OHIO 

2005 Base Year SIP lnventory 

Ohio Environmental Protection Agency 

Lazarus Government Center 

50 West Town Street, Suite 700 

Columbus Ohio 43215 

Prepared by Ohio EPA 

Division of Air Pollution Control 

Emissions Inventory Unit 

June 2007 
Table of Contents 

Section Paae 

Introduction ................................................................................................ 3 

1.0 Point Sources ............................................................................................. 4 

2.0 Area Sources ............................................................................................. 8 

3.0 Non Road Sources ................................................................................... 30 

4.0 On Road Sources ..................................................................................... 32 

5.0 MAR Sources ........................................................................................... 49 

2-1 Categories included in the 2005 area source Inventory ................................... 8 

2-2 Vapor pressures and emission factors for selected active ingredients ................. 9 

2-3 VOC Emission Factors and Paint Usage Factors ........................................ 10 

2-4 Solvent Cleaning SCC Emission Factors ................................................. 12 

2-5 Categories included in Industrial Surface Coating ........................................ 17 

2-6 NAICS Codes Used for Industrial Surface Coating .......................................... 17 

2-7 Emission Factors Used for Wood Burners included in Area Sources ................... 24 

- 

2-8 . Area Sources with Applied . -Gro 

3-1 NMIM NCD Tables for Specific Years and States ........................................... 32 

4-1 Federal Functional Class Categories ........................................................... 38 

4-2 DVMT Summary by County ................................................................... 39 

4-3 Speed by Federal Functional Class ............................................................. 43 

4-4 Link Group Codes & Associated BPR Curves ....................................... 44 

4-5 Mobile6 Inputs ................................................................................. 46 

4-6 LADCO Data Output ............................................. ............. 54 

4-7 County Summary Table of MPOs by County .......................................... 55 

5-1 Number of operations and LTOs for 2005 .............................................. 59 

5-2 EDMS Aircraft Emissions .................................................................. 64 

5-3 Fleet Emission Factor Categories ....................................................... 66 

5-3 Pollutant by County (Sample) ........... : .................................................. 69 

1 ........................................ Speed Comparison Graphs ................................. 42 
2005 Base Year SIP Inventory for Ohio 

Introduction 

In April 2004, U.S. EPA designated over 400 counties nationwide as non-attainment for 

the new 8-Hour Ozone ambient air quality standard. Of the 400, thirty- three counties 

are in Ohio. The 1990 Clean Air Act Amendments (CAAA) requires all states to revise 

and submit State Implementation Plans (SIP) for areas which are classified as nonattainment of the National Ambient Air Quality Standards (NAAQS) for ozone. The 

following site provides a map of Ohio's counties with either a Moderate or a basic nonattainment designation: htt~:l/www.e~a.state.oh.us/da~claeneral/Ohio8-Hour NonattainmentAreas0415204 I .pdf 

As part of the designation of non-attainment areas for the 8-hour ozone standard, a new 

attainment demonstration SIP will be necessary. A key element in the overall SIP 

planning process is the need for an updated emissions inventory. This document 

presents the 2005 Base Year Ozone SIP Emissions lnventory for Ohio as required by 

the CAAA of 1990. It includes NOx and VOC emissions for point, area, on-road mobile 

and non-road mobile for the State of Ohio. 

This technical report documents the procedures and the methodologies that were used 

in the development of summer day volatile organic compound and nitrogen oxides 

emissions for all counties in Ohio. This report describes the following: 

1. Identification of stationary and mobile sources included in the 

inventory; 

2. Sources of data, and data collection methods used in the development 

of the inventory; 

3. Methods and procedures used to estimate volatile organic and nitrogen 

oxides; and 

4. Assumptions considered in the development of the emissions 

inventories. 

The intent of this report is to describe how the inventory was prepared, and what 

information was considered in the inventory development. 

This document is comprised of 5 sections, one section for each inventory type. The 

biogenic inventory is not being discussed in this document because Ohio EPA did not 

participate in the generation of this inventory. Lake Michigan Air Directors Consortium 

(LADCO) ran EPA's BEIS model in the Emission Modeling System (EMS) to generate 

Summer Weekday emissions for VOC and NOx. 
SECTION I 

POINT SOURCES 

Emissions and source specific data for point sources are collected for the 2005 baseyear SIP inventory by the Ohio Environmental Protection Agency (Ohio EPA.) The 

primary source of data for point sources is facility reported STARShip files. STARShip 

is a software package developed by Ohio EPA, Division of Air Pollution Control (DAPC), 

to assist the regulated community in preparing and submitting a variety of electronic 

permit applications and reports to the DAPC. These data are reported by the Title V 

facilities annually as part of the emissions feelinventory process conducted by Ohio 

EPA and include emissions, process rates, operating schedules, emissions control data 

and other relevant information. 

The STARShip files are electronically transferred to the DAPC and stored into the 

Division's Oracle database, STARS. The files are reviewed by the local air agencies 

and Ohio EPA district and central office staff. After review, the data are imported into 

Excel and linked with an Access@ database to further process the information into the 

federally approved National Emission Inventory (NEI) database format in version 3.0. 

The files are quality assured again using the United States Environmental Protection 

Agency's (U.S.EPA) QAIQC software for format and content. The data is finally 

submitted to LADCO for emissions processing through the Emissions Modeling System. 

The State provided inventory for Electric Generating Units (EGU) is replaced with the 

Federal EGU inventory. The EGU inventory is compiled by U.S. EPA's Acid Rain 

Program. It is based on facility reported emissions as measured by continuous 

emissions monitors. In conclusion, the final point source inventory is a hybrid of the 

federal EGU inventory and the state provided non-EGU units. 

A.major distinction- typicallymade~in~--emissiarrsinventoriesis~that-between- point--and~ 

area sources. In this inventory, point sources are sources for which individual records 

are maintained for that source. Such records are maintained for all Ohio Title V facilities 

(706 facilities statewide). The area source inventory accounts for facilities from nonTitle V facilities and calculates emissions information using surrogate emissions factors 

based on energy usage, population, employment records, or other reliable data. A 

more detailed discussion of the area source inventory is provided in Section 2. The 

point source inventory described herein is considered to be the most current and 

accurate source of emissions data available for 2005. 

1.1 Point Source Process Emissions 

Ohio EPA defines point source process emissions as those which occur at an 

identifiable Title V stationary stack or vent. Point source emissions not emitted from 

discrete stacks or vents are termed fugitive emissions and are discussed in Section 1.2. 
1.1.1 Source Identification and Data Collection 

The sources to be included in the 2005 base year inventory are identified using the Title 

V STARS database. Facility production and emissions data are included in this 

database. This information is facility-reported actual 2005 emissions. 

1 .I .2 Non-reactive VOC Emissions Adjustments 

Sources are required to identify emissions of photochemically non-reactive Volatile 

Organic Compounds (VOC.) Based upon this information, those emissions have been 

specifically excluded from the 2005 base line inventory in accordance with U.S. EPA's 

"Recommended Policy on the Control of Volatile Organic Compounds." A complete list 

of the compounds that U.S. EPA has identified as being photochemically non-reactive, 

and therefore not included in the inventory, are listed below: 

Methane 

Ethane 

Methylene chloride 

Methyl chloroform 

Trichlorofluoromethane (CFC-11) 

Dichlorodifluoromethane (CFC-12) 

Chlorodifluoromethane (CFC-22) 

Trifluoromethane (HFC-23) 

Chlorofluoromethance (HCFC-31) 

Difluoromethane (HFC-32) 

Decafluoropentane (HFC-43-1 Omee) 

Ethylfluoride (HFC-161) 

Trichlorotrifluoroethane (CFC-113) 

Dichlorotetrafluoroethane (CFC-114) 

Chloropentafluoroethane (CFC-115) 

2,2-Dichloro-I, I ,I -trifluoroethane (HCFC-123) 

1 ,I ,2-Trifluoroethane (HCFC-123a) 

2-Chloro-I ,I ,I ,2-tetrafluoroethane (HCFC-124) 

Pentafluoroethane (HFC-125) 

1 ,I ,2,2,-Tetrafluoroethane (HFC-134) 

1 ,I ,I ,2-Tetrafluoroethane (HFC-134a) 

I ,I-Dichloro-I-fluoroethane (HCFC-141 b) 

I-Chloro-I ,I ,-difluoroethane (HCFC-142b) 

1 ,I ,I -Trifluoroethane (HFC-143a) 

Fluoroethane (HCFC-15la) 

I ,I-Difluoroethane (HFC-152a) 

Pentafluoropropane (HFC-225ca) 

Pentafluoropropane (HFC-225cb) 

Hexafluoropropane (HFC-236ea) 

Hexafluoropropane (HFC-236fa) 

Pentafluoropropane (HFC-245ca) 

Pentafluoropropane (HFC-245ea) 

Pentafluoropropane (HFC-245eb) 

Pentafluoropropane (HFC-245fa) 
Pentafluorobutane (HFC-365mfc) 

Parachlorobenzotrifluoride (PCBTF) 

Methoxybutane 

Nonaflourobutane 

Heptafluoropropane ((CF3)2CFCF20CH3) 

Heptafluoropropane ((CF3)CFCF20C2H5) 

Perchloroethylene 

Cyclic, branched or linear completely methylated siloxanes 

Methyl acetate 

Volatile methyl siloxanes 

Acetone 

1 .I .3 Emissions Estimation Methodologies 

Since source reported actual annual emissions are used in the 2005 base year 

inventory, no estimation methods are necessary. The reports are provided to LADCO in 

National Emissions Inventory Input Format (NIF) 3.0 format. LADCO imported and 

processed the NIF files in EMS and applied temporal and spatial profiles to the annual 

emissions to calculate the July weekday emissions rates. The final point source 

inventory is split into two separate reports, the Electric Generating Units (EGU) which is 

the U.S. EPA inventory for electric generating units and the non-EGU which is the state 

inventory minus the EGU units. 

1.2 Point Source Fugitive Emissions 

Another type of emissions data which is required to be filed from point sources is 

fugitive emissions. Before 1990, fugitive emissions were categorized as area sources 

due to the lack of detailed information available for fugitive sources. However, since th-e.s~e. em~sian~s are - n-ow .ele~ctrmically. re~oorted.~.d--in~~th.e~~.State'te'SS6~etE-*attib~a.s.e

STARS, these emissions can be classified as point sources. 

1.3 References 

Recommended Policy on the Control of Volatile Oraanic Com~ounds. U.S. 

Environmental Protection Agency, Research Triangle Park, NC, Revised January 18, 

1989. 

Procedures for the Preparation of Emission Inventories for Carbon Monoxide and 

Precursors of Ozone. Volume I: General Guidance for Stationarv Sources. EPA-45014- 

91-016, Office of Air Quality Planning & Standards Research, Triangle Park, NC. May 

1991. 

Compilation of Air Pollution Emission Factors. Fourth Edition and Supplements, AP-42. 

U.S. Environmental Protection Agency, Research Triangle Park, NC, September 1985. 
Guidance for the Preparation of Quality Assurance Plans for 03lCO SIP Emission 

Inventories. EPA-45014-88-023, U.S. EPA Office of Air Quality Planning and Standards, 

Research Triangle Par, NC, December 1988. 

Documentation for the 2002 Electric Generatinu Unit National Emissions Inventory 

(NEI). Eastern research group, lnc., 1600 Perimeter Park Drive, Morrisville, NC 27560 

and E.H. Pechan and Associates, inc., 5528-B Hempstead Way 
SECTION 2 

AREA SOURCES 

Area sources are sources which are typically small, individual, numerous, and have not 

been inventoried as specific point, mobile, or biogenic sources. For inventory purposes, 

they are grouped with other like sources into categories that allow emissions to be 

calculated collectively using one methodology. Since area sources are traditionally 

defined at the county level, most methods are designed to estimate area source 

emissions at the county level. 

Ohio EPA has either used published Emission Inventory Improvement Program (EIIP) 

methodologies or selected other methodologies which are shared by other states. The 

decision of which methodology to use was largely based on Ohio's data availability. 

Data which was not available on a county-level is estimated by assigning a percentage 

of the state's total activity to each county based on the state's population or employment 

information. 

The area sources discussed in this document are those that emit oxides of nitrogen 

(NOx) andlor VOC into Ohio's atmosphere. Table 2-1 lists the categories included in the 

2005 area source inventory: 

Table 2-1 Categories included in the 2005 area source inventory 

VOC 

Emissions 

2.1 Agricultural Chemical Applications 

~ . ~ ~.~ ~ .~~~ ~~~~~~ ~~~~ ~~ .-.. ~~~~.~~~~~ ~ . . 

2.2 Architectural Surface Coatings 

2.3 Auto Body Refinishing 

2.4 Consumer & Commercial Solvents 

2.5 Solvent Cleaning 

2.6 Fuel Marketing 

2.7 Graphic Arts 

2.8 Hospital Sterilizers 

2.9 lndustrial Rubber & Plastics 

2.10 Industrial Surface Coating 

2.1 1 Landfills 

2.12 Portable Fuel Containers 

2.13 POTW 

2.14 Traffic Markings 

NOx & VOC NOx 

 missions 

2.15 Outdoor Wood Boilers 

2:~6~-lndustrial~Disti[late~l . .. 

Combustion 

lndustrial Residual Oil 

Combustion 

lndustrial Natural Gas 

Combustion 

2.17 Residential Coal 

Combustion 

Residential Distillate Oil 

Combustion 

Residential LPG 

Combustion 

Residential Natural Gas 

Combustion 

Residential Wood 

Combustion 

2.18 Structure Fires 

 missions 

2.19 Human 

Cremation . . ..... .... ~~ .~ ~ 
2.1 Agricultural Chemical Applications - 2005 

(SCC 246850000) 

VOC 

Ohio farmers use mostly Atrizine and 2, 4-D chemicals in their chemical applications for 

three main crops: corn (SCC 2461850051), soybean (SCC 2461850055), and wheat 

(SCC 2461850056 for Grains). Other pesticides, as well as many inactive ingredients in 

pesticide products, are volatile organic compounds (VOC). SCC 246850000 was used 

to describe all the agricultural chemical use processes. 

