedures, and fuel venting due to diurnal temperature changes. VOC emissions from off-wing engine testing (exhaust emissions) should be calculated using Equation 11. Equation 11

EVOC = 0.088 kg * LTOL where:

EVOC = total VOC emissions, in kilograms, resulting from pre-flight safety checks

LTOL = number of landing and take off cycles by piston engine aircraft during NPI reporting year

Equation 12 is for estimating VOC emissions occurring from diurnal temperature changes (evaporative emissions).


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Equation 12

EVOC = 0.066 kg/day/based aircraft * Ab * 365 where: EVOC = total VOC emissions, in kilograms, resulting from diurnal

temperature changes Ab = number of aircraft based at the reporting airport 365 = number of days in the reporting year

Equation 11 and Equation 12 are not suitable for estimating emissions from turbine engines.

6.2.6 Emissions from storage tanks Three types of fuel storage tanks, fixed roof, external floating roof and internal floating roof, are commonly found at large airports. Fuel storage includes both above ground and underground storage tanks. To estimating emissions from fuel and other organic liquid storage tanks at airports reference should, in the first instance, be made to the Fuel and organic liquid storage manual. Emissions from small tanks (i.e. less than 30 tonnes capacity) can also be calculated using the EET for air displacement provided in Section 5.2 of the Chemical (organic industrial) processing manual. This is a relatively simple EET, requiring only vapour mole fraction, liquid mole fraction and vapour pressure data for each of the components being stored. Facilities with detailed information of their storage practices may use the USEPA TANKS software to estimate emissions from their storage tanks. TANKS requires more detailed information such as the physical characteristics of the storage tanks, typical atmospheric conditions (such as wind speeds and temperatures), the contents of the tank and throughput. Further details and instructions on the use of this model are available at: www.epa.gov/ttn/chief/software/tanks. Please note that if TANKS is used, emissions will be presented in imperial units. A conversion table to metric units of measure is given in the Fuel and organic liquid storage manual.

6.2.7 Emissions from boilers, space heaters and emergency generators Facilities that produce energy for airport infrastructure, such as boiler houses, heating/cooling plants and co-generators are a source of emissions. Generators are also used for emergency power generation, e.g. for buildings or runway lights during power outages. A variety of fuels may be used in power/heating plants including coal, diesel, fuel oil LPG, natural gas and petrol. There is a trend at major airports within Australia towards the use of co- and tri-generation plants in place of or in addition to the existing plant.


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http://www.epa.gov/ttn/chief/software/tanks

The Combustion in boilers manual provides guidance on emission estimation techniques for a wide range of boilers and boiler fuel types and should be used to calculate emissions from boilers. Guidance is given on the use of direct measurement, fuel analysis and engineering calculation methods in addition to emission factors being provided for Category 2a and Category 2b substances. Emission control efficiencies, provided in the manual for typical abatement technologies, should be taken into account where applicable as indicated in Equation 1. For stationary combustion engines utilized at airports such as space heaters and emergency generators, the emission factors and emission estimation techniques provided in the Combustion engines manual are applicable. This manual facilitates the estimation of emissions of various substances and heavy metals which may require reporting.

6.2.8 Emissions from paint and solvent usage Airport maintenance facilities at most large airports are typically operated by commercial airlines or other services that perform scheduled aircraft inspections and repairs on the aircraft fuselage, engines and other apparatus. A variety of surface treatment, coating and painting operations may also occur. Volatile organic compounds (VOCs) are emitted to the atmosphere during surface treating, coating and paining operations mainly as a result of evaporation and/or over-spray of the materials used. To estimate emissions from paint and solvent use refer to the Surface coating manual.

6.2.9 Wastewater treatment plants Airport operations may include wastewater treatment plants. VOC are emitted from wastewater collection, treatment and storage systems through the volatilisation of organic compounds at the liquid surface. Emissions can occur by diffusive or convective mechanisms, or both. Diffusion occurs when organic concentrations at the water surface are higher than ambient concentrations resulting in the volatilisation of organics into the air so as to reach equilibrium between aqueous and vapour phases. Convective emissions occur when air flows over the water surface, with organic vapours being swept from the water surface into the air. The rate of volatilisation in this instance is dependent on the wind speed over the water surface. Substances emitted from wastewater treatment plants include volatile sulfur compounds (notably hydrogen sulfide), nitrogenous compounds such as ammonia and various amines, acids including acetic, butyric and valeric acid, a range of aldehydes and ketones (e.g. formaldehyde, acetaldehyde, acetone and phenol) and chlorinated compounds such as chlorine and trichloroethylene. The Sewage and wastewater treatment manual provides guidance on emission estimation techniques applicable to wastewater treatment plants. Alternatively, use can be made of the USEPA wastewater treatment model WATER9 which is able to use site-specific compound property information. This model is able to evaluate a full facility that contains multiple wastewater inlet streams, multiple


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collection systems and complex treatment configurations, and provides emission estimates for each individual compound that is identified as a constituent of the wastes. Further information on the WATER9 model is available at http://www.epa.gov/ttn/chief/software/water/index.html.

6.2.10 Emission factors developed based on site-specific information Emissions data from Melbourne Airport were correlated with aircraft movements (LTO cycles) at the airport, based on the assumption that there is a direct correlation between aircraft movements and ground support activities. The emission factors generated are presented in Table 8. Table 8: Emission factors for airport activities based on data for Melbourne Airport(1) Auxiliary activity NOx CO VOC(3) SO2 Airside vehicles (kg/vehicle/LTO/yr) (2)

1.09 x 10-4 1.46 x 10-3 1.1 x 10-4

Airside plant (kg/plant/LTO/yr) (4)

8.90 x 10-4 1.26 x 10-3 3.27 x 10-4

Space heaters, boilers, emergency generators (kg/LTO/yr)

2.65 x 10-3 1.67 x 10-3 4.53 x 10-5 1.54 x 10-3

Aircraft engine test cells (kg/LTO/yr)(5)

0.104 3.48 x 10-2 1.46 x 10-2 1.98 x 10-2

Solvent and paint usage (kg/LTO/yr)

0.265

Aircraft refueling Jetfuel (kg/LTO/yr) Avgas (kg/LTO/yr)

6.82 x 10-3

3.72 x 10-2

Fuel and organic liquid storage tanks (kg/LTO/yr)

6.71 x 10-2

Source: V & C Environment Consultants 1995. Notes: (1)The emission factors contained in the table have been calculated from information collected for the

Melbourne Airport Air Emissions Inventory and Air Quality Management Plan. Aircraft movements data for Melbourne airport for base year 1995 were used to develop the emission factors provided.

(2)Based on a fleet breakdown of 61.5% petrol and 38.5% diesel vehicles. (3)Hydrocarbon emissions converted to total volatile organic compound (VOC) emissions using

conversion factor of 1.0947. Guidance on the speciation of VOC emissions is provided in the Emission Estimation Technique Manual for Fugitive Emissions.

(4)Based on a fleet breakdown of 27.4% petrol and 72.6% diesel vehicles. (5)This emission factor should only be used for Melbourne airport, and a more accurate estimate for

Melbourne airport is attained using the techniques in Section 6.2.2. The emission factors in Table 8 can be used to estimate emissions from a particular airport activity through the application of Equation 1. To calculate the total emissions in cases where the emission factor EFi is considered per airside vehicle or plant, it will have to be multiplied by the number of vehicles or plants in use. The emission factors in Table 8 represent averages of available data collected from Melbourne airport only. The applicability and reliability of the emission factors for application at other Australian airports will depend on the degree of similarity between the emission source at Melbourne airport and the emission source of interest. If use is to be made of the Melbourne Airport-specific emission factors for the


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http://www.epa.gov/ttn/chief/software/water/index.html

purpose of estimating NPI emissions, approval should first be sought from your state or territory environment agency. Activities such as airframe maintenance, engine overhaul and engine and APU test cell running are directly related to the location of an airline's maintenance, engine overhaul and engine and APU test facilities, the respective fleet numbers of aircraft and engine types, the normal test profile (power setting, duration and number of cycles) for engine and APU (not necessarily the same profile as the LTO cycle) and the airline's network which determines flight hours and cycles for activity to approved procedures and intervals. Therefore, it is not possible to relate the emissions from these activities to aircraft movements. For these activities, the emission estimation techniques provided in previous sections should be utilised.

6.3 Mass balance The mass balance approach to emissions estimation at an airport or airport manufacturing facility considers the facility as a black box where the total quantity of listed substances in the raw materials consumed versus amounts of listed substances leaving the facility as product and waste is compared and analysed. NPI-listed substances can be contained in wastes, such as spent solvent or still bottoms, cutting fluid sludge’s, metal wastes, polishing sludge’s, drum residue, and wastewater. Calculating emissions from any manufacturing activity or process using mass balance appears on the surface to be a straightforward approach to emissions estimations. However, few Australian airports facilities consistently track material usage and waste generation with the overall accuracy needed for application of this method, and inaccuracies associated with individual material tracking or other activities inherent in each material handling stage often accumulate into large deviations of total facility emissions. Because emissions from specific materials are typically below 2% of gross consumption, an error of only ± 5% in any one step of the operation can significantly skew emissions estimations.

