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APPENDIX F-4

PHILADELPHIA INTERNATIONAL AIRPORT 

Capacity Enhancement Program 

Construction Period Air Emissions Inventory

Bureau of Air Quality

Department of Environmental Protection
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Philadelphia International Airport

Capacity Enhancement Program 

Construction Period

Air Emissions Inventory1

I. Introduction and Purpose

This document, designated Appendix F-4, describes the Capacity Enhancement Program 

(CEP) construction process and the methodology used in creating a project level air

emissions inventory. Specifically, this inventory addresses emissions associated with the 

construction of the CEP and is inclusive of construction vehicles and equipment, 

construction activities, and aircraft-related emissions during the construction period. The 

emissions from the project will be included in the 2009 projected inventory in the State 

Implementation Plan as one line item.

II. Approach and Methodology

A. Pollutants and Alternatives

The inventoried pollutants include U.S. Environmental Protection Agency (EPA) criteria 

pollutants and their precursors and comprise: volatile organic compounds (VOCs), oxides 

of nitrogen (NOx), carbon monoxide (CO), oxides of sulfur (SOx), particulate matter with 

an aerodynamic diameter of 10 micrometers or less (PM10), and particulate matter with an 

aerodynamic diameter of 2.5 micrometers or less (PM2.5).

For the purposes of this assessment, two Build Alternatives have been evaluated:

 Alternative A – Parallel Runway 8-26 East Alternative; and

 Alternative B – Parallel Runway 8-26 West Alternative.

For simplicity and to be conservative, the highest estimated amounts of emissions 

associated with each Build Alternative and year of construction is reported for inclusion 

into the Attainment SIP. 

B. Construction Plans and Phasing Schedules

The emissions inventory include emissions from on-site construction equipment, 

construction haul trucks, construction worker commuting vehicles, asphalt paving, 

fugitive dust, and emissions associated with aircraft delay during the construction period. 

The aircraft emissions include emissions from the aircraft auxiliary power units (APU) 

while at the gates waiting for departure and emissions from aircraft engines on the 

airfield while waiting for take-off clearance. 

The construction activities are assumed to follow standard construction methods and 

equipment and follow routine operating schedules. In general, work would generally 

begin with demolition, consisting of pavement removal, pipe/structure removal, topsoil 

 

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Submitted on October 12, 2009 on behalf of the Federal Aviation Administration (FAA) by VHB and 

KBE and produced in support of the PHL CEP Environmental Impact Statement (EIS).
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stripping, and fence/light pole removal. Clearing would be minimal, as most of the site is 

paved or grass-covered. Utility work would include utility relocations, electrical duct

bank installation, and construction of drainage systems. Earthwork would follow,

including infield grading and pavement box cutting. Deep cuts, fills, and steep slopes

would be needed because of the installation of the Automated People Mover (APM) and 

for the grading required for Runway 8-26 in Alternative A. Stone placement would 

follow the earthwork. Electrical work would be concurrent and would include the 

installation of conduit runs, manholes and hand holes, lights, signage, and power and 

communication feeds to the navigational aids. Paving would follow the stone work. 

Earthwork would be performed by bulldozers and graders, with hauling performed by triaxle dump trucks and tractor-trailer haul trucks. Trenchers, backhoes, and excavators 

would perform utility work. Pavement removal would be done by saw cutting, milling, 

and by using bulldozers. Paving would be performed using asphalt pavers and rollers. 

The service roads and parking lot add-ons would be constructed concurrently with the 

taxiway and runway work. After paving, the pavement would be marked and the new 

runways would be grooved. The infields would be seeded following asphalt placement. 

The parking lot modifications would include installation of bus shelters, site lighting, and 

new fencing. 

Alternative A

For the purposes of this assessment, it is assumed that Alternative A would be 

constructed in three phases over a 13-year timeframe, beginning in (or about) 2011.

 Phase I, over three years, includes: 

- Closing Runway 17-35 in order to construct the underground portion of the 

Automated People Mover (APM). 

- Extending Runway 9R-27L and constructing its associated taxiways. 

- Reconstructing and reconfiguring the on-Airport roadway system so that the 

Airport can construct the consolidated rental car facility. 

- Constructing and relocating the proposed consolidated rental car facility, 

expanded auto parking and associated parking garages, and baggage claim 

buildings. 

 Phase II, over six years, includes: 

- Re-opening Runway 17-35. 

- Demolishing and reconstructing sections of the terminal complex including 

the parking garages and baggage claim buildings. 

- Reconstructing and lengthening Runway 8-26. 

- Completing the APM. 

- Relocating the existing airfield facilities on the southern side of the airfield 

along the Delaware River in order to construct the proposed new runway, 

Runway 9R-27L, in Phase III. The relocated facilities include the corporate 
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general aviation hangars, fuel farm, ARFF facilities, and the FAA complex 

including the control tower. 