There are two hazardous air pollutants of concern for agricultural chemical use 

emissions in Ohio: atrazine, and 2,4-D. In Ohio, atrazine and 2,4-D are used on corn, 

2,4-D is used on soybeans and winter wheat. In 2005, 2,4-D was applied to 5% of the 

acreage used to grow soybeans and winter wheat at an annual rate of 0.46 and 0.56 lb 

per acre, respectively. 5 

The STAPPA-ALAPCO-EPA Emission Inventory Improvement Program (EIIP) 

Document Series -Volume Ill, Chapter 9 suggests calculating emissions from 

pesticides based on the vapor pressure of the active ingredient. The vapor pressures of 

the atrazine, and 2,4-D, along with the appropriate emission factors are listed in Table 

2-2.4 

According to Ohio's Department of ~~riculture~, Ohiofarmers use Atrizine pesticide with 

42.6 percent active ingredient and 56.5 percent inert ingredient. The 2,4-D pesticide 

contains 46.8 percent active ingredient and 53.2 percent inert ingredient. While these 

percentages are not across the board, they represent the majority of what is being used. 

Ohio farmers use Atrizine and 

2, 4-D in a liquid solution formulation type which is mixed with water when ready to use, 

and spray applied 90 percent of the time. The average atrazine fertilizer applied would 

be 65.4% atrazine and 3% ethylene glycol. This makes the ratio of ethylene glycol to 

atrazine equal to about 0.04587. This ratio was multiplied by the amount of atrazine 

applied to estimate ethylene glycol emissions (for the corn crop). 

To estimate the VOC emissions from agricultural chemical use, an alternative method 

from the EllP document was used as shown below. An emission factor of 2.45 lb of 

VOC per lb of active ingredient applied was multiplied by a 90% emission rate and by 

the total quantity of pesticides applied per acre. 
E = VOC emissions 

A= Harvested acres 

R = Pounds of pesticide applied per year per harvested acre (see above). 

I = Pounds of active ingredient per pound of pesticide (assume a factor of one) 

ER = Evaporation rate (typically 0.9) (Wiens, 1977) 

2.2 Architectural Surface Coatings - 2005 

(SCC 2401001000) 

VOC 

Architectural Surface Coatings is typically considered to be a non-industrial category 

which homeowners and painting contractors use for coating the interior and exterior of 

houses, buildings, and other surfaces. This category includes emissions from the 

application of paint, primer, or varnish to architectural surfaces, the use of solvents as 

thinners, and the use of solvents for associated cleanup. Two types of paint are used to 

categorize this area source: water-based (2401003000) and solvent-based paint 

(2401002000). Solvent-based paint typically contains substantially higher volatile solvent 

contents than water-based paint. 

Table frcE~ tiSk 2-3 xDocume lists the emission Goinn nnffoOrr. factors thhee..~5022222NN666nnnnaao~ttt in calculating the tS~oo~rrccee~ VOC rEi.~f-G.F~Crriitteefi.aaa emissions which aAirrrFoKttaanntss are acquired 

(CAPS) and Hazardous Air Pollutants (HAPS)", January 2004, by ~echan' and 

prepared for Emission Factor and Inventory Group (EFIG). 

Table 2-3 VOC Emission Factors and Paint Usage Factors: 

Paint Type 

Solvent-Based Paint 

The per capita usage factors are estimated by dividing the total volume of each type of 

coating shipped by the 2002 U.S. population2 288,368,698. 

I I 

VOC Emission Factor 

(Iblgal) 

3.87 

Usage Factors 

(gallperson) 

0.4158 

Water-Based Paint 0.74 2.0444 
2.3 Auto Body Refinishing - 2005 

(SCC 2401005000) 

VOC 

Auto body refinishing is categorized as non-industrial surface coating. This category 

includes the repairing of damaged vehicles to any coating applications which occur after 

those applied at the original manufacturers' assembly plant are included in this category 

(only auto repair shops not coating of new cars). This area source includes paint and 

thinning solvents used as well as for surface preparation and clean-up. 

The methodology is based on the per capita emissions factor because it is considered 

to be a more reliable factor than the employment factor and since, Auto body refinishing 

facility identifications and activity data were not available, the Ohio Department of 

Development, Office of Strategic Research, was used to obtain the population estimates 

by county to determine the emissions e~timation.~ 

The VOC emissions factor (EF) of 1.3 lblperson is applied to each county's population. 

This EF includes a thirty-three (33) percent promulgated rule reduction. Since auto body 

repair shops may also be point sources, the area source emissions estimate will have to 

be adjusted by removing the total point source emissions. However, in Ohio, there are 

no point sources identified for this category so no such adjustment is made. 

2.4 Consumer & Commercial Solvents - 2005 

(SCC 2465000000) 

VOC 

This area source includes a wide array of products including personal care products, 

household cleaning products, household pesticides, automotive aftermarket, adhesives 

and sealants, FlFRA regulated products, coatings and related products. The majority of 

VOC emitted into the air from this category is a result of evaporation of the solvent 

contained in the product or from the propellant released during use. This category 

includes household use as well as businesses, institutions, and industrial manufacturing 

operations. 

Industrial solvent applications may also be point sources so adjustment must be made 

to the area source emissions by removing emissions due to point sources. However, in 

Ohio there are no point sources which contributed VOC emissions from this category. 

Ohio used the population7 based methodology because this data was more readily 

available than the costly product use or sales surveys. The Ohio Department of 

Development, Office of Strategic Research, was used to obtain the population estimates 

by county to determine the emissions estimation. VOC emissions were calculated 

using a 7.3 lblperson emissions factor which was obtained from the 1999 NEI document 

(Vol. Ill) 
The 1999 Base Year Non-~oint Source National Emissions Inventory for Hazardous Air 

Pollutants (NEI) document dated 9/28/2001 and published by the Emission Factor and 

lnventory Group at RTP was consulted.' 

2.5 Solvent Cleaning - 2005 

(SCC 241 5000000) 

VOC 

This area source (also known as "degreasing") includes two classifications: 

Solvent Cleaning 

- Cold Cleaning for Automobile Repair (241 5360000) 

- Cold Cleaning for Manufacturing (241 5345000) - Vaporlin-line Cleaning for Electronics & Electrical (2415230000) 

- Vaporlin-line Cleaning for Other (241 5245000) 

Solvent Cleanup 

- Wipe Cleaning of External Surfaces 

The Emissions lnventory Improvement Program (EIIP)'. Volume Ill; Chapter 6 - Solvent 

Cleaning lists several methods of estimating emissions from solvent cleaning. Some of 

the preferred methods and the alternative methods call for conducting a survey of 

subset of solvent cleaning users, facilities, or suppliers. Because this would require 

more resources than the state can devote, Ohio utilized the methodology requirin Y employment data obtained from the U.S. Census Bureau, County Business Patterns 

which requires employment data. 

. p~-~ Each so~vent-c~eaning..SC_C_c_cide_ntifie~.~~a_b~veeha~SSannnE:E.Eass.indicatedb~ ~- 

which is used to calculate the VOC emissions by county. The resultant emissions are 

reduced by thirty (30) percent to account for the Maximum Achievable Control 

Technology (MACT) rules and are also reduced to account for point source emissions. 

Table 2-4 Solvent Cleaning SCC Emission Factors 

241 5360000 270 Iblemployee 

241 5345000 24 Iblemployee 

241 5230000 29 iblemployee 

2415245000 9.8 Iblemployee 

2.6 Fuel Marketing - 2005 

VOC 

Currently, there are essentially two types of fuel dispensed at gasoline service stations 

to consumers in Ohio, unleaded gasoline and diesel. As a result of the low volatility of 

diesel fuel, the evaporative emissions from diesel fuel at service stations are very small 
and considered negligible. However, the evaporative emissions from gasoline fuel are 

significant and will be discussed in this section. The following emissions are covered: 

a) Delivery trucks in transit (SCC 2505030120) 

b) Stage I (transfer of gasoline from tank trucks to storage tanks at service 

stations) (SCC 2501050120 & 2501060053) 

c) Stage ll (transfer of gasoline from storage tanks at service stations to the 

vehicle gasoline tank) (SCC 2501060100) 

d) Gasoline station storage tanks; and 

e) Spillage 

Truck Transit (SCC 2505030120) 

Gasoline tank trucks in transit are considered an evaporative loss of VOC emissions 

because evaporative emissions of gasoline vapor occur (I) from loaded tank trucks 

during the transportation of gasoline from the bulk terminalslplants to the gasoline 

service stations, and (2) from empty tank trucks returning from service stations to bulk 

terminalslplants. This category consists of the VOC losses during the transit of 

gasoline in the trucks. 

Per the Emission Inventory Improvement Program, the county-level fuel sales statistics 

should have been obtained to calculate these emissions but the county-level statistics 

were not available. Therefore, Ohio obtained state total fuel sales data through Ohio 

Department of ax at ion" which was then apportioned to the county level based on VMT 

county data obtained from Ohio Department of ~rans~ortation" 

The emissions from gasoline trucks in transit is estimated using the following equations. 

GTA = 

TGD + TGT (Eq. 1.1) TGD 

Where: 

GTA = Gasoline transportation adjustment factor (default value of 1.25) 

TGD = Total gasoline dispensed in a county 

TGT = Amount of gasoline transported twice within a county 

and 

TTE = (TGD x LEF x GTA) + (TGD x UEF x GTA) 

1,000 (Eq. 1.2) 

Where: 

TTE = Annual emission of a pollutant from tank trucks in-transit (tons) 

LEF = Loaded tank truck in-transit emission factor (lb11,OOO gal 

throughput) 

UEF = Unloaded tank truck in-transit emission factor (lbl1,OOO gal throughput) 

The total gasoline transported is multiplied with an emission factor of 5.5 E-03 lb11000 

gallon transported for tank transit under loaded conditions and 5.5 E-02 lb11000 gallon 

transported for tank transit under unloaded conditions. 
Gasoline Distribution Stage 1 

Filling Losses (SCC 2501060050) 

Stage I fueling is defined as the gas retail operations from the truck delivery drop losses 

and underground tank breathing. This category consists of the VOC loading losses 

from underground storage tanks during the transfer of fuel from the trucks. VOC 

calculations are based on ninety-five (95) percent submerged fill and five (5) percent 

splash for all counties. The VOC emissions calculation is also based on a ninety (90) 

percent rule effectiveness and a hundred (1 00) percent rule penetration for controlled 

counties. 

Standing Losses (SCC 2501060201) 

Breathing emissions losses from storage tanks occur during diurnal changes in 

barometric pressure, temperature and from gasoline evaporation. To calculate VOC 

emissions from the storage or breathing losses, an EF of 1.000E+00 lb per 1000 gallons 

of gas throughput is used for all counties except for the 16 original counties which are 

non-attainment for ozone. The EF used for those 16 counties, is 1.000E-01 lb11000 

gallons of gas throughput. The value for the non-attainment counties was discussed 

with Mr. Bill ~uris", Supervisor within Ohio EPA's Division of Air Pollution Control. Mr. 

Juris is familiar with Ohio's GDF VOC regulations and practices. 

Gasoline Distribution Stage 2 (SCC 2501060100 & 250106103) 

Vehicles refueling at service stations are the source of VOC emissions as vapors are 

displaced from automobile tanks during filling (2501060100) and from spillage 

(2501060103) of gasoline. The quantity of displaced vapors is based on gasoline 

throughput and is affected by gasoline temperature, gasoline volatility and, most .~ -<-- ~ .~ ~ ~ ~ .st.5~~~~.--~ ~-~~ 

~mportaiitly, by the presence of vapor recovery equipment. gel1 vapor recovery 

equipment is required at all service stations in the 16 original non-attainment counties 

for ozone that market in excess of 10,000 gallons per month. 

The VOC emissions factor for filling operations is 1 .OE+01 lbs/1000 gallons. For the 

sixteen counties that are subject to controls, a control efficiency of ninety-five (95) 

percent with ninety (90) percent rule effectiveness and a ninety (90) percent rule 

penetration is used in the calculation of emissions. The VOC emissions factor for 

spillage is 0.7 lbs/1000 gallons of gasoline for the 72 unregulated counties and 0.4 

lbs11000 gallons of gasoline for the controlled counties. 

2.7 Graphic Arts - 2005 

(SCC 2425000000) 

VOC 

Graphic arts and printing operations emit volatile organic compounds (VOC) during the 

printing operations of newspaper, books, magazines, fabrics and other materials. The 

graphic arts industry includes six segments, separated by technology: rotogravure, 
flexography, offset lithography, letterpress, screen, and plate less printing. Most of the 

VOC emitted by graphic arts operations come from the fountain solutions, printing inks, 

and cleaning solutions. 

This area source includes printing operations not included in the point source inventory. 

The emissions estimates do not include large operations accounted for in the point 

source section of the inventory. 

The graphic arts chapter of the EIIP, vol. Ill provides a VOC emissions factor for the 

printing industry based on population of 1.3 pounds VOC per capital3 The emissions 

factor covers uncontrolled graphic arts emissions from facilities that emit fewer than 100 

tons per year VOC. 

2.8 Hospital Sterilizers - 2005 

(SCC 2850000010) 

VOC 

Small amounts of Ethylene Oxide (EO) are used in sterilization of hospital surgical 

equipment and plastic devices that cannot be sterilized by steam. EO is used as a 

sterilizer because of its potency and effectiveness in destroying pathogens without 

damaging the integrity of the device. 

The methodology used to calculate EO emissions in Ohio called for the number of beds 

in each hospital size to use the appropriate EF as shown below14: 

Hospital Size 

The number of hospitals and beds per county for Ohio can be obtained from the Ohio 

Hospital Association which provided hospital information via the AHA Guide published 

by Health ~0rum.l~ Based on national sales of EO in 2002, Ohio's EO emissions are 

calculated to be 7.3 tons (based on Ohio's share of hospital beds of 3.5 percent). 

- I I 

2.9 Industrial RubberlPlastics - 2005 

(SCC 2430000000) 

VOC 

I I 

# Beds 

Medium 

This category is calculated using the 2004 employment data obtained from the United 

States Census Bureau3 for each county for the following North American Industry 

Classification System (NAICS): 

Emission Factors 

(kg EOlyrlbed) 

200-500 0.63 

Small <200 0.82 
A VQC EF of 203 Ibs/employee is recommended to estimate the area source VOC 

emissions. Although the point source VOC contribution (1 I 'I6 annual tons of VOC) is 

subtracted from the emissions of this area source, this category remains the highest 

category of VOC emissions. After bringing this issue to the attention of the other States 

in the LADCQ region, it is decided that the emissions factor has a high degree of 

uncertainty and it will significantly skew the overall VOC estimate for this area source. 