6.4 Fuel analysis and engineering calculations This method uses physical/chemical properties, for example, vapour pressure of the substance and mathematical relationships (e.g. ideal gas law). Theoretical and complex equations, or models, can also be used for estimating emissions from airport facilities. Use of detailed fuel analysis and engineering equations to estimate emissions from airport facilities is frequently more complex and time consuming compared to the use of emission factors due to such methods requiring more detailed inputs. The use of such methods is, however, beneficial when the inclusion of facility-specific conditions is required to improve the accuracy of estimates. The use of fuel analysis may, for example, significantly improve the estimation of sulfur dioxide (SO2) emissions from aircraft engine exhaust emissions compared with the application of emission factors. Methods documented in Sections 6.2.2 and 6.2.3 for estimating engine and APU emissions could result in inaccurate SO2 emission estimates if the sulfur content of fuels used at the facility being assessed varies


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significantly from the sulfur content of the fuels used as the basis of the emission factors.

6.4.1.1 Estimation of sulfur dioxide emissions The most accurate and easiest method for estimating emissions of SO2 from aircraft exhaust is through analysis of the avtur and avgas fuels used. Fuel analysis can be used to estimate emissions based on the application of conservation laws. The presence of certain NPI-listed elements in fuels may be used to predict their presence in emission streams. This includes sulfur, which is converted into the listed substance SO2 during the combustion process. The basic equation used in fuel analysis emission calculation is given as Equation 13. Equation 13

Ei = Qf * Ci/100 * (EWp / MWf) * OpHrs where:

Ei = annual emissions of pollutant i (kg/yr) Qf = fuel use (kg/hr) Ci = concentration of substance i within fuel as weight percent (%) EWp = elemental weight of substance in fuel (kg/kg-mole) MWf = molecular weight of substance in fuel (kg/kg-mole)

OpHrs = operating hours (hrs/yr) For example, SO2 emissions from fuel combustion can be calculated based on the known concentration of sulfur in the fuel consumed, assuming complete conversion of sulfur to SO2 and an EWp / MWf ratio of 2 (i.e. 64/32). The application of this estimation technique is shown Example 4.


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Example 4: Calculation of SO2 emissions from engine test cells An engine test cell facility estimates the SO2 emissions from an APU model GTC85-72 (200 HP) using Equation 13, where the fuel flow rate of the APU model undergoing the test is known (i.e. 95.45 kg/hr from Appendix B.5). Sixty tests take place at load over the reporting year, each test being of 8 hours duration. Given:

Fuel flow rate (Qf) = 95.45 kg/hr Percent sulfur in avtur (Ci) = 0.021 Operating hours (OpHrs) = 60 * 8 = 480 hrs/yr

The sulfur dioxide emission rate can be calculated as follows:

ESO2 = Qf * Ci/100 * (EWp / MWf) * OpHrs = 95.45 * (0.021 / 100) * (64 / 32) * 480 = 19.24 kg SO2/yr For this case, given the actual sulfur content of the avtur used, the application of the general SO2 emission factor given in Appendix B.5 for this APU model (i.e. 0.54 g/kg) would have resulted in the SO2 emission rate being overestimated by approximately 29%.

6.5 Approved alternative You are able to use emission estimation techniques that are not outlined in this document. You must, however, seek the consent of your state or territory environmental agency. For example, if your company has developed site-specific emission factors, you may use these if they have been approved by your local environmental agency.


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7 Transfers of NPI substances in waste The NPI requires the mandatory reporting of NPI substances that are transferred as waste to a final destination. Transfers are required to be reported if a Category 1, Category 1b or Category 3 reporting threshold is exceeded. For example, if the threshold has been exceeded for the Category 1 substance - lead and compounds - as a result of use of this substance on site, transfers to final destination of lead as well as the emissions are reportable. Both emissions and transfers are reportable in kilograms. There is no requirement to report transfers of substances that are exclusively Category 2a or 2b in the event that they have been tripped only by the fuel and energy use threshold (i.e. there is no requirement to report transfers of oxides of nitrogen, particulate matter ≤10 μm, particulate matter ≤ 2.5 μm ( PM2.5), polychlorinated dioxins and furans, or polycyclic aromatic hydrocarbons). Transfers are also not reportable if they are contained in overburden, waste rock, uncontaminated soil or rock removed in construction or road building, or soil used in capping of landfills. Transfers are, however, required if they are transported to a destination for containment or destruction which includes:

• a destination for containment including landfill or other long term purpose-built waste storage facility

• an offsite destination for destruction • an offsite sewerage system, and • an offsite treatment facility which leads solely to one or more of the above.

The transport or movement of substances contained in waste to a sewerage system is included. A containment destination may be onsite, for example a sewerage system, or offsite, for example waste going to landfill. Potential waste transfers applicable to airport operations which need to be assessed include the transport or movement of substances contained in the following waste streams:

• Solid wastes from airport operations requiring disposal to landfill typically include general waste, prescribed waste (chemical and industrial waste), construction and demolition waste and quarantine waste (from interstate and international flights). Quarantine waste is classified as hazardous waste and its generation, storage, transport and disposal regulated by state and territory legislation. Quarantine waste from Sydney Airport is, for example, collected by a waste disposal company for autoclaving (Pers. Comm., Julia Phillips, Sydney Airports Corporation, 9 May 2008).

• Liquid wastes generated including waste oils and lubricants, sewage, trade wastes containing various contaminants such as solids, metals, hydrocarbons, paints (etc.) and cooking oils and grease. Liquid waste are typically collected by waste companies and disposed of offsite.

• Sewage and wastewater from the airport facility transferred to offsite sewerage and wastewater treatment plants.


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• Wastewater from airport operations transferred to an onsite wastewater treatment plant.

• Soil from sites contaminated by fuel spills.

The transfer of NPI substances to a destination for reuse, recycling, reprocessing, purification, partial purification, immobilisation, remediation or energy recovery can be reported voluntarily. This is an opportune way for facilities to promote good news stories to their local community. Further information regarding transfers of waste, including how to estimate and report, can be found in the NPI Guide.


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8 Next steps for reporting This manual is written to reflect the common processes employed at airports. To ensure a complete report of the emissions for your facility, it may be necessary to refer to other EET manuals. These are listed in Section 1.4. When you have a complete set of substance emissions from your facility, report these emissions according to the instructions in the NPI Guide.


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9 References Energy and Environmental Analysis Inc. September 1995. Technical Data to Support FAA’s Advisory Circular on Reducing Emissions from Commercial Aviation. Arlington, VA, USA. ERG, 2003: Documentation for Aircraft, Commercial, Marine Vessel, Locomotive, and Other Nonroad Components of the National Emissions Inventory, Volume 1 - Methodology, Eastern Research Group Inc., Morrisville, NC 27560, USA, October 7 2003. FAA, 1997: Air Quality Procedures for Civilian Airports & Air Force Bases, AEE-120, Federal Aviation Administration, Office of Environment and Energy, Washington, DC. Report Number FAA-AEE-97-03. April 1997. FAA, 2007: Emissions and Dispersion Modeling System (EDMS) User’s Manual, Prepared by CSSI Inc. for the Federal Aviation Administration, Office of Environment and Energy, Washington DC, FAA-AEE-07-01 (Rev. 4 – 06/29/07), January 2007. ICAO, 2007: Airport Air Quality Guidance Manual, International Civil Aviation Organization, Document 9889, Preliminary Edition, 15 April 2007. ICAO, 2008: Engine Exhaust Emissions Data Bank, International Civil Aviation Organization, Issue 15C, dated 7 April 2008. Pers. Comm., Aviation Rescue and Fire Fighting (ARFF) Manager, Sydney Airport, 9 May 2008. Pers. Comm., Julia Phillips, Environmental Coordinator, Sydney Airports Corporation, 9 May 2008. Unique, 2005: Aircraft APU Emissions at Zurich Airport, Unique (Flughafen Zurich AG), January 2005. USEPA, 2006: SPECIATE V4.0, United States Environmental Protection Agency, Office of Air Quality Planning and Standards, Research Triangle Park, NC, USA. http://www.epa.gov/ttn/chief/software/speciate/index.html V & C Environmental Consultants. December 1995. Air Emissions Inventory and Air Quality Management Plan. Prepared for: Federal Airports Corporation Melbourne Airport November 1995. Oak Park, VIC.


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Appendix A: Definitions and abbreviations Symbols and units g grams hp horsepower hr hour Hz Hertz kg kilogram kL kilolitres kW kilowatt LTO/yr land take off cycles per year MW megawatts MW-hr megawatt-hours T tonnes t/yr tonnes per year Abbreviations ALC Airport lessee company APU Auxiliary power unit ARFF Aviation rescue and fire fighting ASU Air starter unit Avgas Aviation gasoline CEM Continuous emissions monitoring CF Conversion factor CNG Compressed natural gas (carburant) CO Carbon monoxide DF Deterioration factor EDMS Emission and dispersion modelling system (US FAA) EET Emission estimation technique EPA Environmental protection agency (US) FAA Federal Aviation Administration, Washington D.C. (US) GPU Ground power unit GSE Ground support equipment: HC Hydrocarbon ICAO International Civil Aviation Organization JUHI Joint user hydrant installation LPG Liquefied propane gas LTO Landing and take-off cycle MES Main engine start NPI National Pollutant Inventory NOx Nitrogen oxides encompassing nitrogen dioxide (NO2) and nitrogen

monoxide (NO) PAH Polycyclic aromatic hydrocarbons PCA Pre-conditioned air PM10 Particulate matter with an aerodynamic diameter of 10 micrometres or

less


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PM2.5 Particulate matter with an aerodynamic diameter of 2.5 micrometres or less

SOx Sulfur oxides SO2 Sulfur dioxide TIM Time in mode TVOC Total volatile organic compounds USEPA United States Environmental Protection Agency VOC Volatile organic compounds

Appendix B: Emission factors Appendix B.1 Generic emission factors for calculating GSE emissions based on aircraft category These generic emission factors were calculated based on the nature of GSE activity (equipment type, fuel type, engine capacity, load factor, time in service per turn) specified in the US FAA EDMS version 5.02 released 29 June 2007 and Australian NPI emission factors given for diesel-, petrol- and LPG-fuelled industrial vehicle exhaust emissions and industrial vehicle evaporative and crankcase emissions in the Combustion engines manual Version 2.3 published 22 October 2003. Average emissions calculated across all individual aircraft types within an aircraft category were taken as being characteristic of that aircraft category. The fuel type defaults given in the EDMS database are assumed for vehicles and plant(1)(2).