- Relocating various non-Airport controlled facilities in order for future runway

construction to occur. Relocations include Tinicum Island Road and Island 

Avenue, the UPS facility, consolidating the Sunoco Logistics facilities to the 

Fort Mifflin site and subsequent demolition of Hog Island Pier, constructing 

the replacement freight rail spur off Conrail’s existing rail line, and 

constructing a partial replacement facility for the USACE. 

 Phase III, over four years, includes: 

- Constructing the proposed new southern runway, Runway 9R-27L, and 

associated taxiways. 

- Reconstructing the remaining terminal and airfield facilities. 

Alternative B 

Alternative B would also be constructed in three phases over a 13-year timeframe, again, 

beginning in (or about) 2011. 

 Phase I, over four years, includes: 

- Permanently closing Runway 17-35 in order to construct the relocated 

terminal complex. 

- Constructing the relocated terminal complex including the headhouse, auto 

parking garages, and the reconfigured airport circulation roads and interstate 

access. 

- Constructing the APM. 

- Extending Runway 9R-27L and taxiways, along with constructing and 

relocating various facilities. 

- Relocating various airport facilities including the corporate general aviation 

hangars, fuel farm, ARFF facilities, and the FAA complex and control tower. 

- Relocating various non-Airport controlled facilities in order for the future 

runway construction to occur. These facilities include Tinicum Island Road 

and Island Avenue, the UPS facility, the Sunoco Logistics facilities, the 

replacement Freight Rail spur off Conrail’s existing rail line, and the 

replacement facility for the USACE. 

 Phase II, occurring over five years, includes: 

- Constructing the new southern runway, Runway 9R-27L, and associated 

taxiways. 

- Continuing construction of the relocated terminal complex, reconfiguring 

taxiways, and various airfield facilities. 

 Phase III, occurring over four years, includes: 

- Completing the remaining terminal and airfield facility construction. 
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- Reconstructing and extending Runway 8-26. 

C. Emission Factors

Construction Vehicles and Equipment

For this assessment, the construction schedules and requirements (i.e., work crews, 

equipment types, etc.) for each Build Alternative were estimated. These data and 

information were then combined with appropriate emission factors obtained from the 

EPA NONROAD2and MOBILE6.2 emission models to obtain estimates of annual total 

emissions. Emission factors were developed based on Philadelphia-specific information 

including ambient temperature, motor vehicle Inspection and Maintenance (I/M) 

Program, and the vehicular fleet mix and age.

The emission inventories for nonroad (non-highway) equipment were calculated using 

emission factors obtained from the EPA’s NONROAD emissions model (Version 2005)

and/or the EPA Compilation of Air Pollutant Emission Factors (AP-42). Emission 

factors for highway (highway) pickups, dump trucks, concrete trucks, employee vehicles, 

and other highway regulated vehicles were obtained from the MOBILE6.2 motor vehicle 

emission model.

Emission factors for each equipment type were applied to the anticipated equipment work 

output (horsepower-hours of expected equipment use). Operating times for the 

equipment were based on a five-day work week and an eight-hour workday during which 

the equipment may be operating.

A usage factor accounting for the percentage of daily operation and a load factor 

accounting for the average throttle setting relative to capacity were used. That is, a usage 

factor of 0.75 equates to six hours of operation and a load factor of 0.62 equates to 62 

percent of throttle capacity during operation. For the nonroad equipment sulfur dioxide 

and particulate matter emission factors, a diesel sulfur content of 15 parts per million 

(ultra low sulfur diesel fuel) was assumed, based on EPA mandated regulations effective 

June 2010.

For highway vehicles, the anticipated vehicle miles traveled were estimated to determine 

annual emissions. The following equations were used to obtain annual emission rates for 

nonroad equipment and highway vehicles: 

Emission Rate for Nonroad Vehicles (tons/year) = Emission Factor (g/hp-hr) * size 

(hp) * 8 hours per day * Usage Factor * days/year * Load Factor * (1/(453.59*2000) 

tons/g)

Emission Rate for Highway Vehicles (tons/year) = Emission Factor (g/mile) * speed 

(miles/hour) * hours per day * days/year * (1/(453.59*2000) tons/g)

Additionally, the construction emissions inventories for asphalt paving and fugitive dust 

sources were calculated using emission factors within EPA’s AP-42 and other 

publications. Fugitive dust emissions result from the following activities: grading, 

 

2 The NONROAD2005 Model was created by United States Environmental Protection Agency. Further 

information can be found at http://www.epa.gov/otaq/nonrdmdl.htm#docs
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moving soil, and digging, loading/unloading of trucks, movement of trucks on unpaved 

surfaces, and wind erosion of stockpiles. Fugitive PM10, PM2.5, and VOC emissions from 

asphalt paving were also included.