This category is left out from the emissions table but it is kept here for documentation. 

2.40 industrial Surface Coating - 2005 

(SCC see table 2-5) 

VOC 

Surface coating operations involve the application of a thin layer of coating (paint, 

lacquer, enamel, varnish, ink, etc.) to an object for decorative or protective purposes. 

The coating can be applied by brushing, rolling, spraying, flow coating or dipping the 

object. Surface coatings include coatings that are applied during the manufacture of a 

wide variety of products such as furniture, cans, metal coils, automobiles, other 

transportation equipment, machinery, appliances, flat wood, wire, and other 

rnisceilaneous products. 

The Volatite Organic Compound (VOC) emissions result as the thinner or solvent used 

to facilitate the application of the coatings evaporates. This category does not include 

architectural surface coatings, traffic markings, automobile refinishing or aerosols. 

Since the use of surface coatings by manufacturing industries is so widespread, it, is 

extremely difficult to identify all ~~... of the industries in which coating materials -, are "." . .. ." ". .". . 

consumed. 

This area source contains several categories as listed below in Tabble 2-5. The 

appropriate NAlCS codes are used for each category, as shown in Table 2-6, to obtain 

employment data3 from Bureau of Labor Statistics for each county. The VOC 

emissions factors are obtained from the STAPPA-ALAPCO-EPA EllP (Emission 

inventory Improvement Program), Volume Ill, September 1997 '6 To avoid double 

counting, the net VOC emissions are calculated by subtracting the portion of VOC 

contributed from Ohio's point sources. 
Table 2-5 Categories included in lndustrial Surface Coating 

Table 2-6 NAlCS Codes Used for lndustrial Surface Coating 

CATEGORY 

Factory Finished Wood 

Furniture and Fixtures 

Metal Containers 

Sheet, Strip and Coil 

Machinery & Equipment 

Large Appliances 

Electrical Insulation 

Automobiles (new) 

Other Transportation 

Equipment 

Marine Coatings 

Other Product Coatings 

High Performance 

Coatings 

Other Special Purpose 

I Automobile Repair 1 488490,441 110,441 120,4471,441222,441210. 

SCC 

240101 5000 

2401 020000 

2401 040000 

2401045000 

2401055000 

2401 060000 

2401 065000 

2401070000 

2401075000 

2401080000 

2401 090000 

2401 I00000 

2401200000 

2.11 Municipal Solid Waste - 2005 

(SCC 2620030000) 

VOC 

Manufacturing 

Electronics and Electrical 

Other 

Landfill gas (LFG) is produced from the biodegradation of the organic matter in the solid 

waste disposed in landfills. LFG emissions can occur either on-site or in surrounding 

areas. The principal components of LFG are methane, carbon dioxide, and other NonNAICS 

321 

337 

332431 

332812 

333 

3352 1 

334 

3361 

336 

3366 

339 

81 1 

NOT DONE 

81 11 1 

337, 331, 332, 333,335,336, 334, 339 

335 

337, 337, 331, 332, 333, 335, 336, 334, 339, 

488490,441 110,441 120,4471,441222,441210, 

81 11 

VOC EF 

131 

Lblernployeelyear 

944 

Lblemployee/year 

6029 

Lblemployeelyear - 

2877 

Lblemployeelyear 

77 Lblemployeelyear 

463 

Lb/employee/year 

290 

Lb/employee/year 

794 

Lblernployeelyear 

35 Lblemployeelyear 

308 

Lblemployee/year 

0.6 Lblpersonlyear 

0.8 Lblpersonlyear 

0.8 Lblpersonlyear 
Methane Organic Compounds (NMOC). NMOC emissions account for about 0.10 

percent of LFG. 

The calculation of LFG emissions is done in two parts. The first part calculates the 

emissions from non-flaring MSW landfills and the second calculates the emissions from 

flaring or controlled MSW landfills. 

Non-flaring LF means that the generated LFG is emitted directly into the ambient air 

without any collection systems or methods of control. Therefore, only uncontrolled 

(fugitive) emissions of non-flaring municipal solid waste landfill are calculated. The 

controlled LF has a flare system which combusts the gases being emitted from the LF 

and controls the amount of gas going into the air. 

The EllP methodology1' to calculate methane gas emissions requires municipal solid 

waste tonnage deposited in the landfills for the last 25 years. However, the Ohio EPA 

Division of Solid and Infectious waste1' has input data starting only from 1982. 

Therefore, Landfills which did not record or report its waste intake for that period was 

not included in the database. Landfills with control are identified as having flares or use 

which means the gas is collected for use on site or elsewhere, although the method 

may not be known. Collecting the LF gas and/or flaring are considered a control 

method and the flare equation is applied. 

The preferred method is used which is based on landfill capacity and tonnage input of 

waste and the number of years the landfill operated and the number of years it has 

been closed. Seventy five (75) percent collection efficiency and ninety-five (95) percent 

control efficiency are used per AP-42 Compilation of Air Pollutant Emission ~actorsl~. 

The protocol dictates that if a LF closes during an inventory year, then a zero "O" is 

assigned for the "years closed" since the LF took waste for part of the year prior to 

closure. Since there was only capacity data available from 1982 (rather than the 25 ~~.~ ---- ~ ~ 

years required for the methodology), 23 years was tke maxlmum number ofyears used 

in the calculation of average waste disposed. 

This methodology identifies 2 equations to be used to calculate LF emissions. First for 

uncontrolled emissions: Q = L R (e -"- e where: 

Q = Methane emissions in m3/yr 

R = Average annual capacity over life of LF (in tons) 

c = Years LF is closed to inventory year. "0" if still active 

t = Years LF is open. 

k = 0.041yr (factor from AP-42 since Ohio gets about 37 inches of rainlyr per Dana 

Thompson) 

L = 3,530 Ft3lton (100 m3lMg) factor from AP-42 

For controlled emissions: 

P (1 -% collection EFF/1 00) + (P (% collection EFFII 00) (1 - % control EFF1100)) 

Where: 
P = Uncontrolled emissions 

% collection EFF = 75% from AP-42 

% control EFF = 95% from AP-42 

The toxic pollutants are calculated using the methane production rate and the EllP 

calculation formula that involves the compound molecular weight and the co-disposal 

factor. The VOC emissions are equal to the emissions from all toxics minus methylene 

chloride, mercury, and perchloroethylene (PERC.) 

2.12 Portable Fuel Containers - 2005 

RESIDENTIAL (SCC 250101 1010) 

COMMERCIAL (SCC 2501012010) 

VOC 

These containers commonly known as "gas cans," and their spouts contribute VOC 

emissions to the ambient air in several ways, including: 

Permeation of vapors through walls in containers made from a plastic known as 

High Density Polyethylene (75 % of residential gas cans are made from this 

plastic.) 

Escaping fumes while fuel is being dispensed 

Spillage and 1 or over-filling as fuel is being poured into equipment 

Spillage and evaporation through secondary vent holes and 

Evaporation through inadequately capped spouts. 

To calculate this area source's VOC emissions, emissions factors for the above 

variables as well as the diurnal variations where obtained through a spreadsheet 

provided by the Illinois inventory group20. Total VOC emissions are the sum of 

emissions obtained from both commercial and residential for the year which is based on 

250 days. Emissions estimates are based on population2 and consistent with California 

Air Resource Board Inventory methodology (September 23, 1999)'' Although the 

California methodology generates rather high emissions estimates, it is the only 

available estimate at the time of generating the 2005 inventory. 

2.13 Publicly Owned Treatment Works - 2005 

(SCC 2630020000) 

VOC 

Publicly Owned Treatment Works (POTW) facilities are municipal treatment facilities 

where wastewater from industrial, commercial, and residential sources is directed for 

treatment. POTW wastewater may have large concentrations of many toxic 

compounds. Specific industrial and commercial activities are the largest source of 

organic compounds entering the municipal collection systems. However, other 

residential sources of organic compounds such as home maintenance and cleaning 
products contribute to the total organic compounds that enter the POW. These 

organic compounds produce emissions through volatilization at the surface of the 

wastewater during treatment processes. 

Specific POW facility data is collected from Wastewater Treatment Plant inventory 

reports in Ohio EPA Division of Surface ate?^ which does not require minor flow 

facilities to submit an inventory. Therefore, Ohio's wastewater flow data only represents 

eighty (80) percent of the actual total flow for this area source which is coming from 

about 195 major POTW facilities. A twenty (20) percent increased flow is added to 

compensate for those facilities which are not part of Ohio's database. The VOC 

emissions factor is based on the Pennsylvania (PA) factor of the 1996 Protocol. 

The 1996 EllP methodology only offered EF for HAP emissions. Ohio's VOC emissions 

for this category are calculated based on an EF obtained from the PA 1996 Protocol 

which was the factor being used at the time of this inventory. 

2.14 Traffic Markings - 2005 

(SCC 2401008000) 

VOC 

Traffic marking operations consist of marking of highway center lines, edge stripes, and 

directional markings and painting on other paved and non-paved surfaces, such as 

markings in parking lots. There are two types of traffic marking paints, water-based and 

solvent-based paints. Solvent-based paint typically contains substantially higher volatile 

solvent contents than water-based paint. VOC emissions result from the evaporation of 

organic solvents during and shortly after the application of the marking paint. Solventand water-based paints have about the same durability; both beginning to deteriorate 

about a vear after their aoolication. 

The STAPPA-ALAPCO-EPA EllP (Emission Inventory Improvement Program) Area 

Source Document - Traffic ~arkings~~ contains several methodologies for identifying 

sources and estimating emissions from traffic marking. The required data and 

resources for the preferred survey method are not available, so the alternative method 

is used where the total lane miles per county is obtained from Ohio's Department of 

Transportation (ODOT)'~ 

The National traffic paint sales figure is obtained from the Census ~ureau'~ and it is 

apportioned to the state using the ratio of state dollar disbursements in relation to the 

national disbursemed6. The county level apportionment of paint is made using the 

number of lane miles provided by ODOT. The VOC factor (3.36 iblgal) is calculated 

based on Ohio's traffic paint usage of ninety (90) percent water based and ten (10) 

percent oil based. 
2.15 Outdoor Wood Boilers - 2005 

(SCC 2104008070) 

VOC & NOx 

Outdoor Wood Boilers (OWB), are also known as outdoor water stoves and outdoor 

wood furnaces, are used as outdoor residential heaters. These boilers have wood 

burning fireboxes surrounded by a water reservoir vented by a chimney stack. The 

combustion of the wood in the firebox heats the water in the surrounding reservoir and 

the heated water is pumped to the residence. OWB units can also supply residential 

hot water. The water capacity ranges from 60 gallons to 764 gallons. The o erationai 

ZP design creates long periods where the fire smolders and creosote is formed . 

When the water circulating through the furnace reaches an upper set point, the air 

supply to the fire is cut-off, cooling the fire so the water will not overheat. The furnace 

operates in this "idle" mode until the water temperature hits a lower set point and the air 

supply is re-established. The OWB may be in idle mode far longer than in operating 

mode. This type of operating causes very poor combustion and heavy foul smoke. Most 

of the smoke emitted is fine condensed organic material that does not burn under cool, 

oxygen starved conditions. In addition, many owners burn green wood full of moisture 

which also causes poor combustionz8. The smoke created from these outdoor wood 

burning units can contain several ollutants that are harmful to breathe, including fine 29. particle pollution such as PM 2.5 in addition to VOC and NOx (research assisted by 

Deborah Lucas, DAPC intern, 2007) 

This new area source category has many unknowns and variables associated with it 

and Ohio does not possess accurate OWB unit sales data available to calculate 

emissions on the county level. Therefore, several assumptions are made in agreement 

with the Great Lake States in order to formulate a homogeneous inventory for the 

region. 

The assumptions are as follows: 

100% of wood combusted in non-certified units. 

OWB units to be 90% in rural counties and 10% in urban counties 

1 I .68 cords of wood consumption per unit per year (includes heating efficiency of 

30-40%) 

5 months heating season = 3650 hours (2417) 

PM~.~ emissions factor (glkg wood) =13.82 (Average of indoor and outdoor) or 

27.64 Iblton of wood 

The agreed upon methodology requires that total number of OWB sold in Ohio be 

apportioned to each county based on rural or urban designation while observing the 9:l 

ratio in area sales. The guesstimated factors (see above) are applied to calculate the 

emissions from this outdoor wood burner. Total emissions obtained from this category 

are subtracted from the Residential Wood Combustion category (discussed below) to 

allow for accurate emissions from the indoor wood burning units. 
2.16 lndustrial Fuel Combustion -2005 

VOC & NOx 

lndustrial Distillate Oil Combustion (SCC 2102004000) 

Ohio's fuel consumption is apportioned per county based on the county's population2. 

The area source VOC and NOx emissions are calculated and adjusted by subtracting 

the emissions due to point sources. A heating value of 140 mmbtu/1000 gallon is used 

and 84,408 thousand gallons31 are consumed in 2005. [MMBTU stand for Million British 

Thermal Units]. 

lndustrial Residual Oil Combustion (SCC 2102005000) 

Ohio's fuel consumption is apportioned per county based on the county's population2. 

The area source VOC and NOx emissions are calculated and adjusted by subtracting 

the emissions due to point sources. 54,652 thousand gallons31 are consumed in 2005 

and a heating value of 140 mmbtu/1000 gallon is used. 

lndustrial Natural Gas Combustion (SCC 2102006000) 

Ohio's fuel consumption is apportioned per county based on the county's population2. 

The area source VOC and NOx emissions are calculated and adjusted by subtracting 

the emissions due to point sources. 293,857 MMCF~' are consumed in 2005. 

2.17 Residential Fuel Combustion 

VOC & NOx 

Residential Coal Combustion (SCC 2104001000) 

Ohio's household consumption of coal is apportioned per county based on county .~~ 2. ~ . ~~~.~ ~~~ ~ 

population . NOx and VOC emissions are calculated using EF of 9.1 and 10 Iblton of 

coal respectively. 