User class Usage type Weight class Engine typeCO (kg/LTO)

NOx (kg/LTO)

PM10(3)

(kg/LTO) SO2 (kg/LTO)

Total VOCs (kg/LTO)

Formal-dehyde (kg/LTO)

Acetal-dehyde (kg/LTO)

Benzene (kg/LTO)

1.3 Buta-diene (kg/LTO)

Total PAHs (kg/LTO)

Toluene (kg/LTO)

Xylene (kg/LTO)

Civil Business Large Jet 13.548 1.282 9.37 x 10-2 8.86 x 10-2 6.45 x 10-1 2.64E x 10-

2 3.61 x 10-5 4.39 x 10-5 1.84 x 10-6 7.91 x 10-6 1.93 x 10-5 1.34 x 10-5

Civil Business Small Turbo 20.997 1.058 7.45 x 10-2 6.77 x 10-2 9.43 x 10-1 2.30 x 10-2 0.00 0.00 0.00 0.00 0.00E 0.00

Civil Cargo Heavy Jet 19.561 4.042 3.08 x 10-1 3.01 x 10-1 1.10 7.98 x 10-2 1.08 x 10-4 1.32 x 10-4 5.53 x 10-6 2.37 x 10-5 5.78 x 10-5 4.03 x 10-5

Civil Cargo Large Jet 9.826 1.120 8.47 x 10-2 8.37 x 10-2 4.80 x 10-1 2.91 x 10-2 0.00 0.00 0.00 0.00 0.00 0.00

Civil Cargo Large Turbo 9.889 0.947 7.03 x 10-2 6.81 x 10-2 4.69 x 10-1 2.58 x 10-2 0.00 0.00 0.00 0.00 0.00 0.00

Civil Cargo Small Turbo 10.438 1.250 8.93 x 10-2 8.32 x 10-2 5.05 x 10-1 2.24 x 10-2 8.62 x 10-5 1.05 x 10-4 4.40 x 10-6 1.89 x 10-5 4.60 x 10-5 3.21 x 10-5

Civil Passenger Heavy Jet 20.801 4.058 3.07 x 10-1 3.02 x 10-1 1.15 7.86 x 10-2 1.36 x 10-4 1.65 x 10-4 6.95 x 10-6 2.98 x 10-5 7.26 x 10-5 5.07 x 10-5

Civil Passenger Large Jet 14.488 1.834 1.35 x 10-1 1.29 x 10-1 7.18 x 10-1 3.94 x 10-2 5.82 x 10-5 7.07 x 10-5 2.97 x 10-6 1.27 x 10-5 3.10 x 10-5 2.17 x 10-5

Civil Passenger Large Piston 0.233 0.584 4.82 x 10-2 5.11 x 10-2 5.36 x 10-2 1.10 x 10-2 0.00 0.00 0.00 0.00 0.00 0.00

Civil Passenger Large Turbo 7.344 0.811 6.01 x 10-2 5.80 x 10-2 3.53 x 10-1 1.89 x 10-2 1.83 x 10-5 2.22 x 10-5 9.33 x 10-7 4.01 x 10-6 9.75 x 10-6 6.81 x 10-6

Civil Passenger Small Jet 6.290 0.548 4.02 x 10-2 3.85 x 10-2 2.93 x 10-1 1.52 x 10-2 0.00 0.00 0.00 0.00 0.00 0.00

Civil Passenger Small Piston 5.398 1.019 7.43 x 10-2 7.08 x 10-2 2.87 x 10-1 1.41 x 10-2 8.62 x 10-5 1.05 x 10-4 4.40 x 10-6 1.89 x 10-5 4.60 x 10-5 3.21 x 10-5

Civil Passenger Small Turbo 6.588 0.967 6.98 x 10-2 6.55 x 10-2 3.34 x 10-1 1.53 x 10-2 7.18 x 10-5 8.72 x 10-5 3.67 x 10-6 1.57 x 10-5 3.83 x 10-5 2.67 x 10-5

General Business Large Jet 10.371 1.630 1.18 x 10-1 1.12 x 10-1 5.36 x 10-1 2.10 x 10-2 1.39 x 10-4 1.69 x 10-4 7.12 x 10-6 3.05 x 10-5 7.44 x 10-5 5.19 x 10-5

General Business Small Jet 8.384 0.513 3.77 x 10-2 3.58 x 10-2 3.92 x 10-1 3.73 x 10-3 1.92 x 10-5 2.33E-05 9.78 x 10-7 4.20 x 10-6 1.02 x 10-5 7.13 x 10-6

General Business Small Piston 0.033 0.080 6.58 x 10-3 6.80 x 10-3 7.34 x 10-3 1.48 x 10-3 0.00 0.00 0.00 0.00 0.00 0.00


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User class Usage type Weight class Engine typeCO (kg/LTO)

NOx (kg/LTO)

PM10(3)

(kg/LTO) SO2 (kg/LTO)

Total VOCs (kg/LTO)

Formal-dehyde (kg/LTO)

Acetal-dehyde (kg/LTO)

Benzene (kg/LTO)

1.3 Buta-diene (kg/LTO)

Total PAHs (kg/LTO)

Toluene (kg/LTO)

Xylene (kg/LTO)

General Business Small Turbo 5.594 0.579 4.13 x 10-2 3.81 x 10-2 2.76 x 10-1 4.54 x 10-3 5.17 x 10-5 6.28 x 10-5 2.64 x 10-6 1.13 x 10-5 2.76 x 10-5 1.93 x 10-5

General Cargo Small Piston 10.730 0.473 3.46 x 10-2 3.28 x 10-2 4.90 x 10-1 3.93 x 10-3 0.00 0.00 0.00 0.00 0.00 0.00

General Other Large Jet, Turbo 0.811 3.697 2.64 x 10-1 2.47 x 10-1 2.71 x 10-1 2.15 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4

General Other Small Piston 0.033 0.080 6.58 x 10-3 6.80 x 10-3 7.34 x 10-3 1.48 x 10-3 0.00 0.00 0.00 0.00 0.00 0.00

General Other Small Turbo 0.141 0.578 4.20 x 10-2 3.99 x 10-2 4.36 x 10-2 1.61 x 10-3 8.62 x 10-5 1.05 x 10-4 4.40 x 10-6 1.89 x 10-5 4.60 x 10-5 3.21 x 10-5

General Passenger Small Jet 5.643 2.186 1.57 x 10-1 1.48 x 10-1 3.71 x 10-1 1.38 x 10-2 2.94 x 10-4 3.58 x 10-4 1.50 x 10-5 6.45 x 10-5 1.57 x 10-4 1.10 x 10-4

General Passenger Small Piston 0.033 0.080 6.58 x 10-3 6.80 x 10-3 7.34 x 10-3 1.48 x 10-3 0.00 0.00 0.00 0.00 0.00 0.00

General Passenger Small Turbo 6.879 0.511 3.73 x 10-2 3.54 x 10-2 3.27 x 10-1 3.09 x 10-3 3.13 x 10-5 3.81 x 10-5 1.60 x 10-6 6.87 x 10-6 1.67 x 10-5 1.17 x 10-5

Military Combat Heavy, Large Jet, Turbo 0.838 3.761 2.69 x 10-1 2.52 x 10-1 2.76 x 10-1 3.33 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4

Military Combat Small Jet 0.836 3.755 2.69 x 10-1 2.52 x 10-1 2.76 x 10-1 3.23 x 10-3 6.2 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4

Military Combat Small Piston, Turbo 0.838 3.761 2.69 x 10-1 2.52 x 10-1 2.76 x 10-1 3.33 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4

Military Cargo Heavy, Large Jet 0.838 3.761 2.69 x 10-1 2.52 x 10-1 2.76 x 10-1 3.33 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4

Military Cargo Large Turbo 2.595 2.476 1.78 x 10-1 1.68 x 10-1 2.66 x 10-1 7.76 x 10-3 3.78 x 10-4 4.58 x 10-4 1.93 x 10-5 8.27 x 10-5 2.01 x 10-4 1.41 x 10-4

Military Cargo Small Turbo 0.838 3.761 2.69 x 10-1 2.52 x 10-1 2.76 x 10-1 3.33 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4

Military Other Large Jet, Turbo 0.811 3.697 2.64 x 10-1 2.47 x 10-1 2.71 x 10-1 2.15 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4

Military Other Small Turbo 0.811 3.697 2.64 x 10-1 2.47 x 10-1 2.71 x 10-1 2.15 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4

Military Passenger Small Jet 10.730 0.473 3.46 x 10-2 3.28 x 10-2 4.90 x 10-1 3.93 x 10-3 0.00 0.00 0.00 0.00 0.00 0.00

Military Passenger Small Turbo 0.818 3.713 2.65 x 10-1 2.48 x 10-1 2.72 x 10-1 2.45 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4 Notes: (1) Based on a vehicle fleet breakdown of 55% diesel and 45% petrol vehicles based on operating time of GSE across the various aviation types and usages, based on a single LTO cycle for each category of aircraft/usage. (2) Based on a plant fuel use breakdown of 63% diesel, 14% petrol and 23% electric based on operating time of GSE plant across the various aviation types and usages, based on a single LTO cycle for each category of aircraft/usage. (3) The FAA first order approximation (FOA) methodology estimates PM emissions from commercial jet-turbine aircraft engines based on the Smoke Number while the science and accuracy of PM measurement techniques mature. The non-volatile portion of PM is based on a correlation between the Smoke Number (SN) from the engine certification test and the fuel flow for a specific mode of operation, namely take-off, climb-out, taxi/idle, and approach. For some engines, a maximum SN is conservatively used because modal-specific SNs are not available. The volatile portion of PM is derived from a limited number of field measurements and theoretical relationships. Due to the uncertainties associated with the currently available information, the volatile PM estimates include an additional margin to be conservative.


