1 

## APPENDIX F **- 4** 

PHILADELPHIA INTERNATIONAL AIRPORT Capacity Enhancement Program Construction Period Air Emissions Inventory

**Bureau of Air Quality Department of Environmental Protection** 2 

### Philadelphia International Airport **Ca pa**  **city Enhancement Program Construction Period**  **Air Emissions Inventory 1**  

### 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 projec t level air emissions inventory . Specificall y, 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 S tate Implementation Plan as one line item . 

### II. **Approach and Methodology**  **A. Pollutants and Alternatives**  The inventoried pollutants include U.S. Environm ental Protection Agency (EPA) criteria pollutants and their precursors and comprise : volatile organic compounds (VOCs), oxides of nitrogen (NO x), carbon monoxide (CO), oxides of sulfur (SO x), particulate matter with an aerodyn amic diameter of 10 micrometer s or less (PM 10 ), and particulate matter with an aerodynamic diameter of 2.5 micrometers or less (PM 2.5 ). For the purposes of this assessment, two Build Alt ernatives have been evaluated:  Alternative A

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

– Paralle l Runway 8 - 26 West Alternative. For simplicity

and to be conservative, the highest estimated amounts of emissions associated with each Build Alternative and ye ar of construction is reported for inclusion into the Attainment SIP . **B .**  **Construc tion**  **Plans and Phasing Schedules** The emissions inventory include emissions from o n - 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 c onstruction activities are assumed to follow standard construction methods and equipment and follow routine operating schedules. Ingeneral, w ork w ould generall y begin with demolition, consisting of pavement removal, pipe/structure removal, topsoil 1 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).3

stripp ing, 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. D eep 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 f ollow 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. Earthw ork would be performed by bulldozers and graders, with hauling performed by tri axle 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 A lternative A would be constructed in three phases over a 13 - year timeframe , beginning in (or about) 2011.  Phase I, over three ye ars , includes:

- Closing Runway

17 - 35 in order to construct the underground portion of the Automated People Mover (APM).

- Extending Runway 9R- 27Land constructing its associated taxiway s.

- Reconstructing and reconfiguring the on - Airport roadway s ys tem 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 corporate4 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 co nstruction to occur. Relocations include Tinicum I sland Road and Island Avenue, the UPS facility, consolidating the Sunoco L ogistics facilities to the Fort Mifflin site and subsequent demolition of Hog Island Pier, constructing the replacement freight rai l 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 - ye ar timeframe, again, beginning in (or about) 2011.  Phase I, over four ye ars , 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- 27Lan d 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 - Airpo rt controlled facilities in order for the future runway construction to occur. These facilities include Tinicum I sland 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 taxiw ays, an d various airfield facilities.  Phase III, occurring over four years , includes:

- Completing the remaining terminal and airfield facility construction.5 - Reconstructing and extending Runway 8 - 26. **C. Emission Factors**  **Construction Vehicles and Equipme nt**  For this a ssessment , the construction schedules and requirements (i.e., work crews, equipment ty

pes, etc.) for each Build Alternative were estimated. These data and information were then combined with appropriate emission factors obtained from the EPA NONROAD 2 and 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) pickup s , dump trucks, concrete trucks, empl oyee vehicles, and other highway regulated vehicles were obtained from the MOBILE6.2 motor vehicle emission model. Emission factors for each equipment ty pe were appli ed 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 2 010. 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 * da ys/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#do cs6

moving soil, and digging, loading/unloading of trucks, movement of trucks on unpaved surfaces, and wind erosion of stockpiles. Fugitive PM 10 , PM 2.5 , and VOC emissions from asphalt paving were also included. **Aircraft** The airc raft component of the emissions inventory was developed using most recent version of FAA’s Emission and Dispersion Modeling Sy stem (EDMS) program (V ersion 5.1). The FAA requires use of EDMS when assessing aviation emission sources at airports 3 and is reco gnized by the EPA 4 as the preferred tool for modeling aircraft emissions. To estimate emissions from aircraft sources, a series of model inputs were needed. These inputs include d 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 anal ys is, the construction -period aircraft operatio nal 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 operation s are forecasted to be the same for the N o 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 period s . However, b y construction year 12 , aircraft taxi time and delay with the Build Alternative are less than the No Action . 

### II **I .**  **Emissions Inventory Results Table**  **1** presents the PHL CEP construction period emissions inventory for VOC, NO x , CO, SO x , PM 10 , and PM 2.5 . Again, for simplicity and to be conservative, the highest estimated amounts of emissions associated with each build alternative (i.e., A and B) and ye ar of construction is reported. As shown, the greatest amounts of emissions are expected to occur during the 10 th ye ar of construction then are expected to decline significantly due to the improved airfield operational conditions attributable to the PHLCEP projects. When compared to the No Action Alternative, this represents an overall decline in emissions.

3 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.7 **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**  **1 0**  **1 1**  **1 2**  **1 3**  **VOC** C onstruction 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**  **- 1**  **72 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**  **SO 2**  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 SO 2**  **Emissio ns**  **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**