Residential Distillate Oil Combustion (SCC 2104004000) 

Ohio's household consumption of distillate oil is apportioned per county based on 

county population2. NOx and VOC emissions are calculated using EF of 18 and 0.71 

lb/1000 gallons distillate fuel respectively. A heating value of 140 mmbtullOOO gallon is 

used. 

Residential Liquid Petroleum Gas Combustion (LPG) 

(SCC 2104007000) 

Ohio's household consumption of LPG is apportioned per county based on county 

population2. NOx and VOC emissions are calculated using EF of 13 and 0.49 lb/1000 

gallons LPG respectively. 

Residential Natural Gas Combustion (SCC 2104006010) 
Ohio's household consumption of LPG is apportioned per county based on county 

population2. NOx and VOC emissions are calculated using EF of 94 and 5.5 IbIMMSCF 

respectively. [MMSCF stands for Million Standard Cubic Feet]. 

Residential Wood Combustion 

VOC and NOx emissions from this area source are calculated for seven types of 

residential heating units that utilize wood for fuel. They are listed below with the 

appropriate SCC: 

Fireplaces without inserts 2104008001 

Fireplaces with inserts catalytic (non-U.S. EPA cert) 2104008002 

Fireplaces with inserts non -catalytic 2104008003 

Fireplaces with inserts catalytic (U.S. EPA cert) 2104008004 

Wood stoves - Conventional 2104008010 

Woodstoves - Catalytic 2104008030 

Wood stoves - Non catalytic 2104008050 

The number of Ohio homes with fireplaces are adjusted for those that burn wood. The 

following assumptions are applied to those adjusted homes: 

92 percent of wood combusted in non-certified units 

5.7 percent of wood combusted in non-catalytic units 

2.3 percent of wood combusted in catalytic units 

A state consumption value is applied which is apportioned to each county based on its 

population2. Table 2-7 shows the EF used for each of the seven types of indoor wood 

burners which make-up this category: 

Table 2-7 Emission Factors Used for Wood Burners included in Area 

Sources 

To avoid double counting of wood consumption for fuel, this category is adjusted by 

subtracting the wood consumption from OWB (discussed above) to allow this category 

to account only for indoor wood burning emissions. 

SCC 

SCC 

SCC 

RAPIDS Code 

VOC 

NOX 

2104008002 

2104008010 

21 04008001 

Non-Certified 

53 

2.80E+00 

2104008003 

2104008050 

Non-Catalytic 

12 

2.80E+00 - 

2104008004 

21 04008030 

Catalytic 

15 

-- 2.OOE+OO 

Units 

Lblton 

Lblton 
2.18 Structure Fires - 2005 

(SCC 2810030000) 

VOC & NOx 

The Structure Fires category includes residential and commercial fires resulting from 

unintentional actions. Intentional fires, forest and wildfires, agricultural, and vehicle 

burning are not included in this area source. The State Fire Marshall Office, Fire 

Prevention ~ureau~' provided data on the number of structure fires per county in 2005. 

This area source is considered a combustion source for VOC and NOx emissions which 

are calculated using EF of 11 and 1.4 Iblton burned respectively. The residential and 

commercial structures fires for each county are tabulated and a fuel loading of 1.15 

ton/fire3' is applied. 

2.19 Human Cremation - 2005 

(SCC 2810060200) 

NOx 

Not all Ohio counties possess a crematory so only those counties with crematories are 

used to calculate the number of cremations and their resulting NOx emissions. The 

2005 cremation data is obtained from the Ohio Department of Health, Vital ~tatistics~~. 

It is estimated that 3% of deaths occur outside the State of Ohio with no available data 

to account for their disposition at the time this area source is being calculated. 

Therefore, those deaths are not accounted for in this category. 

The methodology does not offer an EF for NOx for this category nor is NOx required to 

be calculated for this area source. Ohio feels that it is a combustion source and NOx 

needs to be included in the inventory along with the other combustion sources. 

..Through its P~ermits~to=lnstall~~f~~~~.human.~~~~fematio.~, .Ohio~has..sele.cte.d.a.N.Ox..EE~of~ 

10.13lb/ton cremated to calculate emissions from this area source. 

2.20 Categories with Growth Factors Applied 

Area source projections can be made using surveys or growth indicators to approximate 

future emissions from certain emissions contributing activities. The most commonly 

used growth indicators are those parameters typically projected by local metropolitan 

planning organizations (MPO) such as population, housing, land use, and 

emp~oyment.~~ 

Area sources rarely have detailed information based on surveys of individual emitters. 

While growth indicators are reasonable estimators of future air pollution generating 

activities for traditional area source emitters (manufacturing, population-based 

activities), other indicators may be more appropriate for non-traditional emitters. Policy 

changes which may lead to increased or decreased activity in a category must also be 

considered. 35 
Ohio has 8 area source categories to which the Pechan growth factors (GF) are applied 

to the 2002 NEI data to generate the 2005 inventory. Ohio either lacks the resources to 

inventory these area sources or the sources lack accurate and complete data to allow 

for a proper inventory. 

Table 2-8 shows the list of the area source categories to which Ohio applies growth 

factors to obtain the 2005 inventory. 

Table 2-8 Area Sources with Applied Growth Factors 

/ Agricultural Tilling 1 2801 000003 / Pechan GF ap ",,A" r-: 

Area Source 

plted to NEI 

SCC 

- - I I LVUL CI IIISS~O~S 

2.21 Miscellaneous Categories 

GF Source 

Household Waste 

Incineration 

Land Clearing 

Oil & Gas Production 

Paved Roads 

Unpaved Roads 

Industrial Rubber & 

Plastics 

Industrial Adhesives & 

Sealants 

Although the area sources discussed herein are the categories which contribute VOC & 

NOx emissions into Ohio's ambient air, other area sources are calculated as well. These 

additional sources are listed below and contribute the associated pollutants into Ohio's 

air. 

qnc~nn9 

Dry Cleaning 

Lamp breakage 

LLtV I VVJ' 

Perchloroethylene 

Mercury 

000 

2610000500 

231 0020000 

2294000000 

2296000000 

2430000000 

2440020000 

The following area sources are attempted to be calculated but due to insufficient Ohio 

data available or unreliable emissions factors, they remain incomplete. 

Pechan GF applied to NEI 

2002 Emissions 

Pechan 

20LPechan GF aF 

2002 Em 

Pechan GF ap 

2002 Ernlss~ons 

Pechan GF applied to NEI 

2002 Emissions 

Pechan GF applied to NEI 

2002 Emissions 

Pechan GF appl~ed to NEI 

2002 Emissions 

Asphalt Paving VOC 

Forest Fires VOC & NOx 

Gas & Oil Production VOC 

Open Burn VOC 

- GF applied to NEI 

17 Fmissions 

,plied to NEI 

issions 

,plied to NEI . . 
The following two area sources are not inventoried for the reasons given below 

Emulsified Asphalt Insignificant emissions in Ohio (per ODOT) 

Cutback Asphalt Not used in Ohio 

2.22 References 

I. Documentation For the 2002 Non-Point Source National Emission Inventory 

For CAPS and HAPS. U.S. Environmental Protection Agency. Emissions Factor and 

lnventory Group. E.H Pechan and Associates, Inc. January 2004. 

2. United States Census Bureau. Population Division. 

http:lleire.census.~ovlpopesffdatalcountiesltablesl~0-~~~2002l~0-~~~2002-0l39.php (Accessed 2003) 

3. United States Census Bureau. County Business Patterns. 

htt~://censtats.census.uov/cb~naic/cbunaic.shtml 

(Accessed 2003) 

4. Pesticides - Aaricultural and Non-Auricultural. U. S. Environmental 

Protection Agency. Emissions lnventory lmprovement Program. Eastern Research 

Group, - Volume Ill. Chapter 9, June 2001. 

http://www.epa.aov/ttn/chief/eii~/techreovolumeO3/iiiO9 iun2001 .pdf 

5. Aqricultural Chemical Use. U. S. Department of Agriculture. National Agricultural 

Statistics Service. http:llusda.mannlib.cornell.edulreportslnassrlother/pcubblancs0503.txt ~~~. ~ . ... ~ ... .~ .. ~ ~~. ~~~ . .~ .... ~.~ ~. ~. .~ ~ ~. . ~~. .~.~ ~~ - .. -- 

(Accessed 2003) 

6. Telephone conversation with Diane Roll. Ohio Department of Agriculture, 

Columbus, Ohio. Percentage of active ingredients and method of application. 

7. Ohio Department of Development, Office of Strategic Research. Population Projects 

by Age and Sex: 2005-2030. httw://www.odod.ohio.aov/research/files/~200.htm 

(Accessed August 2006) 

8. Environmental Protection Agency (EPA). 1999 Base Year Non-point Source National 

Emission lnventory for Hazardous Air Pollutants, Research Triangle Park, NC. 

September 28,2001. 

9. Environmental Protection Agency (EPA). STAPPA-ALAPCO-EPA Emission 

lnventory lmprovement Program (EIIP). Volume ill - Area Sources Preferred and 

Alternative Methods. Chapter 6 - Solvent Cleaning. September 16, 1997 
10. Motor Vehicle Fuel Tax. Ohio Department of Taxation. www.state.oh.us/tax 

(Accessed 2003) 

11. Dailv Vehicle Miles Traveled Reports. Ohio Department of Transportation, Office of 

Technical Services. _http://dot.state.oh.us/techservsite/avaiI~rolRoad 

InforlKDVMTlkDVMT.htm (Accessed 2003) 

12. Conversation with Bill Juris. Ohio Environmental Protection Agency, Division of Air 

Pollution Control. Columbus, Ohio. Ohio's GDF VOC regulations and practices. 

13. Environmental Protection Agency (EPA). STAPPA-ALAPCO-EPA Emission 

lnventory Improvement Program (EIIP). Volume Ill -Area Sources Preferred and 

Alternative Methods. November 1996. 

14. Documentation for the Draft 1999 National Emissions lnventory (Version 3.0) for 

Criteria Air Pollutants and Ammonia. Area Sources. E. H. Pechan & Associates, Inc. 

March 3, 2003 

15. Advancing Health in America Guide. Health Forum. American Hospital Association. 

2003-2004 

16. U.S. Environmental Protection Agency, STAPPA-ALAPCO-EPA Emission lnventory 

lmprovement Program (EIIP), Volume Ill - Area Sources Preferred and Alternative 

Methods, Chapter 8. September 1997. 

17. Landfills. U. S. Environmental Protection Agency. Emissions lnventory 

lmprovement Program. Eastern Research Group Volume Ill: Chapter 15. January 

2001. 

18. Ohio EPA, Division of Solid & Infectious Waste. Columbus, Ohio. 

19. Compilation of Air Pollutant Emission Factors, Fourth Edition and Supplements, AP42, U.S. Environmental Protection Agency, Research Triangle Park, NC, September 

1985 landfill. 

20. Spreadsheet formulation provided by "Buzz" David Asselmeier, Air Quality Planning 

Section, lnventory Group, Springfield, Illinois. 

21. California's Portable Gasoline Container Emissions Inventory. Air Resources 

Board Mobile Source Control Division. California Air Resource Board lnventory method 

(September 23, 1999). htto://www.arb.ca.~ov/home~aue.htm. (Accessed 2003). 

22. Ohio EPA Division of Surface Water. Columbus, Ohio. 
23. Environmental Protection Agency (EPA). STAPPA-ALAPCO-EPA Emission 

lnventory lmprovement Program (EIIP). Volume Ill - Area Sources Preferred and 

Alternative Methods. May 1997. 

24. The Ohio Department of Transportation. Office of Technical Services. Roadway 

Information. Columbus, Ohio. 

25. Paint and Allied Products: 2002. U.S. Census Bureau. U.S. Department of 

Commerce. Economics and Statistics Administration. 

htt~://www.census.qov/industrvll lma325f02.pdf 

(Accessed 2003) 

26. Hiqhwav Statistics 2002. Federal Highway Administration. U. S. Department of 

Transportation. http://www.fhwa.dot.qov/policv/ohim/hs02/sf2.htm 

(Accessed 2003) 

27. (Environmental Chemistry.com) viewed on Feb 8th, 2007. 

[http://environmentaIchemistn/.com/voqi/odfurnaces.ht 

a 

28. (Washington State, Department of Ecology) viewed on Feb 8th, 2007 

[http://www.ecv.wa.~ov/proqrams/air/AOP Permits/Boiler/Outdoor Boilers home.html1 

29. U.S. Environmental Protection Agency. Reducing Pollution from Outdoor WoodFired Hydronic Heaters. Fact Sheet 

htt~://www.epa.aov/owhhlpdfslfact sheet 1 29 07.odf (Accessed 112007) 

30. Industrial Sector Energy Price and Expenditure Estimates, 1970-2001, Ohio. 

~E-nergy InformationAdministrationU S, .D_epart_!nf~o_fEn~g~~..~~~. ~ .~.~ ~ .~ .~.~~ ~.~. ~.~ 

http://www.eia.doe.qov/emeu/states/sep priceslindlpr ind oh.html 

http:/lwww.eia.doe.~vlemeu/aer/~df/~ 27.pdf (Accessed 2003) 

31. State Fire Marshal Office. Fire Prevention Bureau, Columbus, Ohio. 

http://www.com.state.oh.us/odoc/sfm/fireconthtm (Accessed 2003) 

32. Documentation for the Draft 1999 National Emissions lnventory (Version 3.0) For 

Criteria Air Pollutants and Ammonia. Area Sources. E. H. Pechan & Associates, Inc. 

March 3,2003 

33. Ohio Department of Health, Vital Statistics 

34. Environmental Protection Agency. STAPPA-ALAPCO-EPA Emission lnventory 

lmprovement Program (EIIP). Volume X - Emissions Proiections. December 1999. 

htt'p:llwww.epa.a~vlttn/chief~eii~ltechrepovolumelO/xOl :pdf 

(Accessed 212007) 
SECTION 3 

NON-ROAD SOURCES 

The non-road inventory is generated regionally by running U.S. EPA's National Mobile 

lnventory Model (NMIM) model. The Wisconsin Department of Natural Resources 

undertook the responsibility of customizing the NMlM input files and submitting the 

output file in NIF format to LADCO and U.S. EPA. LADCO processed the NMIM files in 

their emissions model and generated summer emissions rates. Grant Heatherington 

from the Wisconsin Department of Natural Resources provided the following 

descriptions.. . 