52

Appendix B.2 Aircraft engine emission factors by aircraft type, given for take off (T/O), climb out (C/O), approach (App) and idle modes in kilograms of pollutant per tonne of fuel used, and for the entire land-take off (LTO) cycle in kg of pollutant per LTO cycle The ICAO Engine Exhaust Emissions Data Bank is recommended for estimating emissions from jet engines. Emission factors for various aircraft are given below, based on the ICAO Database Issue 15C dated 7 April 2008. Emission factors are given for various modes, namely take off (T/O), climb out (C/O), approach (App) and idle modes in kg/tonne of fuel used. Emission factors are also expressed in kilograms of pollutant for the entire land-take off (LTO) cycle. Engine manufacturers calculate the latter value, based on default LTO times-in-mode, as part of the engine certification process.

HC emission factors CO emission factors NOx emission factors Aircraft

Engine identification

Combustor description Engine type

T/O (kg/t)

C/O (kg/t)

App (kg/t))

Idle (kg/t)) (kg/LTO)

T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


Aerospatiale Caravelle 10 JT8D-7 series RE MTF 0.25 0.25 0.4 3.8 0.830 0.9 1.1 2.2 14.3 3.186 17.2 14.0 6.3 3.15 3.281 Aerospatiale SN 601 Corvette JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409 Airbus A300B2-100 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884 Airbus A300B2-200 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884 Airbus A300B2-300 Series CF6-50C2R LEFN TF 0.14 0.14 0.29 2.72 0.784 0.44 0.46 3.99 24.04 6.883 28.03 24.30 10.09 3.4 11.116 Airbus A300B4-100 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884 Airbus A300B4-200 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884 Airbus A300B4-600 Series PW4158 Reduced smoke TF 0.09 0.02 0.14 1.78 0.623 0.40 0.54 1.88 20.99 7.401 30.2 23.7 11.8 4.8 12.928 Airbus A300C4-200 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884 Airbus A300C4-600 Series CF6-80C2A5 1862M39 TF 0.04 0.05 0.11 1.48 0.509 0.06 0.04 1.91 18.89 6.367 28.57 21.69 12.53 4.76 12.640 Airbus A300F4-200 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884 Airbus A300F4-600 Series PW4158 Reduced smoke TF 0.09 0.02 0.14 1.78 0.623 0.40 0.54 1.88 20.99 7.401 30.2 23.7 11.8 4.8 12.928 Airbus A300F4-600ST Beluga CF6-80C2A8 1862M39 TF 0.05 0.05 0.12 1.59 0.536 0.05 0.04 2.05 19.76 6.532 26.42 20.45 12.43 4.68 11.491 Airbus A310-200 Series CF6-80A3 TF 0.30 0.37 0.45 6.28 1.659 1.0 1.1 2.8 28.2 7.398 29.6 26.6 10.8 3.4 11.878 Airbus A310-300 Series CF6-80C2A2 1862M39 TF 0.05 0.05 0.12 1.90 0.602 0.04 0.05 2.56 21.97 6.958 22.35 18.37 11.86 4.49 9.339 Airbus A318-100 Series CFM56-5B8/P SAC TF 0.1 0.1 0.9 6.5 1.023 0.8 0.8 3.9 32.9 5.176 19.7 16.7 8.4 3.4 3.358 Airbus A319-100 Series CFM56-5B6/P TF 0.20 0.20 0.60 5.50 0.901 0.90 1.00 2.90 27.70 4.525 23.60 19.60 9.20 4.00 4.232 Airbus A320-100 Series CFM56-5-A1 TF 0.23 0.23 0.40 1.4 0.285 0.9 0.9 2.5 17.6 3.093 24.6 19.6 8.0 4.0 4.506 Airbus A320-200 Series V2527-A5 MTF 0.041 0.041 0.061 0.105 0.032 0.53 0.62 2.44 12.43 2.764 26.5 22.3 8.9 4.7 5.382 Airbus A321-100 Series V2530-A5 MTF 0.045 0.041 0.056 0.100 0.035 0.45 0.52 1.81 10.95 2.620 33.8 27.1 10.1 5.0 7.732 Airbus A321-200 Series V2533-A5 MTF 0.047 0.043 0.052 0.100 0.035 0.463 0.515 1.65 9.317 2.241 36.48 28.67 10.83 5.24 8.646 Airbus A330-200 Series PW4168A Talon II TF 0.0 0.0 0.0 0.2 0.078 0.1 0.2 2.4 15.9 6.741 26.9 20.2 12.1 5.2 13.936 Airbus A340-200 Series CFM56-5C2 TF 0.008 0.008 0.082 5.68 1.050 0.93 0.80 1.75 34.0 6.546 32.6 25.8 10.0 4.19 7.077 Airbus A340-300 Series CFM56-5C4 TF 0.008 0.008 0.065 5.00 0.975 1.00 0.85 1.40 30.93 6.308 37.67 29.05 10.67 4.28 8.702


53


54




T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


Airbus A340-500 Series Trent 556-61 Phase 5 tiled TF 0 0 0 0.1 0.036 0.02 0.25 0.46 10.3 3.826 44.91 32.76 11.78 6.19 16.113 Airbus A340-600 Series Trent 556-61 Phase 5 tiled TF 0 0 0 0.1 0.036 0.02 0.25 0.46 10.3 3.826 44.91 32.76 11.78 6.19 16.113 BAC 1-11 300/400 SPEY Mk511 Transply IIH MTF 0.09 0.12 0.18 3.69 0.758 0.12 0.63 2.65 31.77 6.536 22.7 17.3 7.2 3.6 3.701 BAE 146-100 ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017 BAE 146-100QT Quiet Trader ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017 BAE 146-200 ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017 BAE 146-200QT Quiet Trader ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017 BAE 146-300 ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017 BAE 146-300QT Quiet Trader ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017 BAE 146-RJ100 LF507-1F, -1H TF 0.01 0.01 0.12 4.72 0.337 0.20 0.30 4.43 37.83 2.803 14.52 12.02 6.39 3.28 1.086 BAE 146-RJ70 LF507-1F, -1H TF 0.01 0.01 0.12 4.72 0.337 0.20 0.30 4.43 37.83 2.803 14.52 12.02 6.39 3.28 1.086 BAE 146-RJ85 LF507-1F, -1H TF 0.01 0.01 0.12 4.72 0.337 0.20 0.30 4.43 37.83 2.803 14.52 12.02 6.39 3.28 1.086 Boeing 707-300 Series JT3D-3B TF 4.0 2.0 4.0 112.0 24.363 1.5 2.8 24.5 98.0 23.092 12.1 9.9 4.8 2.5 2.740

Boeing 717-200 Series BR700-715A1-30

Improved fuel injector TF 0.05 0.06 0.02 0.11 0.025 0.66 0.63 4.05 19.72 0.034 20.97 16.43 8.75 3.95 3.340

