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20 Table 3-1. Summary of preferred and alternate methods by source. Alternate Source Comments Preferred Method Method In preparing this Methods 2 or 3, Guidebook, new depending on sources were availability and Aircraft identified that may be quality of data; Method 1 superior to Method 2. Method 3 is subject FAA has volunteered to FAA availability to make these data of data available for public Method 2, with use as described under APUs included as Method 1 APU part of cruise Method 3. emissions Method 2, using the Method 1 GSE noted models Need to carefully consider the utility of running models like MOBILE6.2 (USEPA Method 3 and the GAV 2002). If the vehicle- noted models Method 1 or 2 specific VMT data are not available, no fidelity is gained from using MOBILE6.2. Stationary Sources-- Method 2 stationary source fuel use and Method 1 Combustion specific emission Activities factors Stationary Sources-- Facility Power Always falls under the Power demand and Power demand Scope 2 category local emission rate and EPA (Purchased eGRID rates Electricity) Stationary Sources-- USEPA's WARM Waste Management with appropriate NA Activities activity data Fire training fuel NA Training Fires and suppressant data USEPA's Construction NONROAD or NA equivalent model ing sections (to point them out clearly, the preferred methods are listed in bold in the following sections). Aircraft emissions calculations closely follow the The methods overviewed in Table 3-1 correspond to the tiered IPCC guidelines. FAA is expected to begin pollutants categorized under Level 2 reporting (i.e., the six releasing Method 3 data publicly in the near fu- Kyoto pollutants), but mainly focus on CO2, CH4, and N2O. ture for airport operator use. Thus, it may be the These methods currently do not encompass life-cycle analy- preferred method for U.S. airports. sis, which is outside the scope of the Guidebook. Also, for clarity, the term method is used to refer to the hier- archy of methods adopted in this Guidebook for calculating Method 1: Use fuel sales data for the airport to calculate emissions for each source. In contrast, IPCC uses the term tier total emissions for all departure flights. Fuel sales should to describe their hierarchy of methods. For example, Method 1 represent Jet A (or other jet fuels) as well as Avgas fuels. refers to a lower fidelity method (lower relative to the methods Method 2: Use fuel sales data in combination with meth- identified herein) adopted as part of this Guidebook, while ods or models to separately calculate LTO emissions. Tier 1 refers to a lower fidelity method from IPCC (lower rel- This method enables the emissions to be separated by ative to Tiers 2 or 3). those occurring from aircraft in the local environment (as defined by the LTO cycle) and those outside the local environment (referred to as cruise). These data also re- 3.1 Aircraft flect APU use, and, in some contexts, are referred to as The calculation of aircraft emissions closely follows, but is residual/cruise/APU. not identical, to the methods prescribed in IPCC. The fol- Method 3: Rather than using fuel sales data, this method lowing methods are recommended herein: relies on models capable of calculating fuel consumption