The National Mobile lnventory Model (NMIM) developed by USEPA was used to 

estimate emissions for all other nonroad mobile categories. NMlM consolidates 

nonroad mobile emissions and onroad emissions modeling into a single modeling 

system. Only the nonroad emissions modeling portion of NMlM was used in the 

development of this emission's inventory. NMlM uses the USEPA's NONROAD model 

to calculate nonroad mobile emissions. The basic NONROAD algorithm for calculating 

emissions uses base year equipment populations, average load factors, available 

engine powers, activity hours and emission factors. Before NMlM was run, 

modifications and additions were made to the NMlM input data. 

a. Added emission factors for diesel tamperslrammers provided by E.H. 

Pechan & Associates, Inc.. Diesel tamperslrammers are a type of 

construction equipment. 

b. Revised PM2.5 ratios in SCC table to correctly calculate PM2.5 diesel 

emissions. This error was introduced with NMIM2005 and didn't exist in 

NMlM2004. 

c. Revised gasoline parameters using updates provided by the states and 

E.H. Pechan & Associates, Inc.. Gasoline parameters include Reid Vapor 

Pressure (RVP), oxygenate content and sulfur content. 

The NMlM NEI NIF files are on the LADCO ftp site at: 

ftp://ftp.airtoxics.oralinv2005/nonroadlNMIMlBase L ph2/20051 

Revised NMIM2005 ln~ut Data 

Emission Factor Data 

All States: Pechan revised the brake specific fuel consumption (BSFC) emission factor data to 

include diesel tampers/rammers (2270002006). The revised NMlM file is saved as 

revBSFC.EMF. 
Population Data 

For 26000.pop, replaced default file supplied with NMIM2005 with 26000-rev-NMIM05.pop that 

contains revised construction data missing from 26000.pop external file provided with 

NMIM2005. This Michigan construction data should have been added with the other LADCO 

states modified construction data but was overlooked. 

SCC Data 

The default SCC table of NCD20060201 is replaced by a version that contains corrections to the 

PM25fac field that earrier NCDs contained (i.e. changed from 0.92 to 0.97 for diesel nonroad 

equipment) in NONROAD2004. 

Fuel Data 

LADCO States: Pechan revised four tables (countyyear, countyyearmonth, datasource and 

gasoline) in the National County Database (NCD) used by NMlM to incorporate new fuel data. 

AIR revised gasoline characteristics per instructions from the states. Also, gasoline 

characteristic revisions for 2005 provided by states were incorporated. Additional revisions 

were incorporated into 2002 data for nonroad Stage 2 controls. Depending on the year being 

modeled, different versions of the revised tables are used. Also, the countynrfile, countyyear 

and datasource tables were revised to reference the new activity, allocation, growth, population 

and seasonality files described above. NCD tables with names ending in "de?" are default 

versions of the table. See table below for the appropriate versions of the tabtes for the selected 

years. 

Non-LADCO States: The countynrfile, countyyear and datasource tables were revised to 

reference the new activity, allocation and seasonality files described above. See table below for 

the appropriate versions of the tables for the selected years. 

.. ,. 

Table 3-1 NMIM National County Database Tables for Specific Years and States 

WDCO states 

% 

1999 (WI onfy) I 2002,05,07,08,09,f2 and 18 

countyntfile-NMI MOS-rev, 

countyyear-N MIMOS-rev, 

countyyearmonth-NMlMO5-w 

05-A 2-4 8-rev, 

datasource-~~l~05-rev, 

gasoline-NMIMOS-def 

SCC-NCD20060201-rev 

(used when NCD20060201 is 

countynrfile-NMIMOS-rev, 

countyyear-NM f M05-rev , countyy~armonth~NMIM05Ei~W05~12~18~rev, 

datasource-NMI MOS-rev, 

gasoline~NMIM05~w~O5~12~18~rev 

SCC-NCD20060201-rev (used when 

NCD20060201 is used) 

usedl 
SECTION 4 

ON-ROAD SOURCES 

A mobile source of air pollution is a self-propelled or portable emitter of air pollutants, 

and mobile source emissions are those generated by the engines or motors that power 

such sources. Most mobile sources, except jet or turboprop aircraft, are powered by 

internal combustion (IC) piston engines, and nearly all use liquid fuels. 

Gaseous fuels, such as compressed natural gas (CNG) or liquefied petroleum gas 

(LPG), had only a very small fraction of the motor fuel market in Ohio in 2005. Solid 

fuels have not been used by mobile sources in significant amounts since railroads 

retired their coal-powered steam locomotives in the 1950s. 

4.1 Categories of Mobile Sources 

For inventory and planning purposes, mobile sources are divided into two major 

categories. 

1. On-highway mobile sources, i.e., motor vehicles such as cars, vans, trucks, 

buses and motorcycles used for transportation of goods and passengers on 

roads and streets 

2. Off-highway (usually referred to as non-road) mobile sources including: 

Modes of powered transportation that do not use roads, such as aircraft. 

trains, ships and boats, and motor vehicles used off-road. 

Self-propelled or portable motorized machines or equipment not used for 

transportation, ranging from construction equipment and farm tractors to 

lawnmowers and hand-held power weed choppers. 

Mobile Sources: All on-highway mobile sources are self-propelled. 

Non-road Mobile Sources: Some non-road mobile sources (e.g., farm tractors), are 

self-propelled, but many non-road sources are not. A gasoline-powered chain saw is a 

familiar example of a non-self-propelled non-road mobile source. 

Stationary Sources: Not all movable or portable emission sources are mobile sources, 

however. A small truck-portable cement or hot-mix asphalt plant, for example, may be 

set up near a construction or road-building site. Such plants are classified as stationary 

sources, not mobile sources for two reasons: (1) they may operate for weeks or months 

at a single location, and (2) the trucks that move the plants do not supply power for 

them. 
NOTE: Not all IC or turbine engines are mobile sources. Fixed IC engines, such as 

those that power pipeline compressors or standby generators in electricity plants and 

elsewhere, are also classified as stationary sources. 

4.1.1 Categories and Components of Mobile Source Emissions 

There are three categories of mobile source emissions: 

Exhaust or tailpipe emissions, which result from the combustion of fuel in the 

source's engine 

Evaporative emissions, which result from evaporation of fuel from the engine or 

it's fuel system 

Refueling emissions 

Exhaust Emissions: Are the result of fuel combustion and occur only when the engine 

is running. 

Evaporative emissions: Are VOC based only and are continuously emitted from an 

engine's fuel system, whether the engine is running or not. Gasoline is a very volatile 

fuel, so total VOC emissions from gasoline powered vehicles have a large evaporative 

component. Diesel and jet fuels are of very low volatility, so evaporative emissions from 

diesel and turbine engines are a much smaller part of their total VOC emissions. 

Evaporative emissions for CNG or LPG powered vehicles are negligible because their 

fuel tanks and systems are of necessity, sealed. 

Evaporative and exhaust VOC emissions can be calculated separately for most mobile ~~ ~ ~- ~ 

source categor~es, ba-fitfiSinvmtOrytheSeeeemo componeTitsare~cmb%edTnto~total~~ 

VOC. Evaporative emissions do not include VOC emissions that occur during refueling. 

Refueling Emissions: these emissions are the third category of mobile source 

emissions. Refueling emissions are entirely VOC. Although they result from the 

evaporation of fuel, they are distinct from, and not directly related to, evaporative 

emissions as defined above. 

Refueling emissions have two subcomponents: 

Disdacement emissions. These occur when new fuel is transferred into a partly 

filled tank--be it a service station storage tank, a portable fuel container (gas 

can), or a vehicle or engine's fuel tank; displacing the air in the tank and forcing 

that vapor-rich air out the inlet pipe or other vent. There are two stages of 

displacement emissions: 

o "Stage I" emissions occur when the underground storage tanks at a 

service station are being refilled; 
o "Stage 11" emissions occur when a motor vehicle (or gas can) is being 

refueled. 

NOTE: These emissions are covered in, "Area Sources," section 3.6. 

Spill emissions. These occur when drops of fuel drip or splash on the ground 

during or after refueling and evaporate away. 

4.2 Ohio On-Highway Mobile Source Inventory 

The inventory of on-highway mobile source emissions was developed in conjunction 

with the Ohio Department of Transportation (ODOT), Lake Michigan Air Director's 

Consortium (LADCO), United States Environmental Protection Agency (USEPA), and 

the Ohio EPA (OEPA). Estimates of the amounts of NOx and VOC are reported by 

county in tons per day. Emissions are reported for a typical ozone season weekday in 

the summer of 2002. 

4.2.1 Emission Inventories Developed with MOBILE6 Model 

MOBILE6 Overview: 

MOBILE6 is a computer program that estimates hydrocarbon (HC), carbon monoxide 

(CO), oxides of nitrogen (NO,), exhaust particulate matter (which consists of several 

components), tire wear particulate matter, brake wear particulate matter, sulfur dioxide 

(SOz), ammonia (NHB), six hazardous air pollutant (HAP), and carbon dioxide (COz) 

emission factors for gasoline-fueled and diesel highway motor vehicles, and for certain 

specialized vehicles such as natural-gas-fueled or electric vehicles that may replace 

them. The program uses the calculation procedures presented in technical reports 

posted on EPA's MOBILE6 Web page http:llwww.epa.govlotaqlmodels.htm. 

MOBILE6 emission factor estimates depend on various conditions, such as ambient 

temperatures, travel speeds, operating modes, fuel volatility, and mileage accrual rates. 

Many of the variables affecting vehicle emissions can be specified by the user. 

MOBILE6 will estimate emission factors for any calendar year between 1952 and 2050, 

inclusive. Vehicles from the 25 most recent model years are considered to be in 

operation in each calendar year. 

4.2.2 MOBILE6 Defaults: 

MOBILE6 includes default values for a wide range of conditions that affect emissions. 

These defaults are designed to represent "national average" input data values. Users 

who desire a more precise estimate of local emissions can substitute information that 

more specifically reflects local conditions. Use of local input data will be particularly 

common when the local emission inventory is to be constructed from separate 
estimates of roadways, geographic areas, or times of day, in which fleet or traffic 

conditions vary considerably. 

A list of MOBILE6 input parameters is provided below. Most of these inputs are optional 

because the model will supply default values unless alternate data are provided. 

4.2.3 MOBILE6 Input Parameters 

Calendar year 

Month (January, July) 

Hourly Temperature 

Altitude (high, low) 

Weekendlweekday 

Fuel characteristics (Reid vapor pressure, sulfur content, 

oxygenate content, etc.) 

Humidity and solar load 

Registration (age) distribution by vehicle class 

Annual mileage accumulation by vehicle class 

Diesel sales fractions by vehicle class and model year 

Average speed distribution by hour and roadway 

Distribution of vehicle miles traveled by roadway type 

Engine starts per day by vehicle class and distribution by hour 

Engine start soak time distribution by hour 

Trip end distribution by hour 

Average trip length distribution 

Hot soak duration 

Distribution of vehicle miles traveled by vehicle class 

Fiiil, mial; andmuitiplS~iurnard~ibUtiOn~h-oUr 

Inspection and maintenance (IIM) program description 

Anti-tampering inspection program description 

Stage II refueling emissions inspection program description 

Natural gas vehicle fractions 

HC species output 

Particle size cutoff 

Emissions factors for PM and HAP 

Output format specifications and selections 

4.2.4 MOBILE6 References 

The following publications provide much of the guidance for the preparation of the onhighway inventory. 

EPA-45014-81-026d (Revised), now EPA1450-R-92-009, Procedures for Emission 

Inventory Preparation, Volume IV: Mobile Sources, December 1992. Hereafter, 

"Procedures Vol. IV". The 1992 version is still the definitive document on 
inventories. If a previous edition is referred to, the fact will be noted as, for example, 

"the 1989 Procedures Vol. IV" or "Volume IV. 1989 edition". 

EPA420-R-03-010, User's Guide fo MOBILE6.1 and MOBILE6.2: Mobile Source 

Emission Factor Model, August 2003. This is the User's Guide for the official 

MOBILE6.2.03 on-highway mobile source emission factor model and will usually be 

referred to as the M6.2 (or simply M6) User's Guide (UG). The M6 model in its 

various versions was developed and published by Assessment & Modeling Division 

(AMD) of the National Vehicle & Fuels Emissions Laboratory (NVFEL) in Ann Arbor, 

Michigan. The NVFEL is part of USEPA Office of Transportation & Air Quality 

(OTAQ), formerly the Office of Mobile Sources (OMS). 

Technical Guidance on the Use of MOBILE6 for Emission Inventory 

Preparation, August 2004. Hereafter, the M6 "Technical Guidance [Document]" or 

"TGD. The TGD is the primary source of guidance on M6 inputs and an invaluable 

adjunct to the M6 User's Guide. 

USEPA document "Frequently Asked Questions on MOBILEG", 16 January 

2002. Hereafter, [M6] "FAQ". This document was published along with the M6 

TGD. 

USEPA memo, "Policy Guidance on the Use of MOBILE6 for SIP Development 

and Transportation Conformity", dated 18 January 2002, from John Seitz, 

Director of OAQPS, and Margo Oge, Director of OTAQ, to Regional Air Division 

Directors. 

4.3 Ohio's Alternate Data for MOBILE6 

Alternative data is state-specific data that is used in the Mobile6 runs. Using local data 

is preferred to using the default data in Mobile6. Efforts are made to collect as much 

local data as possible. 

4.3.1 Vehicle Registration Distribution by Age 

Overview: 

The vehicle age distribution determines the fraction of vehicles operating within each 

emissions control requirement standard and the deterioration of the emission control 

technology. 

Emission rates vary widely between new and older vehicles. Thus, even small changes 

in fleet age, particularly for older vehicles, may result in large changes in emission 

totals. 
The MOBILE6 model requires estimates of a distribution of registered vehicles by age 

and vehicle category for current and future years. MOBILE6 default values were 

developed using national level vehicle registration data by age and class for July 1, 

1996. EPA developed a methodology to convert the July I, 1996 registration profile into 

a general registration distribution by age and by vehicle category for some 6 composite 

(gasoline and diesel) vehicle types plus motorcycles. To project future changes, EPA 

evaluated general sales growth and vehicle scrappage trends for the total light-duty 

vehicle in-use fleet and the total heavy-duty vehicle in-use fleet, and made minor 

adjustments, where possible, to reflect some of the differences between vehicle 

categories. 