Boeing 727-100 Series JT8D-7 series RE MTF 0.25 0.25 0.4 3.8 0.830 0.9 1.1 2.2 14.3 3.186 17.2 14.0 6.3 3.15 3.281 Boeing 727-200 Series JT8D-15 RE MTF 0.24 0.28 0.55 1.46 0.428 1.03 1.15 2.77 11.0 2.955 19.4 15.1 6.9 3.2 4.144 Boeing 737-200 Series JT8D-15A MTF 0.25 0.33 0.65 1.86 0.497 1.08 1.2 2.9 12.93 3.177 18.1 13.9 6.6 3.1 3.648 Boeing 737-300 Series CFM56-3-B1 TF 0.04 0.05 0.08 2.28 0.418 0.9 0.95 3.8 34.4 6.517 17.7 15.5 8.3 3.9 3.595 Boeing 737-400 Series CFM56-3C-1 TF 0.03 0.04 0.07 1.42 0.287 0.9 0.9 3.1 26.8 5.591 20.7 17.8 9.1 4.3 4.810 Boeing 737-500 Series CFM56-3C-1 TF 0.03 0.04 0.07 1.42 0.287 0.9 0.9 3.1 26.8 5.591 20.7 17.8 9.1 4.3 4.810 Boeing 737-600 Series CFM56-7B20 TF 0.10 0.10 0.10 3.10 0.504 0.60 0.50 3.20 25.90 4.324 20.50 17.40 9.50 4.30 3.829 Boeing 737-700 Series CFM56-7B22 TF 0.10 0.10 0.10 2.50 0.432 0.50 0.60 2.50 22.80 4.002 23.10 19.00 10.00 4.50 4.560 Boeing 737-800 Series CFM56-7B26 TF 0.10 0.10 0.10 1.90 0.361 0.20 0.60 1.60 18.80 3.533 28.80 22.50 10.80 4.70 6.149 Boeing 737-900 Series CFM56-7B24 TF 0.10 0.10 0.10 2.40 0.432 0.40 0.60 2.20 22.00 3.998 25.30 20.50 10.10 4.40 5.149 Boeing 747-100 Series JT9D-7A TF 0.1 0.1 1.3 36.1 12.108 0 0 7.6 83.6 28.647 38.7 28.5 7.6 3.1 12.291 Boeing 747-100SR JT9D-7A TF 0.1 0.1 1.3 36.1 12.108 0 0 7.6 83.6 28.647 38.7 28.5 7.6 3.1 12.291 Boeing 747-200 Series CF6-50E2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884 Boeing 747-300 Series JT9D-7R4G2 TF 0.15 0.14 0.18 1.55 0.620 0.74 0.63 1.40 11.82 4.582 41.3 29.5 8.8 3.8 14.253 Boeing 747-400 ER CF6-80C2B5F 1862M39 TF 0.05 0.05 0.11 1.31 0.459 0.05 0.04 1.83 17.45 5.931 28.58 21.76 12.74 4.91 13.142 Boeing 747-400 Series CF6-80C2B1F 1862M39 TF 0.05 0.05 0.11 1.54 0.513 0.04 0.04 2.13 19.23 6.317 24.94 19.72 12.47 4.73 11.113 Boeing 747-SP JT9D-7A TF 0.1 0.1 1.3 36.1 12.108 0 0 7.6 83.6 28.647 38.7 28.5 7.6 3.1 12.291 Boeing 757-200 Series RB211-535E4 Phase 5 MTF 0.03 0.00 0.04 0.27 0.083 0.26 0.29 2.72 20.33 6.126 22.31 17.56 8.38 4.4 7.492 Boeing 757-300 Series RB211-535E4B Phase 5 MTF 0.07 0.00 0.05 0.14 0.054 0.33 0.26 2.43 18.24 5.812 25.88 19.3 8.65 4.58 8.927 Boeing 767-200 ER CF6-80A2 TF 0.30 0.37 0.45 6.28 1.659 1.0 1.1 2.8 28.2 7.398 29.6 26.6 10.8 3.4 11.878 Boeing 767-200 Series CF6-80A TF 0.29 0.29 0.47 6.29 1.636 1.0 1.1 3.1 28.2 7.407 29.8 25.6 10.3 3.4 11.066


55




T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


Boeing 767-300 ER PW4060 RE TF 0.10 0.03 0.14 1.66 0.595 0.37 0.51 1.78 20.32 7.234 32.8 24.7 12.0 4.9 14.097 Boeing 767-300 Series CF6-80C2B7F 1862M39 TF 0.05 0.05 0.11 1.43 0.490 0.05 0.04 1.93 18.42 6.166 27.38 21.05 12.63 4.81 12.420 Boeing 767-400 ER CF6-80C2B8FA 1862M39 TF 0.05 0.05 0.11 1.41 0.489 0.05 0.04 1.97 18.27 6.185 26.90 20.85 12.63 4.83 12.400 Boeing 777-200 Series PW4077 TF 0.1 0.1 0.2 3.0 1.170 0.1 0.1 0.4 20.2 7.434 39.8 32.5 11.3 4.2 19.299 Boeing 777-200-ER GE90-90B DAC II TF 0.04 0.04 0.05 0.43 0.226 0.12 0.13 1.16 13.21 6.305 52.48 39.50 16.94 6.00 27.923 Boeing 777-300 ER GE90-115B DAC TF 0.04 0.03 0.06 4.24 2.559 0.08 0.07 1.98 39.11 23.858 50.34 35.98 16.50 5.19 34.888 Boeing 777-300 Series Trent 892 TF 0.01 0 0 0.7 0.329 0.28 0.2 0.57 13.07 6.381 45.7 33.3 11.58 5.33 26.405 Boeing Business Jet (BBJ) CFM56-7B26 TF 0.10 0.10 0.10 1.90 0.361 0.20 0.60 1.60 18.80 3.533 28.80 22.50 10.80 4.70 6.149 Boeing Business Jet II CFM56-7B26 TF 0.10 0.10 0.10 1.90 0.361 0.20 0.60 1.60 18.80 3.533 28.80 22.50 10.80 4.70 6.149 Boeing DC-10-10 Series CF6-6D TF 0.3 0.3 0.7 21.0 5.821 0.5 0.5 6.5 54.2 15.496 40.0 32.6 11.4 4.5 11.611 Boeing DC-10-30 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884 Boeing DC-10-30ER CF6-50C2B LEFN TF 0.13 0.15 0.26 2.72 0.786 0.46 0.44 3.42 24.04 6.823 29.59 26.34 10.49 3.4 12.482 Boeing DC-10-40 Series JT9D-59A TF 0.2 0.2 0.3 12.0 4.559 0.2 0.2 1.7 53.0 19.946 31.6 25.6 7.8 3.0 12.381 Boeing DC-8 Series 50 JT3D-3B TF 4.0 2.0 4.0 112.0 24.363 1.5 2.8 24.5 98.0 23.092 12.1 9.9 4.8 2.5 2.740 Boeing DC-9-10 Series JT8D-7 series RE MTF 0.25 0.25 0.4 3.8 0.830 0.9 1.1 2.2 14.3 3.186 17.2 14.0 6.3 3.15 3.281 Boeing DC-9-20 Series JT8D-11 MTF 0.40 0.45 1.4 10.0 2.455 1.2 1.9 9.4 35.0 8.983 18.9 14.6 5.8 2.75 3.740 Boeing DC-9-30 Series JT8D-9 series RE MTF 0.15 0.18 0.60 3.12 0.713 1.04 1.11 2.14 14.14 3.241 19.3 14.5 6.0 2.9 3.488 Boeing DC-9-40 Series JT8D-11 MTF 0.40 0.45 1.4 10.0 2.455 1.2 1.9 9.4 35.0 8.983 18.9 14.6 5.8 2.75 3.740 Boeing DC-9-50 Series JT8D-17 RE MTF 0.22 0.27 0.52 1.25 0.379 0.95 1.10 2.67 10.46 2.826 20.6 15.7 8.0 3.2 4.559 Boeing MD-10-30 CF6-6D TF 0.3 0.3 0.7 21.0 5.821 0.5 0.5 6.5 54.2 15.496 40.0 32.6 11.4 4.5 11.611 Boeing MD-11 CF6-80C2D1F 1862M39 TF 0.04 0.05 0.11 1.38 0.478 0.05 0.04 1.90 18.02 6.093 28.12 21.30 12.66 4.85 12.724 Boeing MD-11-ER CF6-80C2D1F 1862M39 TF 0.04 0.05 0.11 1.38 0.478 0.05 0.04 1.90 18.02 6.093 28.12 21.30 12.66 4.85 12.724 Boeing MD-81 JT8D-217C E_Kit MTF 0.00 0.00 0.00 0.00 0.00 0.42 0.49 3.79 17.89 4.244 16.49 13.02 7.65 4.05 4.216 Boeing MD-82 JT8D-217C E_Kit MTF 0.00 0.00 0.00 0.00 0.00 0.42 0.49 3.79 17.89 4.244 16.49 13.02 7.65 4.05 4.216 Boeing MD-83 JT8D-219 E_Kit MTF 0.00 0.00 0.00 0.00 0.00 0.42 0.46 3.57 17.19 4.021 18.72 13.73 7.65 4.16 4.604 Boeing MD-87 JT8D-217C E_Kit MTF 0.00 0.00 0.00 0.00 0.00 0.42 0.49 3.79 17.89 4.244 16.49 13.02 7.65 4.05 4.216 Boeing MD-88 JT8D-219 E_Kit MTF 0.00 0.00 0.00 0.00 0.00 0.42 0.46 3.57 17.19 4.021 18.72 13.73 7.65 4.16 4.604 Boeing MD-90 V2525-D5 MTF 0.041 0.041 0.061 0.105 0.032 0.53 0.62 2.44 12.43 2.764 26.5 22.3 8.9 4.7 5.382 Bombardier Challenger 601 CF34-3A LEC II TF 0.06 0.06 0.13 3.95 0.313 0 0 1.9 42.6 3.350 11.61 10.14 6.86 3.82 1.137 Bombardier CRJ-100 CF34-3A1 LEC II TF 0.06 0.06 0.13 3.95 0.313 0 0 1.9 42.6 3.350 11.61 10.14 6.86 3.82 1.137 Bombardier CRJ-200 CF34-3B TF 0.06 0.05 0.13 4.69 0.366 0 0 1.88 47.59 3.683 11.28 9.68 6.63 3.72 1.078 Bombardier CRJ-700 CF34-8C1 TF 0.02 0.02 0.06 0.08 0.013 0.41 0.50 2.91 24.92 2.845 14.67 12.82 11.10 4.31 2.120 Bombardier CRJ-900 CF34-8C5 LEC TF 0.02 0.02 0.06 0.13 0.018 0.64 0.57 4.24 18.25 2.070 14.69 12.6 10.75 4.6 2.205