Aircraft

The aircraft component of the emissions inventory was developed using most recent 

version of FAA’s Emission and Dispersion Modeling System (EDMS) program (Version

5.1). The FAA requires use of EDMS when assessing aviation emission sources at 

airports3and is recognized by the EPA4as the preferred tool for modeling aircraft 

emissions. 

To estimate emissions from aircraft sources, a series of model inputs were needed. These

inputs included forecasted aircraft operations, aircraft fleet mix, aircraft engine type, and 

operating times at PHL. Aircraft emissions are calculated using the emission factors, 

specific to aircraft and engine type combinations, multiplied by the time spent in each 

operational mode.

For this analysis, the construction-period aircraft operational parameters were derived 

from the Total Airspace and Airport Modeler (TAAM) computer program which 

accounted for airfield performance conditions during the 13-year construction period.

Notably, aircraft operations are forecasted to be the same for the No Action and the Build 

Alternative through construction-year 10 at which time the No Action Alternative is 

expected to become operationally constrained. Therefore, the aircraft taxi delay time and 

gate delay are generally higher for the Build Alternative during the construction periods. 

However, by construction year 12, aircraft taxi time and delay with the Build Alternative 

are less than the No Action.

III. Emissions Inventory Results

Table 1 presents the PHL CEP construction period emissions inventory for VOC, NOx, 

CO, SOx, PM10, and PM2.5. Again, for simplicity and to be conservative, the highest 

estimated amounts of emissions associated with each build alternative (i.e., A and B) and

year of construction is reported. 

As shown, the greatest amounts of emissions are expected to occur during the 10th year of 

construction then are expected to decline significantly due to the improved airfield 

operational conditions attributable to the PHL CEP projects. When compared to the NoAction Alternative, this represents an overall decline in emissions. 

 

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Federal Register, Volume 63, No. 70, April 13, 1998.

4 Guidelines on Air Quality Models (Revised) with Supplements A and B, EPA-450/2-78-027R, U.S. 

Environmental Protection Agency, July 1, 1997. Codified in 40 CFR Part 51, Appendix W.
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Table 1- Philadelphia International Airport (PHL) Capacity Enhancement Program (CEP)

Construction Period Air Emissions Inventory

Pollutant

Construction Year

1 2 3 4 5 6 7 8 9 10 11 12 13

VOC

Construction Activities 3.7 12 10.1 5.2 6.4 6.1 4.2 4.4 3.5 5.5 4.5 3.7 0.1

Aircraft Delay 21.0 68.1 83.6 69.8 89.7 78.3 29.7 50.1 118 248 132 -96.9 -67.4

Total VOC Emissions 24.7 80.3 93.7 75.0 96.1 84.3 33.9 54.5 122 254 137 -93.2 -67.3

NOx

Construction Activities 37.5 107 78.8 47.0 44.3 46.6 33.8 58.5 17.7 24.0 16.6 15.1 0.2

Aircraft Delay 28.2 95.9 105 90.2 107 93.4 19.9 35.3 149 306 116 -187 -172

Total NOx Emissions 65.7 203 184 137 151 140 53.8 93.9 166 330 133 -172 -172

CO

Construction Activities 35.5 138 113 51.3 82.4 69.2 106 61.1 40.9 44.8 40.9 21.3 2.6

Aircraft Delay 193 630 719 667 796 677 198 421 1056 2082 987 -893 -689

Total CO Emissions 229 768 832 719 878 747 304 482 1,097 2,127 1,028 -872 -686

SO2

Construction Activities 0.1 0.4 0.3 0.2 0.2 0.2 0.2 0.1 0.1 0.2 0.1 0.1 0.0

Aircraft Delay 9.2 30.8 34.0 29.8 35.1 30.0 7.8 17.0 48.4 97.1 46.3 -44.9 -36.9

Total SO2 Emissions 9.3 31.2 34.3 29.9 35.3 30.2 8.0 17.1 48.6 97.2 46.4 -44.8 -36.9

PM10

Construction Activities 11.0 16.0 25.7 11.8 17.2 11.7 11.8 7.9 7.2 27.2 25.5 53.7 5.0

Aircraft Delay 1.8 6.1 6.7 5.8 5.1 3.5 1.4 3.5 10.1 20.6 9.7 -9.9 -7.8

Total PM10 Emissions 12.8 22.1 32.5 17.6 22.3 15.2 13.1 11.4 17.3 47.7 35.2 43.8 -2.9

PM2.5

Construction Activities 6.3 10.5 20.8 7.1 12.4 6.8 7.0 3.1 2.6 22.4 20.8 49.1 0.5

Aircraft Delay 1.8 6.1 6.7 5.8 5.1 3.5 1.4 3.5 10.1 20.6 9.7 -9.9 -7.8

Total PM2.5 Emissions 8.2 16.5 27.6 12.9 17.5 10.3 8.4 6.7 12.7 42.9 30.5 39.2 -7.3