Description: The MOBILE6 model requires estimates of a distribution of registered 

vehicles by age and vehicle category for current and future years. OEPA chose to use 

local vehicle registration data provided by the Ohio Bureau of Motor Vehicles (BMV) to 

LADCO to develop these inputs. 

Method Applicability: This approach is most applicable in areas where there are 

significant differences in the local vehicle fleet age distribution relative to the national 

average. 

Data Sources and Procedures: This approach involves using local vehicle registration 

data. This is typically available at the county level, but may also be applied using 

statewide data from the state motor vehicle registration office. The fleet age should be 

representative of the vehicle fleet over the small urban or rural area under question. If 

the pollutants of concern are ozone precursors. 

Advantages: 

.. . . l~ocolly specifi creg i~straatiOOnn ~at.a,~.whi~ch~i.s~liReetYYmm~re Yrrr eePPrreeSSenttati"Ve~of-thhe 

local area than the national default. 

Requires minimal additional resources, particularly if data is readily available at 

the county or local level from the State department of motor vehicle registration. 

Recommended by EPA and generally is encouraged as a preferred approach 

over the national default approach. 

4.3.2 Daily Vehicle Miles Traveled (DVMT) 

Overview: 

In coordination with Ohio Metropolitan Planning Organizations (MPOs), the Ohio 

Department of Transportation (ODOT) provided Daily Vehicle Miles Traveled (DVMT) 
data and travel demand model (TDM) data. TDM data will be covered in another 

section. Because TDM results are used by the state and MPOs to forecast traffic for a 

multitude of purposes, undergo rigorous calibration and validation checks, and are 

sensitive to roadway capacityltravel time improvements, the TDMs are considered the 

best tool for emissions forecasting. Therefore, the DVMT data discussed in this section 

is not used directly for all areas of Ohio. In counties where it is not used directly it is 

used for making rough emissions estimates where models do not exist or where time 

prohibits the use of TDMs. DVMT is a simple mechanism to measure how much traffic 

is flowing along a roadway during an average 24 hour period. This simple formula 

multiplies Average Annual Daily Traffic (AADT) by the length of the roadway. For 

example; if a roadway was 2 miles in length and the AADT was 4000 vehicles per day 

the DVMT would be computed by multiplying 2*4,000 =8,000 or 8,000 DVMT. 

County-By-County DVMT is computed using the State of Ohio, Department of 

Transportation's Roadway Information Files and the annual Highway Performance 

Monitoring System (HPMS) Summary Reports. DVMT's are computed for all of the 

Federal Functional Class(FC) categories within each of Ohio's 88 counties. 

The AADT and Roadway length information provides a very accurate estimate of 

statewide total DVMT for The State Highway System (Interstate, US and State Routes, 

). County total DVMT are consistent and considered a good source of county level 

DVMT for countywide emissions estimates. For roadways that are not part of the State 

Highway System, various representative counts were used, such as: railroad crossing 

counts, HPMS Sample Section Counts etc. All traffic count data that was not collected 

during the current year has had statewide growth factors applied to account for 

systematic growth. 

Given the previously mentioned methodologies, the DVMT data is more accurate on 

roads functionally classified as collector or above. 

Table 4-1 Federal Functional Class Categories: 

01 - Rural Interstate 

02 - Rural Principal Arterial 

06 - Rural Minor Arterial 

07 - Rural Major Collector 

08 - Rural Minor Collector 

09 - Rural Local 

I I - Urban Interstate 

12 - Urban Freeway & Expressway 

14 - Urban Principal Arterial 

16 - Urban Minor Arterial 

17 - Urban Collector 

19 - Urban Local 
Tabbte 4-2 DVMT County Summary: 

COUNTY SUMMARE, Adjusted County kOVMT1s 

(kDVMT = Thousands of Daily Wehides Miles Ttawaled) 

mRL TmAL m7AL 

Far PDF web based tables of 2005 DVMT by county see: 

Disclaimer by ODOT: 

The above PDF web based tables contain the State of Ohio's adjusted county DVMTs 

and road mileage for the years 1990 - 2005. Please be aware that the numbers are 

estimates only. The factoring process used annual, estimated, and statewide AD T 

(Average Daily Tr-afic) growth factors, derived from the output of a limited number of 

traffic counting stations around the state. Although the growth factors are available by 

functional class, they are more reliable for major roads such as interstates or 

expressways, which are relatively well-sampled, than for local roads or co/l@ctors. The 

numbers also do no allow for periodic, Iarge-scale functional reclassification actions 
which reassign selected roads or road segments from one functional class to another. 

The Ohio Department of Transportation therefore does nof warrant the accuracy, 

complefeness, or reliability of these estimates for your research. We also do nof 

assume responsibility for any incorrectness that may occur. 

4.3.3 VMT From Travel Demand Models (TDM) 

Overview: 

Travel demand forecast modeling is performed by the Ohio Metropolitan Planning 

Organizations (MPOs) and ODOT for a multitude of purposes including the preparation 

of regional emissions estimates. The ODOT Office of Technical Services' Modeling & 

Forecasting Section recommends that Ohio's TDMs and ODOT's conformity analysis 

methods be used to establish the roadway mobile source portion of Ohio's SIP budget 

to assure consistent methods are used for transportation conformity analysis and 

budgets. Therefore, ODOT provided both MPO regional TDM runs and statewide TDM 

runs with associated data to OEPA and LADCO. The ODOT provided model run data 

for years 2002,2005,2009,2012, and 2018. 

Data provided included loaded networks in both .csv format and GIs shape files, trip 

end summaries, zone boundary GIs shape files, intrazonal trip VMT estimates, and 

VMT summaries for each of the loaded networks. Additional post processing data was 

provided including but not limited to metadata describing the loaded networks, Hourly 

distribution by functional class, speed profiles, day of week / weekend / monthly car and 

truck traffic profiles, 2009 & 2018 VMT RPO data sets, statewide VMT growth rates for 

local traffic, and a 2005 VMT summary comparison spreadsheet. It should be noted 

that among other things, the loaded TDM Networks contain distance and daily volumes 

from which VMT is computed. 

Network volumes are post processed to estimate VMT by hour of day. The hourly 

volumes and capacity, posted speed limit, and type of roadway for each roadway 

segment are then used to estimate average hourly speeds needed for MOBILE6 based 

emissions estimates. Modeling by segment by hour of day in this way makes emissions 

estimates more sensitive to the effects of roadway improvements. his allows 

transoortation olanners to evaluate the relative emissions affect of imorovements to 

indivibual roadways as well as packages of improvements and the edtire set of planned 

roadway improvement projects air quality impacts of construction programs. 
4.3.4 Speed Distribution Profiles 

Overview: 

ODOT provided speed distribution profiles to LADCO. A couple of different sets of 

speed distribution profiles were provided to OEPA and LADCO for their use, a table of 

space mean speeds by functional class for use with DVMTs and link group speed 

curves for post processing travel demand model traffic forecasts. Both sets of speed 

profiles are based on the same speed study conducted by ODOT. The speed study is 

documented in "Statewide Travel Time Study. Mav 2001 bv Greq Giaimo. Ohio 

De~artment of Trans~ortation". When OEPA asked for speeds for use with MOBILE6 

for develo~ment of CERR. ODOT ~rovided aset of meeds based on that statewide 

travel timg study. Those speeds &e documented in a technical memorandum titled 

"Estimation of Averaae S~eed bv Functional Class for MOBILE6 Runs" dated 

5/27/2004. Readers should refer to those documents for the details. Here the contents 

of the technical memo, Estimated Average Speed by Functional Class, are summarized. 

Space Mean Speeds by Functional Class for Use With County Level DVMT, HPMS: 

The memo states that the speeds which the Ohio Department of Transportation (ODOT) 

had been using prior to that date, 2004, for air quality analysis estimates based on 

County DVMT summaries, were developed by a former ODOT employee for addressing 

the one (1) hour standards conformity rules established due to 1990 emissions 

exceedances. No documentation was found in ODOT's files on the origin of these 

average speed values or how they were estimated. In addition, EPA has requirements 

for using latest planning assumptions for air quality conformity analyses. Therefore, 

ODOT believed that it was in the state's best interest to use the most recent available 

data4oprovide-a new sekof esiiwted-ave~age speeds-eonsisten&witk thoseused-fot- - 

urban area travel demand models which were under development at that time. The 

memo contains comparisons of 2002 speed data obtained from traffic count equipment, 

automatic traffic recorders (ATRs) which collect data continuously throughout the year. 

It also contains comparisons of the new speeds with those used to address the one 

hour standard Gebhart's. The graphs shown in figure 1, taken from the memo, illustrate 

the comparisons. The first graph compares time mean speeds from the ATRs with 

space mean speeds from ODOTs travel time study done in 2001and with the speeds 

used for addressing the one hour standard. 
Figure 1 - Speed Comparison Graphs 

Speeds Comparison 

80.0 - -- - . . . - - -. . . . I 

-+--Awrage Speed 

4- 1990 An8 ysis 

Speeds 

2001 Saeea St~dy 

10.0 

0.0 

1 Functional Class 

Speeds Comparison 

/e s~eefl -, 

+ Min. Avg Speed 

Max. Avg. Speed 

Gebhardt's Speeds 

The following caution statement was taken from the-Estimation of Average Speed by 

Functional Class memo. 

Go\ @ @ +G'\ ,+G'~ +G4@$'j k 

Functional Class 

CAUTION: It should be noted that speeds on facilities falling in any one of the federal 

functional classifications vary greatly between roadways, between hour of the day, and 

day of the week. So these provide only very rough estimates of speed and should be 

used with caution. ln addition, it is expected that these average sfafewide speeds are 

higher than the average speeds in the non-attainment areas because the non- 

*Spd Study Est 

Speeds 

+Spd Study Greg Est 
attainment counties tend to be more populated and more congested. The document 

"Highway Vehicle Speed Estimation Procedures For Use in Emission Inventories'; 

September 1991 by Earl Ruiter of Cambridge Systematics lnc. is referenced by EPA's 

documented procedures for emission inventory preparation. This document suggests 

post processing travel demand model traffic assignment results to estimate average 

speeds. 

Final space mean speeds that ODOT provided are summarized in the Table 1 below: 

Table 4-3 Speed by Federal Functional Class 

I Functional Class / 1990 Analysis 1 2001 Speed Study / 

Jt was-decided by mutual agreementamongindiuiduals~thi~_tbe~OD~O_LQffic~~of~ _ 

Technical Services that these new space mean speed based average speed estimates 

were reproducible and defensible since they are well documented and should therefore 

be the speeds used with HPMS** VMT if any year 2002 emissions budget work is done 

using only the county level VMT summaries discussed in section 5.3.2 Daily Vehicle 

Miles Traveled (DVMT). 

** Note that HPMS VMT is a statewide VMT estimate and the county level DVMT 

summaries are consistent with the HPMS VMT so the county level DVMT summaries 

are loosely referred to as HPMS VMTs even though in fact they are not. 

4.3.5 Link Group Speed Cuwes: 

The ODOT Modeling & Forecasting Section recommends that Ohio's travel demand 

forecasting models and ODOT's conformity analysis methods be used to establish the 

roadway mobile source portion of Ohio's SIP budget for reasons already mentioned in 

5.3.2 and to assure consistent methods are used for transportation conformity 

demonstration analyses and budgets. Therefore, ODOT provided travel demand model 

runs and the speed curves by link group that ODOT uses for the speed estimates within 
the post processing of travel demand model runs for estimating regional emissions. 

Table 2 shows these link group curves. 

Table 4-4 Link Group Codes & Associated BPR Curves 

Note: a and b are the BPR curve parameters for the equation 

b 

6.3 

7.0 

9.0 

8.5 

10.0 

6.0 

6.0 

6.0 

6.0 

4.0 

4.0 

5.0 

6.0 

5.0 

5.0 

Link 

Group 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

10 

11 

12 

13 

14 

Areatype 

Any 

Any 

Any 

Any 

Any 

Rural 

Rural 

Rural 

Rural 

Rural 

Suburban 

Urban 

CBD 

Suburban 

Urban 

a 

0.39 

0.32 

0.25 

0.18 

0.10 

0.09 

0.08 

0.07 

0.07 

0.34 

0.34 

0.74 

1.16 

0.38 

0.70 

Facility 

Type 

Freeway 

Freeway 

Freeway 

Freeway 

Freeway 

Multi-Lane 

Multi-Lane 

Multi-Lane 

Multi-Lane 

2 Lane 

Urban 

Street 

Urban 

Street 

Urban 

Street 

Urban 

Street 

Urban 

Free Flow 

Speed 

75 

70 

65 

60 

55 

60 

55 

50 

45 

Any 

50 

50 

50 

40 

40 
More complete details about emissions modeling process employed by ODOT may be 

found in ODOT documentations. The document titled "Congestion Management & Air 

Qualitv Analvsis (CMAQ) Prooram Documentation" dated December 2005 mav be 

obtained fro& the ODOT web-site at www.dot.state.oh.us/urban/data/cmaa.d~c 

(Microsoft Word document) 

4.4 Mobile6 lnputs: 

The following table contains the inputs supplied to LADCO to process our mobile 

inventory. 

4.4.1 Ohio's 2005 MOBILE6 Inputs 

The following tables are the result of a joint meeting between Ohio EPA, ODOT, and 

MPOs from around the state. At that meeting Mobile6 inputs were discussed and 

efforts were made to verify the sources of data inputs for Moble6. Dialogue has 

continued between the parties. 