Bombardier Global Express BR700-710A2-20 TF 0.02 0.02 0.05 1.12 0.160 1.04 0.93 4.81 28.00 4.239 18.73 15.03 7.67 4.67 2.784

Bombardier Learjet 35 TFE731-2-2B TF 0.114 0.128 4.26 20.04 0.823 1.394 2.03 22.38 58.6 2.612 15.25 13.08 5.90 2.82 0.630




T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


Cessna 500 Citation I JT15D-1 series TF 0.01 0.01 4.43 50.5 1.866 2.65 3.50 40.5 132 5.306 7.6 6.77 3.44 1.75 0.263 Cessna 501 Citation ISP JT15D-1 series TF 0.01 0.01 4.43 50.5 1.866 2.65 3.50 40.5 132 5.306 7.6 6.77 3.44 1.75 0.263 Cessna 525 CitationJet JT15D-1 series TF 0.01 0.01 4.43 50.5 1.866 2.65 3.50 40.5 132 5.306 7.6 6.77 3.44 1.75 0.263 Cessna 550 Citation II JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409 Cessna 551 Citation IISP JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409 Cessna 552 T-47A JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409 Cessna 750 Citation X AE3007C Type 2 TF 0 0.01 0.23 5.75 0.344 0 0 2.02 35.07 2.108 19.36 17.01 6.62 3.2 1.150 Cessna S550 Citation S/II JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409 Dassault Falcon 2000-EX PW308C Annular TF 0.09 0.1 0.14 5.94 0.425 0.81 0.97 5.23 42.3 3.163 18.45 15.99 7.83 3.63 1.414 Dornier 328 Jet PW306B Annular TF 0 0 0.00 4.36 0.287 2.27 2.51 7.11 36.35 2.677 20.08 19.26 11.87 4.26 1.497 Embraer ERJ135 AE3007A1/3 Type 3 (RE) TF 0.03 0.03 0.03 3.81 0.269 0.5 0.5 7.62 38.47 2.919 15.42 13.49 6.93 4.27 1.245 Embraer ERJ135-ER AE3007A1/3 Type 3 (RE) TF 0.03 0.03 0.03 3.81 0.269 0.5 0.5 7.62 38.47 2.919 15.42 13.49 6.93 4.27 1.245 Embraer ERJ135-LR AE3007A1/3 Type 3 (RE) TF 0.03 0.03 0.03 3.81 0.269 0.5 0.5 7.62 38.47 2.919 15.42 13.49 6.93 4.27 1.245 Embraer ERJ145 AE3007A1E Type 3 TF 0.03 0.03 0.03 3.52 0.264 0.77 0.64 5.63 37.97 3.018 17.17 14.91 7.42 4.26 1.501 Embraer ERJ145-ER AE3007A1/1 Type 3 (RE) TF 0.03 0.03 0.03 3.88 0.280 0.74 0.55 6.8 40.07 3.088 16.10 14.01 7.12 4.17 1.333 Embraer ERJ145-LR AE3007A1 Type 3 (RE) TF 0.03 0.03 0.03 3.85 0.279 0.75 0.56 6.72 39.91 3.088 16.17 14.07 7.13 4.17 1.344 Embraer ERJ170 CF34-8E5 LEC TF 0.02 0.02 0.06 0.13 0.018 0.64 0.57 4.23 18.16 2.065 14.77 12.65 10.77 4.61 2.222 Fokker F100 TAY Mk650-15 MTF 0.37 0.41 0.88 3.29 0.717 1.74 2.01 6.54 33.77 6.921 19.81 16.47 4.55 1.70 2.875 Fokker F70 TAY Mk620-15 MTF 0.8 0.3 0.9 3.4 0.684 0.7 0.8 3.9 24.1 4.440 21.1 16.8 5.7 2.5 2.814 Gulfstream G200 PW306A Annular TF 0 0 0.00 4.36 0.287 2.27 2.51 7.11 36.35 2.677 20.08 19.26 11.87 4.26 1.497 Gulfstream G300 TAY Mk611-8 MTF 0.8 0.3 0.9 3.4 0.684 0.7 0.8 3.9 24.1 4.440 21.1 16.8 5.7 2.5 2.814 Gulfstream G400 TAY Mk611-8 MTF 0.8 0.3 0.9 3.4 0.684 0.7 0.8 3.9 24.1 4.440 21.1 16.8 5.7 2.5 2.814 Gulfstream G450 TAY 611-8C Transply IIJ TF 0.02 0 0 1.11 0.182 1.12 1.27 4.99 28.55 5.103 18.42 15.01 5.6 2.76 2.562

Gulfstream G500 BR700-710A1-10 TF 0.02 0.02 0.05 1.09 0.156 1.04 0.93 4.78 27.82 4.212 18.79 15.07 7.68 4.69 2.790

Gulfstream II-SP TAY Mk611-8 MTF 0.8 0.3 0.9 3.4 0.684 0.7 0.8 3.9 24.1 4.440 21.1 16.8 5.7 2.5 2.814 Ilyushin 62 Classic D-30KU MTF 0.3 0.4 1.2 10.5 3.753 2.8 3.7 11.8 54.0 20.341 16.3 12.6 5.1 2.7 4.720 Ilyushin 76 Candid D-30KP-2 MTF 0.7 0.8 2.7 13.3 4.874 2.2 2.8 15.4 62.4 22.932 16.5 13.5 6.3 3.3 5.510 Ilyushin 86 Camber NK-86 MTF 0.5 0.6 1.2 52.0 17.379 3.9 4.2 9.3 54.4 20.396 12.8 12.1 5.1 2.7 5.440 Ilyushin 96 PS-90A MTF 0.12 0.12 0.20 0.30 0.138 0.35 0.40 0.90 6.90 2.123 37.0 31.5 11.8 5.8 11.648 Israel IAI-1126 Galaxy PW306A Annular TF 0 0 0.00 4.36 0.287 2.27 2.51 7.11 36.35 2.677 20.08 19.26 11.87 4.26 1.497 Lockheed L-1011 Tristar RB211-524B Phase 2 TF 0.39 0.26 0.70 1.95 0.934 0.70 0.33 1.56 12.39 5.018 52.3 38.2 9.8 4.2 16.935 Mitsubishi MU-300 Diamond JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409

Raytheon Beechjet 400 JT15D-5,-5A,-5B TF 0 1.3 11.7 119.1 5.715 0 1.15 38.6 119.2 6.142 11.13 10.08 4.93 1.66 0.481

Raytheon Hawker 4000 PW308A Annular TF 0 0 0.02 6.62 0.460 0.83 1.06 4.08 38.21 2.828 16.74 14.06 8.03 3.65 1.300


56

Airports




T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


T/O (kg/t)

C/O (kg/t)

App (kg/t))


Horizon Tupolev 134 Crusty D-30 (Il series) MTF 0.12 0.14 1.50 43.60 8.992 2.7 3.2 14.5 60.3 13.989 19.1 16.3 7.0 3.6 4.338 Tupolev 154 Careless D-30KU-154 MTF 0.4 0.5 1.9 12.7 4.389 3.0 3.6 18.2 77.7 27.627 14.5 11.6 5.1 2.9 4.000

Version 2.0 July 2008 57

Abbreviations: RE = reduced emissions LEFN = low emissions fuel nozzle E_Kit = environmental kit TF = turbo fan MTF = mixed turbo fan

Appendix B.3 VOC Speciation for exhaust emissions from aircraft (NPI substances only)

Weight fraction

Species name Commercial aircraft (ERG 2003)

Commercial aviation (Profile No. 1098) (USEPA, 2006)

General aviation (Profile No. 1099) (USEPA, 2006)

Military aviation (Profile No. 1097) (USEPA, 2006)

1,3-butadiene 0.018 0.018 0.016 0.019 Acetaldehyde 0.0519 0.047 0.043 0.048 Acetone 0.025 0.029 0.024 Acrolein 0.0253 Benzene 0.0194 0.019 0.018 0.020 Ethane 0.009 0.009 0.009 Ethylbenzene 0.002 0.002 0.002 Formaldehyde 0.150 0.141 0.155 M & p-xylene 0.003 0.003 0.003 O-xylene 0.002 0.002 0.002 Phenol 0.002 0.002 0.003 Styrene 0.0044 0.004 0.004 0.004 Toluene 0.005 0.005 0.006


58

Appendix B.4 Auxiliary power units aboard various aircraft Information regarding APUs assigned to various aircraft types by the US FAA EDMS model (Version 5.02 released 29 June 2007) for the purpose of supporting emission estimations for APUs is given below. Notes from EDMS regarding the designation of APUs to specific aircraft are specified where applicable.