For historical reference: 

>>> Dave Moore ~Dave.Moorel@dot.state.oh.us~ 411012006 2:13 PM >>> 

An air quality coordination meeting has been scheduled for April 27, 2006 at 10:OO AM at ODOT Central 

Office conference room GA. The primary purpose of this meeting is to discuss development of 2002 

~~~~~~~~~~~~i~ve~t~~i~sSf~r~~usf?f?i~n~~~~~~pi~g9th~eOhi~O22OO~ 

Demonstrations. See meeting agenda below. OEPA is working toward a June 15, 2006 schedule for 

submitting the 2002 inventories to US EPA. 

A key component of the meeting will be to review and confirm the MOBILE6.2 input parameters, by Ohio 

alq area, for use in developing the 2002 mobile inventories. See draft template below. The Ohio MPO 

travel demand models will be used to generate the 2002 VMT inputs to MOBILE. Thanks, DM 

DM 
IMPORTANT NOTICE: The following tables are not to be used for inventory purposes 

as the data is subject to change. For the current input table, contact Ohio EPA, Division 

of Air Pollution Control. 

Table 4-5 Mobile Inputs 

Cleveland-Akron 2005 Ozone M6.2 Inputs 

Includes the following counties: 

Ashtabuia, Cuyahoga, Geauga, Lake, Lorain, Medina, Portage, Summit 

State Programs 

Input 

Stage II Refueling 

Anti-tampering Programs 

IIM Programs 

Exclude Ashtabula County. 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Yes 

. No IlM program 

1 2004 2050 2 TI0 OBD I/M 

1 1996 2050 

1 22222 21111111 1 

1 30.0 

1 98.0 

1 1.0 1.0 

2 2004 2050 2 TI0 EVAP OBD & GC 

2 1996 2050 

2 22222 11111111 1 

3 2001 2003 2 TI0 ASM 2525 PHASE-IN 
Model Years 

Vehicles 

Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

Waiver-Rates- ~ ~- 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

4 2001 2050 2 TI0 ASM 2525 PHASE-IN 

4 1975 1995 

4 22222 211111111 

4 30.0 

4 98.0 

4 3.0 1.0 
Program 7 1996 2050 2 TI0 GC 

Model Years 7 1975 1995 

Vehicles 7 22222 21111111 1 

Stringency 

Compliance 7 98.0 

Waiver Rates 7 3.0 1.0 

Cutpoints 

Exemption Age 7 25 

Grace Period 7 2 

NO TTC Credits 

Effectiveness 

DESC file 

I Fuel Commands I 

Fuel Program 1 

Oxygenated Fuels 0.00 0.42 0.00 0.036 2 

Fuel RVP 9 

Alternative Emission Regulations and Control Measures I 

Rebuild Effects 0.1 

External Conditions Commands 1 

Calendar Year 2005 

Evaluation Month 7 

MinlMax Temperature National Climatic Data Center 

I Vehicle Fleet Characteristic Commands I 

Registration Distribution Variable 
I Cincinnati-Dayton-Springfield 2005 Ozone M6.2 Inputs 1 

Includes the following counties: 

Ohio: Butler, Clark, Clermont, Clinton, Greene, Hamilton, Miami, Montgomery, 

Warren 

Indiana: Lawrenceburg Twp., Dearborn County 

Kentucky: Boone, Campbell and Kenton counties 

I State Programs 1 

I tnput I 

Note: Indiana and Kentucky inputs may not coincide with Ohio inputs 

Stage If Refueling 9313186186 

Anti-tampering Programs 96/78105122222/214 I I 14 ~111121098.11211 11 2 

IIM Programs Yes 

Excludes Clinton Co. and Miami Co., OH, Dearborn County, IN - No IIM program 

Note: IIM inputs for Kentucky counties are not included 

Program 1 2004 2050 2 TI0 OBD IIM 

Model Years 1 1996 2050 

Vehicles 1 22222 21tll-lIl I 

Stringency 1 30.0 

Complrance I 98.0 

Wa~ver Rates 1 1.0 1.0 

Cutpoints 

Exemption Age 1 25 

Grace Period 12 

NO TTC Credits 

- Effecti --- 

DESC file 

Program 2 2004 2050 2 TI0 EVAP 08D & GC 

Model Years 2 d996 2050 

Vehicles 2 22222 ~1111111 I 

Stringency 

Compliance 2 98.0 

Waiver Rates 2 1.0 1.0 

Cutpoints 

Exemptjon Age 2 25 

Grace Period 2 2 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

3 2001 2003 2 TI0 ASM 2525 PHASE-IN 

3 '! 996 '2003 

3 22222 21111111 1 

3 30.0 

3 98.0 
Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Program 

Model Years 

Vehicles 

4 2002 2050 2 TI0 ASM 2525 PHASE-IN 

4 1975 1995 

4 22222 21111111 1 

4 30.0 

4 98.0 

4 3.0 1.0 
Stringency 

Compliance 

Waiver Rates 

Cutpoints 

Exemption Age 

Grace Period 

NO TTC Credits 

Effectiveness 

DESC file 

Fuel Commands I 

Fuel Program 1 

Oxygenated Fuels 0.00 0.42 0.00 0.036 2 

Fuel RVP 9 

Alternative Emission Regulations and Control Measures I 

Rebuild Effects 0.1 

1 External Conditions Commands 1 

Calendar Year 2005 

Evaluation Month . ~~ ~~~ . ...~~ 

MinlMax Temperature 

7 ~...~~~ ~..~.~ .~.~.~ ~~~.~~~. 

National Climatic Data Center 

Vehicle Fleet Characteristic Commands 1 

Registration Distribution Variable 
Other Areas (excluding NOACAlAMATS and OKIIMVRPC) Ozone M6.2 

Inputs 

Includes the following counties: 

Ohio: Belmont, Colurnbiana, Delaware, Faitfield, Franklin, Jefferson, Knox, Licking, 

Lucas,Madison, Mahoning, Pickaway, Trumball, Wood 

Fuel Commands 

I fnput 

Fuel Program 1 

Oxygenated Fuels 0.00 0.42 0.00 0.036 2 

fuel RVP 9 

I Alternative Emission Regulations and Control Measures 1 

Rebuild Effects 0.1 (0.30 for 201 8) 

I External Conditions Commands I 

Calendar Year All 

Evaluation Month 7 

MinlMax Temperature National Climatic Data Center 

I Vehicle Fleet Characteristic Commands I 

Registration 

Distribution Variable 

4.5 Ohio's Mobile Emission Data Processed by LADCO (Lake Michigan Air 

Director" Consortium): 

2005 TDM and Mobile6 input data were provided to LADCO for processing. The data 

was processed by LADCO with T3 to prepare it as an input into the ConCEPT model. 

T3 and ConCEPT are described as follows. 
4.5.1 T3--Development of Link-Level Mobile Source Emission Inventories: 

Highly resolved emission inventories for on-road mobile sources are needed for air 

quality modeling to develop the necessary technical support for new State 

Implementation Plans (SIPS) for regional haze, fine particles, and ozone. Emissions for 

on-road motor vehicles are estimated using vehicle miles traveled, trip starts and ends, 

speed, and other activity data developed by State Agencies and Metropolitan Planning 

Organizations (MPOs) using transportation demand models (TDMs), and emission 

factors from EPA's MOBILE6 model. To support this modeling in the upper Midwest, 

ENVIRON, working with LADCO, State DOTs, and local MPOs, has developed a 

software tool (the TDM Transformation Tool, or "T3") that takes TDM output from 

approximately twenty transportation networks using a variety of models, applies 

appropriate data transformations, and outputs link- and county-level activity data in a 

uniform format for input to the CONCEPT emissions processing model (a new 

emissions processing model also developed with funding from LADCO). In a parallel 

effort, analyses of extensive automatic traffic recorder (ATR) data collected by State 

DOTs were conducted to develop temporal profiles (hour of day, day of week, and 

month of year) of vehicle counts and vehicle mix by roadway type for developing the 

detailed on-road emission inventories. 

T3 provides a conduit from the projections of traffic demand modelers regarding vehicle 

types, road networks, and vehicle activity to the activity data required by emissions 

modelers. The primary goals of T3 are to provide an easy mechanism for incorporating 

TDM model outputs in as "raw" a format as possible, while simultaneously providing a 

great degree of flexibility in representing the TDM projections in terms acceptable to 

most air quality models. These goals have been achieved through the use of a 

dimensional transformation approach, where the dimensions of the various 

transformations are user-defined - hence the name of the tool. 

By Stella Shepard, Alison K. Pollack, John Haasbeek, ENVIRON International 

Corporation, 101 Rowland Way, Suite 220, Novato, CA. 94945 

& Mark Janssen, Lake Michigan Air Directors Consortium (LADCO), 2250 E. Devon 

Avenue # 250, Des Plaines, IL 60018, janssen@ladco.org 

4.5.2 ConCEPT--Consolidated Community Emissions Processing Tool an OpenSource Tool for the Emissions Modeling Community: 

The new CONCEPT (CONsolidated Community Emissions Processing Tool) 

Emissions Processor is now available for use by the emissions modeling community. 

Developed as joint project between Alpine Geophysics, LLC and ENVIRON Corporation, 

with Midwest RPO and joint RPO funding, the CONCEPT model combines the best 

attributes of current emissions modeling systems into an open source model highlighting 

the following features: 

Open Source. Written primarily in PostgreSQL, the software required for running 
CONCEPT is in the public domain. The model itself is GNU Public License (GPL) 

compliant and users are encouraged to make additions and enhancements to the 

modeling system. 

Trans~arent. The database structure of the model makes the svstem easv to 

understand, and the modeling codes themselves are extremely well documented'io 

encourage user participation in the customizing the system for specific modeling 

requirements. 

Quality Control. The CONCEPT model structure and implementation allows for 

multiple levels of QA analysis during every step of the emissions calculation process. 

Using the database structures, an emissions modeler can easily trace a process or 

facility and review the calculation procedures and assumptions for any emissions value. 

The CONCEPT model includes modules for the major emissions source 

categories: area source, point source, on-road motor vehicles, non-road motor vehicles 

and biogenic emissions, as well as a number of supporting modules, including spatial 

allocation factor development, speciation profile development, growth and control for 

point and area sources, and CEM point source emissions handling. The emissions 

modeling community has already begun development of additional CONCEPT support 

modules including CEM preprocessing software, graphical QA tools, and an interface to 

the traffic demand models for on-road motor vehicle emissions estimation. 

By Cyndi Loomis, James G. Wilkinson, Alpine Geophysics, LLC, &John Haasbeek, 

Alison Pollack, ENVIRON Corporation. & Mark Janssen, Lake Michigan Air Directors 

Consortium (LADCO), 2250 E. Devon Avenue # 250, Des Plaines, IL 60018, 

janssen@ladco.org 

4.5.3 LADCO Ohio Data Outputs for 2005: 

The following LADCO outputs and documents can be found at: 

www.ladco.ora/tech/emislnet05/index. html 

Table 4-6 LADCO Data Output 
Additional Documents an LADCO Web Page: 

"Comparison to EPA's Default Model NMIM" 

"How we Build the 2005 Vmt/NetworksN 

"Spreadsheet/Graphics on Vehicle Mix" 

'Background on the T3 Tool ' 

4.6 MPO Contact Table 

Table 4-7 County Summay Table of MPOs by County I 1 1 1 i 

FIPS 1 county 1 Model Network I MPO I Contact Person 

39001 

39003 

39005 

39007 

3901 1 1 Auglaize 

I 

Statewide I 1 

1 Bel-0-Mar Regional Council 1 Rakesh Sharma 

3901 3 

1 39019 1 Carroll 1 Statewide 1 1 1 

39009 1 Athens 1 Statewide I I 

Adams 1 Statewide 

3901 5 

39017 

,.. 

, - Coordinating Committee of Eric Ottoson 

39023 .,: Clark Springfield the Clark County-Springfield 

Allen 

Belmont 

Brown 

Butler 

Ashland 1 Statewide 1 1 

Ashtabula 1 Statewide 

Statewide 

Statewide 

and Interstate Planning 

Commission 

Statewide 

CincinnatlDayton 

Lima Allen County Regional 

Planning Commission 

Tom Mazur 

I 

Ohio-Kentucky-Indiana 

Regional Council of 

Governments 

Andy Reser 


1 39175 ) Wyandot I Statewide I I 

NOTE: Complete MPO information can be found at, 

www.dot.state.oh.uslurban1mpomap.htm and at 

www.dot.state.oh.us/urban/~t.htm#Cleveland . 

SECTION 5 

MARINE, AIRCRAFT and RAIL (MAR) SOURCES 

MAR sources are non-road sources which are significant enough in terms of emissions 

to be considered separately from the rest of the non-road sources. The MAR inventory 

consists of commercial marines, aircraft and locomotive sources. The marine and 

locomotive inventory is generated by ~nviron' under contract with LADCO and the 

aircraft inventory is generated by Ohio EPA. 

5.d Marine Vessel Sources 

The approach to commercial marine emission estimates needed to be flexible because 

the activity data was available in many formats. Emission estimates were determined 

either by multiplying engine power, load factor, hours per year of operation, or on the 

basis of the number of gallons of fuel consumed. 

Emissions were determined for ten subclasses of vessel types: Deep draft vessels 

(DDV) at port, DDV mid-late, push boats (rivers/lakes), tugs, ferries, other special 

(excursion) vessels, support vessels, dredges, commercial fishing, and military vessels 

(Coast Guard). These were linked to various Ohio lakes and rivers. 

Because of the large variety of methodologies emplayed, inventory tables for the ten 

subcategories are detailed in the complete inventory prepared and published by 

ENVIRON International Corporation: LADCO 2005 COMMERCIAL MARINE 

EMISSIONS, by Christian E. Lindhjem, March, 2007. 

Emission totals produced by ENVIRON were provided to LADCO to submit to EPA for 

Ohio's State Implementation Plan (SIP). 
5.2 Rail Sources 

The primary activity unit used to determine emissions is gallons of fuel consumed. 

Emission rates were derived from EPA documents provided as support documentation 

for the 1997 locomotive emission standards (EPA, 1997). Gallons of fuel consumed 

were based on rail activity. 

Rail activity was broken down into four Source Category Codes (SCC). Class I, linehaul rail: Large interstate railroad companies like Union Pacific and Norfolk Southern. 

Class 1,11, 111, switching rail: Yard operations. Class 11, Ill line haul: Regional and local 

railroads. And Passenger rail: AMTRAK. 

Class I, line-haul represents 84.3% of fuel used and the largest emission's category. 

The complete emission's inventory was prepared and published by ENVIRON 

International Corporation: LADCO 2005 LOCOMOTIVE EMISSIONS, by Christian E. 

Lindhjem, February, 2007. 

Emission totals produced by ENVIRON were provided to LADCO to submit to EPA for 

Ohio's State Implementation Plan (SIP). 

EPA. 1997: "Locomotive Emission Standards." Regulatory Support Document, United States 

Environmental Protection Agency, Office of Mobile Sources, April. And EPA 1997. Emission Factors for 

Locomotives," Environmental Protection Agency, EPA420-F-97-051, December. 

5.3 Aircraft Sources 

INTRODUCTION: 

The aircraft emission's inventory is derived by taking the number of Landings and 

Take Offs (LTOs) per year and multiplying by an emission factor. In the Ohio inventory 

when specific aircraft models and engine type emission factors are known they were 

used. For the rest of the inventory the emission factors came from USEPA's fleet 

average emissions data. Those results are then compiled as tons per year per pollutant 

by county. The following describes the components, methodology, and concludes with 

a description of an Access based aircraft emission calculator. 

COMPONENTS: 

I. Ohio Airports: 

A list of both towered and non-towered airports in Ohio was obtained from the 

Ohio Department of transportation. See: www.dot.state.oh.uslaviationl In 

conversation with ODOT two individuals stated that the 164 airports listed covered over 

90% of the airports in Ohio. See Table 1. 

It. Number of OperationslLTOs by AirportlCounty: 
The ODOT list contained the number of operations a year per airport. An 

operation is either a landing or take off. A Landing and Take Off (LTO) is required for 

FAA EDMS calculations. LTOs were derived simply by dividing the number of 

operations by two. These were totaled by county. 

Table 5-1. Number of operations and LTOs for 2005. 
~. 

Reader-Botsford Airfield 

111;. Aircrafi-Modeisand~~NUmbe rrrO f Lr,?0Iyr; . .. - . . .. .. . . . .. . . . . .. 

Specific aircraft models by airport (generally the larger airports) was obtained 

from "Table 7" provided by the United States Department of Transportation, Office of 

Airline Information. This provided the number of LTO's for each aircraft model per year 

per airport. 

Table 2. Sample from "Table 7." This is the all community total of aircraft models for 

the AkronlCanton area. "All Service" departures were used as the number of LTOs per 

year for that model. Listed in the original table are aircraft model by airport and number 

of se~ices/LTOs. 
Aircraft 

Model 

A-318 

A319 

BOEING 717-200 

BOEING 727-100 

BOEING 727-200 

BOEING 737-100/200 

BOEING 737-200C 

BOEING 737-300 

BOEING 737-700/LR 

BOEING 737-800 

BOEING 757-200 

BOEING 767-300/ER 

CANADAIR RJ-IOO/ER 

CANADAIR RJ-700 

CONVAIR CV-580 

DASSAULT FALCON 

DHC8-100 DASH 8 

DOUGLAS DC-9-15F 

DOUGLAS DC-9-30 

EMBRAER- 145 

RJ-200ER/RJ-440 

SAAB-FAIRCHD 340/B 

ALL TYPES 

TOTAL DEPARTURES PERFORMD 

Scheduled Non-Sched All 

Service Service Service 

IV. Emission factors: 

Where there was specific aircraft model data the emission factors were derived 

using the FAA's Emission Dispersion Modeling System (EDMS). EDMS is a combined 

emissions and dispersion model for assessing air quality at civilian airports and military 

air bases. The model was developed by the Federal Aviation Administration (FAA) in 

cooperation with the United States Air Force (USAF). The model is used to produce an 

inventory of emissions generated by sources on and around the airport or air base, and 

to calculate pollutant concentrations in these environments. 
Table 5-2 EDMS Aircraft Emissions 

Emissions provided by Michigan Department of Environmental Quality. (The few 

aircraft in Ohio not included in the table had emissions derived by EDMS 5.0 in-house.) 

EDMS Aircraft ErnissionslLTO by Aircraft Type 

EDMS 4.5 Emissions lnventorv Reporl of 2005 Aircraft lnventorv Emissions Factarq 

Year 2005 

Aircraft Type 

A- 318 

A-30@-600/R/CFIRCF 

Lbs Emitted Per LTO 

CO 1 NOx f - RC VOC- I SO2 I PM2.5 1 PMlO 

19.8 

27.1 

, A-300BICIF-1001200 30.2 52.5 3.5 3.7 

A-310-200CllF 32.6 52.5 7.3 7.9 

18.7 f 4.0 1 4.4 

56.4 1 2.0 1 2.2 

0.2 , 

0.2 

1.5 I 0.0 I 0.0 

3.3 

3.3 

0.0 

0.2 

4.0 I 0.2 

0.2 

0.2 

0.2 

0.0 

0.2 

0.0 

0.2 

0.2 

4.0 - 4.4 1 1.5 

.. . 

1.3 1.3 

3.1 3.3 

29.8 61.5 0.4 0.4 

AVROEXNBR RJ85 24.7 9.5 2.9 3.3 

1.8 

2.2 

4.4 

X .3 

1EA.E-146-300 24.7 - 9.0 3d 3.3 1.3 0.2 0.2 

BEECH 1900 A!B/C 11.0 1.1 3.3 3.5 

BEECH KlNGAXR C90 1.8 0.9 0.2 0.2 

717-200 

0-0 

0.0 

0.0 

0.2 

0.2 

1.5 

0.4 

1.1 

0.0 

0.0 

11.7 0.0 

0.4 

1.1 

727-100 

23.4 

21.4 

727-100ClQC 1 44.5 1 19.8 

0.0 

727-200 

737-1001200 

1.1 1 f .I 

23.1 

0.0 

2.9 

2.2 0.7 

4.6 

737-200C 

19.6 ' 27.3 

0.7 

6.8 

4.6 

3.1 

14.1 2.4 

3.3 

2.0 

' 5.1 

16.1 

13.9 

2.4 

7.5 

5.1 

737300 

17.4 

2.9 

28.7 2.0 

737-400 26.5 18.5 1.5 1.5 1.8 0.0 0.0 

737800 24.7 21.2 

737-800 

15.91 1.8 

2.0 0.9 

BORNXER 328 JET 

DOUGLAS DC-10-10 

DOUGLAS DC-1030 

0.0 

0.9 

1.8 

I 1.3 6.61 11.9 12.6 0.7 1 . 0.0 0.0 

102.5 

45.4 

0.0 
NOTE: Where specific aircraft model data was not available fleet emissions were used. 

EPA default fleet average emission factors were taken from "Documentation for Aircraft, 

Commercial Marine Vessel, ,Locomotive, and Other Nonroad Components of the 

National Emissions Inventory. 2005, see Appendix A, Aircraft Emission Estimation 

Methodology." Specific model LTOs were subtracted from county LTO totals to 

eliminate double counting those LTOs. 

DOUGLAS DC-1040 

DOUGLAS DC-8-63 

DOUGLAS DC-8-71 

DOUGLAS DC-8-73 

DOUGLAS DC-9-10 

DOUGLAS DC-9-15F 1 14.1 1 14.6 1 3.7 

Table 5-3 Fleet Emission Factor Categories 

30.2 

219.1 

3.1 

3.1 

3.7 

4.0 1 1.8 1 0.2 I 0.2 

Fleet emission factors were broken down into three categories. ltinerant General, Local 

General, and Military. 

131.8 

261.5 

53.6 

53.6 

14.1 

Table 5-3a Fleet Average Emission Factors for Itinerant General Aircraft. 

81.8 

25.6 

34.6 

34.6 

14.6 

33.1 

239.9 

33 

3.3 

4.0 

DOUGLAS DC-9-30 I 14.1 

Note: Air taxi HC emissions * VOC/HC (0.9914) conversion factor = air taxi VOC estimate 

6.0 

4.2 

3.7 

3.7 

1.8 

14.6 

(Taken from : Table A-5) 

Pollutant 

HC 

NOx 

CO 

SOX 

PMln 

0.7 

5.1 

0.0 

0.0 

0.2 

3.7 

Emission Factors (LbsiJdTO) 

1.234 

0.158 

28.13 

0.015 

n m222 

0.7 

5.1 

0.0 

0.0 

0.2 

4.0 / 1.8 1 0.2 1 0.2 
Table 5-3b. Fleet Average Emission Factors for Local General Aircraft. 

Note: GA HC emissions * VOC/HC(0.9708) conversion factor = GA VOC estimate 

(Taken From: Table A-1 1) 

Table 5-3c. Fleet Average Emission Factors for Military Aircraft. 

Pollutant 

HC 

NOx 

CO 

sox 

PMlO 

Emission Factors (IbsLTO) 

0.394 

0.065 

12.014 

0.01 

0.2367 - 

Note: Military HC emissions * VOC/HC(l. 1046) conversion factor = Military VOC estimate 

(Taken from: Table A- 17) 

METHODOLOGY 

Pollutant 

HC 

NOx 

CO 

SOX 

PMlO 

Introduction 

Emission Factors (IbsILTO 

1.234 

0.158 

28.13 

0.015 

0.60333 

The following information was considered in the development of emission estimates: 

1. Commercial scheduled and non-scheduled aircraft air carrier activity and 

commercial air freight activity by aircraft model types, 

2. General aviation and air taxi annual local and itinerant operations for year 2005, 

3. Military annual local and itinerant operations for year 2005. 

Due to the need to have aircraft operations information expressed as landingltake off 

(LTO) cycles, the following assumptions were made: 
1. For commercial aircraft and commercial air freight activity, the number of annual 

aircraft annual LTO cycles was assumed to be equal to the number of 

departures. The daily LTO cycle frequency was then obtained by dividing the 

yearly LTO cycles by 365. 

2. For general aircraft annual local and itinerant airport operations, each respective 

operations total was divided by 2 to obtain the corresponding year local and 

itinerant LTO cycles. The expected daily local and itinerant LTO cycles then 

were obtained by dividing these annual totals by 365. 

3. For military annual local and itinerant operations, each respective operations total 

was divided by 2 to obtain the corresponding year local and itinerant LTO cycles. 

The expected military daily local and itinerant LTO cycles then were obtained by 

dividing these annual totals by 365. 

Airport LTO cycles were further categorized into commercial aircraft by plane and 

engine type, general aviation itinerant aircraft of unknown aircraft type, general aviation 

local aircraft of unknown aircraft type, and military aircraft. This was necessary in order 

to utilize the U.S. Departrnent of Transportation, Federal Aviation Administration EDMS 

Emissions and Dispersion Modeling System. Commercial and air freight aircraft 

emission factors per LTO cycle were determined using EDMS for each commercial 

aircraft type models where possible were used at each towered airport. Default 

commercial aircraft engine type, and Environmental Protection Agency (EPA) default 

time in mode values for takeoff, approach, and landing roll times were used in the 

EDMS model simulations. 

For those aircraft types that could not be determined using the EDMS emissions model, 

aircraft emission factors based upon EPA alternative fleet average procedures were 

then used to estimate their emissions. These included general aviation and air taxi 

itinerant aircraft of unknown aircraft type, general aviation local aircraft of unknown 

aircraft type, and military aircraft. Conversion from total hydrocarbons to volatile organic 

compounds was performed and based upon the EPA guidance. 

APPROACH 

1. A list of more than 90% of the airports was obtained from the Ohio Departrnent of 

Transportation. These were classed by airport, county, aircraft flight classification, and 

the total number of operations per year. 

2. The number of operations (a landing or a take off) were then divided by two giving 

the number of LTOs per year per airport. These airports were combined by county for 

the total number of LTOs per year, per county. 
3. In dialog with ODOT it was determined that the following Ohio flight groups of aircraft 

be combined to match the three categories used by the USEPA in calculating 

emissions. 

Itinerant (General, air carrier, commuter, air taxi, general aviation itinerant) 

Local (General aviation local) 

Military (Military) 

4. LTOs for specific models of aircraft per airport were taken from the FAA Table 7. 

See Table 2 above. These were then combined to give the number of LTOs per aircraft 

model per county. Specific model LTOs were subtracted from county totals to avoid 

double counting those LTOs. 

5. Emission factors were determined from the FAA's EDMS program for specific aircraft 

model and engine type. See IV. Emission factors above. The aircraft emission table 

provided by Michigan had the emission factors for most of the aircraft flown in Ohio. . Where specific aircraft model data was not available USEPA average fleet emissions 

were used. 

6. Emission factors times LTOs by county yielded tons per year per county. 

Table 5-4 Pollutant by County (Sample) 

County 

ADAMS 

ADAMS 

ADAMS 

ADAMS 

ADAMS 

ADAMS 

ADAMS 

ALLEN 

ALLEN 

ALLEN 

ALLEN 

ALLEN 

ALLEN 

ALLEN 

ASHLAND 

ASHLAND 

ASHLAND 

ASHLAND 

ASHLAND 

ASHLAND 

POLLUTANT 

C.Q~ ~.-- 

HC 

NOX 

PMIO-PRI 

PM25-PRI 

SOX 

VOC 

co 

HC 

NOX 

PM 10-PRI 

PM25-PRI 

SOX 

VOC 

co 

HC 

NOX 

PMlO-PRI 

PM25-PRI 

SOX 
ASHLAND 

ASHTABULA 

ASHTABULA 

ASHTABULA 

ASHTABULA 

ASHTABULA 

ASHTABULA 

ASHTABULA 

ATHENS 

ATHENS 

ATHENS 

ATHENS 

ATHENS 

ATHENS 

ATHENS 

VOC 

CO 

HC 

NOX 

PMI 0-PRI 

PM25-PRI 

SOX 

VOC 

co 

HC 

NOX 

PM10-PN 

PM25-PRI 

SOX 

VOC 

7. Emissions were then summed by pollutants in each county by SCC aircraft category 

type so data could be provided to LADCO in the EPA prescribed NEI - NIF format. 

DATA ERROR 

The first aircraft emission inventory submitted to LADCO in April, 2007 contained an 

error. The inventory submitted in May, 2007 has the error corrected. The error was the 

result of a carry over function in Access that picked up the number of operations as 

instead of LTOs .... which made the inventory exactly twice as large as what it really was. 

ACCESS CALCULATOR 

Introduction: 

Our database programmer set up Access application to calculate Ohio's aircraft 

emission inventory, and export those results to Excel. His utility allows for easy 

modification of the aircraft data to match future data scenarios. Output to Excel also 

allows for additional data manipulation and importation. 
Through this interface the following sets of data can be editedlupdated: Airport activity, L-~.~ emission ~ctorstsoecific~aITDo~emlsslons;st~lcoufitvvFIPSS:~-detSIedairccafi~~ . . information, airport informatibn, and aircraft SCCs. once the final emissions have been 

calculated and summed, then the data can be export via the export function on the Main 

Menu.