Auxiliary Power Unit (APU) Aircraft code Aircraft description Notes B737-6 Boeing 737-600 Series B737-7 Boeing 737-700 Series B737-8 Boeing 737-800 Series B737-9 Boeing 737-900 Series B737-7-BBJ Boeing Business Jet (BBJ) B737-8-BBJ2 Boeing Business Jet II

APU 131-9

MD90 Boeing MD-90 A330-2 Airbus A330-200 Series A330-3 Airbus A330-300 Series A340-2 Airbus A340-200 Series A340-3 Airbus A340-300 Series A340-5 Airbus A340-500 Series (1)

APU GTCP 331-350

A340-6 Airbus A340-600 Series (1)

HS748-1 Hawker HS748-1 (2)

HS748-2 Hawker HS748-2 (2)

L188 Lockheed L-188 Electra (3)

YS11-1 NAMC YS-11-100 Series (3)

SD360-1 Shorts 360-100 Series (3)

HS748-2A Hawker HS748-2A (3)

HS748-2B Hawker HS748-2B (3)

GULF5 Gulfstream G500 (4)

APU GTCP 36 (80HP)


BAE146-RJ115 BAE 146-RJ115 (5)

CL-216 Bombardier CL-415 (5)

BAE146-100Q BAE 146-100QT Quiet Trader (5)

FAL50 Dassault Falcon 50 (6)

FAL50-EX Dassault Falcon 50-EX (6)

CL600 Bombardier Challenger 600 (7)








GULF2 Gulfstream II (8)

GULF2-B Gulfstream II-B (8)

GULF2-SP Gulfstream II-SP (8)

GULF4-SP Gulfstream IV-SP (8)

BAE146-100 BAE 146-100 (9)

BAE146-200 BAE 146-200 (9)

APU GTCP 36-100

BAE146-RJ100 BAE 146-RJ100 (10)


59


60

Auxiliary Power Unit (APU) Aircraft code Aircraft description Notes BAE146-RJ70 BAE 146-RJ70 (10)

BAE146-RJ85 BAE 146-RJ85 (10)

FAL20-C Dassault Falcon 20-C (11)

FAL20-E Dassault Falcon 20-E (11)

FAL20-F Dassault Falcon 20-F (11)


GULF1 Gulfstream I (8)

H4000 Raytheon Hawker 4000 Horizon (12)

DO328-1 Dornier 328-100 Series (13)

DO328JET Dornier 328 Jet (13)


FAL900B Dassault Falcon 900-B (14)

FAL900C Dassault Falcon 900-C (14)

FAL900EX Dassault Falcon 900-EX (14)


FAL2000EX Dassault Falcon 2000-EX (15)

FAL20-D Dassault Falcon 20-D (16)

FAL20-G Dassault Falcon 20-G (16)




HS125-8 Raytheon Hawker 800 (16)


BAE146-300 BAE 146-300 (17)

ERJ170 Embraer ERJ170 (18)

EMB120 Embraer EMB120 Brasilia (19)


ERJ135-ER Embraer ERJ135-ER (20)

ERJ135-LR Embraer ERJ135-LR (20)


ERJ145-ER Embraer ERJ145-ER (20)


ERJ145-LR Embraer ERJ145-LR (20)

ERJ190 Embraer ERJ190

APU GTCP 36-150[]

ERJ195 Embraer ERJ195

F28-100 Fokker F100

CRJ2 Bombardier CRJ-200 (21)

APU GTCP 36-150[RR]


A319-1X/LR Airbus A319-100 X/LR (22)






APU GTCP 36-300 (80HP)


F28-1000 Fokker F28-1000 Series

F28-2000 Fokker F28-2000 Series (24)

F28-3000 Fokker F28-3000 Series (24)

APU GTCP 36-4A

F28-4000 Fokker F28-4000 Series (24)


61

Auxiliary Power Unit (APU) Aircraft code Aircraft description Notes F28-70 Fokker F70 (25)

B747-SP Boeing 747-SP (26)

IL18 Ilyushin 18 Clam (27)

IL62 Ilyushin 62 Classic (28)

IL76 Ilyushin 76 Candid (28)

IL86 Ilyushin 86 Camber (28)

IL96 Ilyushin 96 (28)

L1011-3 Lockheed L-1011 Tristar (28)

B747-SR Boeing 747-100SR (29)

B747-2 Boeing 747-200 Series (30)

B747-1 Boeing 747-100 Series (31)

APU GTCP 660 (300 HP)

B747-3 Boeing 747-300 Series (31)

B707-1 Boeing 707-100 Series


B720 Boeing 720

TU134 Tupolev 134 Crusty (32)

TU154 Tupolev 154 Careless (32)

TU204 Tupolev 204 (32)

YAK42 Yakovlev 42 Clobber (32)

CV640 Convair CV-640 (32)

B717-2 Boeing 717-200 Series (33)

GLOBALEXPRESS Bombardier Global Express (34)



APU GTCP 85 (200 HP)

CONCRD Aerospatiale Concorde

F27 Fokker F27 Friendship








F27-50 Fokker F50

APU GTCP30-54

F27-60 Fokker F60

B767-4 Boeing 767-400 (36)

A300C4-6 Airbus A300C4-600 Series (37)

A300B4-6 Airbus A300B4-600 Series (37)

A300F4-6 Airbus A300F4-600 Series (37)



B757-2 Boeing 757-200 Series (37)

B757-3 Boeing 757-300 Series (37)

B767-2ER Boeing 767-200 ER (37)

B767-2 Boeing 767-200 Series (37)

B767-3ER Boeing 767-300 ER (37)

B767-3 Boeing 767-300 Series (37)

APU GTCP331-200ER (143 HP)

B767-4ER Boeing 767-400 ER (37)

APU GTCP331-500 (143 HP) B777-2 Boeing 777-200 Series (38)


62

Auxiliary Power Unit (APU) Aircraft code Aircraft description Notes B777-2ER Boeing 777-200-ER (38)

B777-3ER Boeing 777-300 ER (38)

B777-3 Boeing 777-300 Series (38)




B737-4 Boeing 737-400 Series (39)

BAC111-2 BAC 1-11 200 (40)

BAC111-4 BAC 1-11 300/400 (40)

BAC111-475 BAC 1-11 475 (40)

BAC111-5 BAC 1-11 500 (40)

APU GTCP85-129 (200 HP)


MD81 Boeing MD-81 (41)





B727-1 Boeing 727-100 Series (43)

B727-2 Boeing 727-200 Series (43)

DC8-5 Boeing DC-8 Series 50 (43)


DC9-1 Boeing DC-9-10 Series (44)





APU GTCP85-98 (200 HP)


B747-4ER Boeing 747-400 ER APU PW901A


DC10-1 Boeing DC-10-10 Series


DC10-3ER Boeing DC-10-30ER


MD10-3 Boeing MD-10-30


A300B2K-3 Airbus A300B2-300 Series (47)





A300C4-2 Airbus A300C4-200 Series (48)

A300F4-2 Airbus A300F4-200 Series (48)

APU TSCP700-4B (142 HP)

MD11-ER Boeing MD-11-ER

GTCP36-92C JETSTAR-II/731 Lockheed L-1329 Jetstar II (49)

LEAR45 Bombardier Learjet 45 (50) RE100

LEAR45XR Bombardier Learjet 45-XR (50)

DHC8Q-1 Bombardier de Havilland Dash 8 Q100 (51)


T-62T-40C7B



63

Auxiliary Power Unit (APU) Aircraft code Aircraft description Notes DHC8-1 DeHavilland DHC-8-100 (51)

DHC8-2 DeHavilland DHC-8-200 (51)

DHC8-3 DeHavilland DHC-8-300 (51)

T-62T-46C12 DHC8Q-4 Bombardier de Havilland Dash 8 Q400 (52)

Notes: (1) Updated APU is GTCP331-600, however, there is no emission data for this model. (2) No info on APU. Using APU GTCP 36 (80HP) as other airframes for consistency. (3) No info on APU. Using previous default APU GTCP 36 (80HP). (4) Updated APU is RE220, however, there is no emission data for this model, using the old default APU. (5) No Info, using APU GTCP36-100 as other airframes for consistency. (6) Updated APU is GTCP36-100A, and there is no previous default. Using APU GTCP36-100 as default. (7) Updated APU is GTCP36-100E, using APU GTCP36-100 as the default. (8) Updated APU is GTCP36-100G. using APU GTCP36-100 as the default. (9) Updated APU is GTPC36-100M, using APU GTCP36-100 as the default. (10) Updated APU is T-62T-46C3, using old default APU GTCP36-100. (11) No Info on APU as most APU's are unknown. Using APU GTCP36-150[] as the default. (12) Updated APU is GTCP36-150, using APU GTCP36-150. (13) Updated APU is GTCP36-150DD, using APU GTCP36-150[]. (14) Updated APU is GTCP36-150F, using GTCP36-150[] as the default. (15) Updated APU is GTCP36-150F2M, using GTCP36-150[] as the default. (16) Updated APU is GTCP36-150W, using GTCP36-150[] as the default. (17) Updated APU is GTPC36-150M, using APU GTCP36-150[] as the default. (18) Updated default APU is APS2300, however, there is no emission data for this model, therefore using APU GTCP 36. (19) Updated default APU is GTCP36-150AA, using GTCP36-150[] as the default. (20) Updated default APU is T-62T-40C14, however, there is no emission data for this model. (21) Updated APU is GTCP36-150RJ, using APU GTCP36-150[RR] as other airframes for consistency. (22) Updated APU is APS3200, will use APU GTCP 36-300 as default because new APU is the same. (23) Updated APU is GTCP131-9A, using APU GTCP 36-300 as the default which was the previous default. (24) Updated APU is GTCP 36-4A. Old default APU was GTCP 36 (80HP). (25) Using APU GTCP 36-4A as the default as other airframes for consistency. (26) Default APU is GTPC660-4, using APU GTCP 660 (300 HP) as a close match. (27) No info on APU. Using APU GTCP 660 (300HP) as other airframes for consistency. (28) No info on APU. Using previous default APU GTCP 660 (300HP). (29) No info was available, using APU GTCP 660 (300 HP) for consistency. (30) Updated APU is GTPC660-4, using APU GTCP 660 (300 HP) as other airframes for consistency. (31) Updated APU is GTPC660-4, using APU GTCP 660 (300 HP) as the default which was the previous default. (32) No info on APU. Using previous default APU GTCP 85 (200HP). (33) Updated APU is APS2100, will use APU GTCP 85 (200 HP) as default which was the previous default. (34) Updated APU is RE220, however, there is no emission data for this model, using the previous default. (35) Updated APU is RE220FD, however, there is no emission data for this model, using the old default APU. (36) No Info, using APU GTCP331-200ER as other airframes for consistency. (37) Updated APU is GTCP331-200, using APU GTCP331-200ER as the default which was the previous default. (38) Updated APU is GTCP331-500B, using APU GTCP331-500 (143 HP). (39) Updated APU is GTCP85-129H, using APU GTCP85-129 (200 HP) as the default which was the previous default. (40) Updated APU is GTPC85-115,however, there is no emission data for this model, using the old default. (41) Updated APU is GTCP85-98DHF. Using APU GTCP85-98 (200 HP). Previous default APU GTCP85-129 (200 HP). (42) Updated APU is UGTCP36-280D.Using APU GTCP85-98 (200 HP) as other airframes for consistency. (43) Updated APU is GTCP85-98CK , using APU GTCP85-98 (200 HP) as the default. (44) Updated APU is GTCP85-98DCK , using APU GTCP85-98 (200 HP) as the default. (45) Using APU GTCP85-98 (200 HP) as the default as other airframes for consistency. (46) Updated APU is TSCP700-4E, using TSCP700-4B as the default which was the previous default. (47) Updated APU is TSCP700-5, using the same APU as other airframes for consistency. (48) Updated APU is TSCP700-5; however, there is no emission data for this model, using the old default. (49) Updated APU is GTCP36-92C, however, there is no emission data for this model. (50) Updated APU is RE100, however, there is no emission data for this model. (51) Updated default APU is T-62T-40C7B, however, there is no emission data for this model. (52) Updated default APU is T-62T-46C12, however, there is no emission data for this model.

Appendix B.5 Emission factors for auxiliary power units Emission factors for various APUs, expressed in kilograms of pollutant per hour of use and in kilograms of pollutant per tonne of fuel used are given below.

EDMS emission factors (April 2008) Energy & Environmental Analysis Inc. emission factors (September 1995)

Emission factors for Zurich Airport (2003) (Unique, 2005)

Auxiliary Power Unit (APU) HC (kg/hr)

CO (kg/hr)

NOx (kg/hr)

SOx (kg/hr) Mode

Fuel Flow (kg/hr)

VOC (kg/t)

CO (kg/t)

NOx (kg/t)

SO2 (kg/t) Mode

Fuel Flow (kg/hr)

HC (kg/t)

CO (kg/t)

NOx (kg/t)

APU 131-9 0.0428 0.5645 0.7680 0.1157 APU GTC 85 0.1099 1.9201 0.5070 0.1067 APU GTC85-72 (200HP) 0.0124 1.4126 0.3696 0.0953 load 95.45 0.14 14.83 3.88 0.54 APU GTCP 331 (143 HP) 0.0523 0.5019 1.1557 0.1215 APU GTCP 331-350 0.0473 0.3822 2.0343 0.2055 All(1)(2) 192.25 0.31 2.74 9.80 APU GTCP 36 (80HP) 0.0150 0.2055 1.0125 0.1002 APU GTCP 36-100 0.0377 2.0596 0.3530 0.0662 APU GTCP 36-150[] 0.0412 0.4359 0.3100 0.0676 APU GTCP 36-150[RR] 0.0407 0.6026 0.4391 0.0830 All(1)(3) 63.50 0.86 7.51 5.55 APU GTCP 36-300 (80HP) 0.0150 0.2055 1.0125 0.1002 load 128.27 0.22 2.05 10.10 All(1)(4) 105.15 0.18 2.04 10.18 APU GTCP 36-4A 0.0219 0.8187 0.3100 0.0608 APU GTCP 660 (300 HP) 0.0974 3.0094 1.8544 0.3479 load 392.24 0.31 8.65 5.33 All(1)(5) 435.90 0.25 8.44 5.39 APU GTCP 85 (200 HP) 0.1099 1.9201 0.5070 0.1067 load 106.95 1.03 4.75 APU GTCP100-544 (400 HP) 0.0300 1.1029 1.1141 0.1872 load 187.64 0.17 5.89 5.95 0.54 APU GTCP30-300 0.0256 0.0000 1.2929 0.1280 load 128.27 0.22 10.10 APU GTCP30-54 0.1349 1.1361 0.1117 0.0313 APU GTCP331-200ER (143 HP) 0.0523 0.5019 1.1557 0.1215 load 121.78 0.47 4.13 9.51 APU GTCP331-500 (143 HP) 0.0486 0.4595 2.7741 0.2431 load 243.64 0.14 0.09 14.67 APU GTCP85 (200 HP) 0.1099 1.9201 0.5070 0.1067 APU GTCP85-129 (200 HP) 0.1099 1.9201 0.5070 0.1067 load 106.95 1.13 17.99 4.75 All(1)(6) 86.00 1.13 17.86 4.63 APU GTCP85-98 (200 HP) 0.1099 1.9201 0.5070 0.1067 load 106.95 1.13 17.99 4.75 APU GTCP95-2 (300 HP) 0.0478 0.4250 0.7504 0.1328 load 133.09 0.39 3.20 5.65 0.54 APU PW901A 0.5871 6.5680 1.2330 0.3914 no load 231.82 2.19 20.50 1.80 APU PW901A load 392.24 1.64 16.78 3.15 APU ST-6 0.0040 0.0100 1.7763 0.1996 load 200.00 0.02 0.05 8.90 APU T-62T-27 (100 HP) 0.3604 1.9788 0.1823 0.0463


64


65

EDMS emission factors (April 2008) Energy & Environmental Analysis Inc. emission factors (September 1995)

Emission factors for Zurich Airport (2003) (Unique, 2005)

Auxiliary Power Unit (APU) HC (kg/hr)

CO (kg/hr)

NOx (kg/hr)

SOx (kg/hr) Mode

Fuel Flow (kg/hr)

VOC (kg/t)

CO (kg/t)

NOx (kg/t)

SO2 (kg/t) Mode

Fuel Flow (kg/hr)

HC (kg/t)

CO (kg/t)

NOx (kg/t)

APU T-62T-47C1 0.0160 4.2902 0.4589 0.1067 load 106.95 0.18 40.20 4.30 APU TSCP 700 (142 HP) 0.0777 0.7834 1.7284 0.2100 load 147.13 0.28 8.55 APU TSCP700-4B (142 HP) 0.0777 0.7834 1.7284 0.2100 load 147.13 0.28 1.48 8.55 APU WR27-1 0.0133 0.3589 0.2936 0.0634 load 63.55 0.23 5.66 4.63 0.54 GTCP331-200/250 (143 HP) load 121.78 0.47 9.51 APU GTCP 36-150[R] All(1)(7) 51.95 0.84 6.12 5.59

Notes: (1) Represents the unweighted average fuel flow and emission factor using emission factors given by manufacturers for all four models, i.e. idle, 400 Hz, PCA, bleed air. (2) Representative of 67% of medium jets at Zurich Airport (Unique, 2005). (3) Representative of 100% of business jets and turboprop aircraft at Zurich Airport (Unique, 2005). (4) Representative of 35% of small jets at Zurich Airport (Unique, 2005). (5) Representative of 68% of large jets at Zurich Airport (Unique, 2005). (6) Representative of 20% of small jets at Zurich Airport (Unique, 2005). (7) Representative of 28% of small jets and 85% representative of regional jets at Zurich Airport (Unique, 2005).

Appendix C: Modifications to the airports EET manual (Version 1.1 May 2001) Page Outline of alteration 1 ANZSIC Codes were changed to reflect 2006 Codes. 4 Emission factors based on LTO data documented in Section 4.1 were moved to

Section 5.2.10 which deals with emission factors developed based on site-specific information, and documented as an example of such emission factors.

7 The emission estimation methods for Ground Support Equipment (GSE) was expanded to include: (i) a simple approach which uses a generic set of emission factors specified for various aircraft/aircraft usage/engine type/weight class categories; and (ii) a range of advanced approaches using emission factors from other emission estimation technique manuals.

7 A method is provided for estimating PM2.5 emissions from PM10 emissions for GSE.

9 Emission factors for fire training were extended to cover two additional fuels (Tekflame, Avtur JP-5) and guidance on estimating PM2.5 emissions from training fires provided.

9 VOC speciation factors have been added to facilitate speciation of aircraft engine testing emissions.

17 Aircraft engine emission factors were updated to reflect revisions to the ICAO Engine Exhaust Emissions Data Bank (as at 7 April 2008). The emission factors were also extended to include factors given as kilogram of pollutant per tonne of fuel burnt and to include additional aircraft types.

18 Information regarding auxiliary power units aboard various aircraft was revised and extended to include additional APU and aircraft types.

20 Emission factors for APUs were updated and extended to include FAA EDMS emission factors (as at April 2008) and emission factors for Zurich Airport (2003).

Additional information has been provided in the revision with regard to: process and information requirements for NPI reporting, description of airport facility operations, NPI reporting threshold calculations relevant for airport-related operations, emission estimation methods applicable to wastewater treatment plants, and transfers of NPI substances in waste.


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national pollutant inventory...national environment protection (national pollutant inventory)...

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