Guidebook for Quantifying Airport Ground Access Vehicle Activity for Emissions Modeling (2017)

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13 This guidebook is primarily intended to help air quality analysts identify, collect, and/or develop the data and information necessary to compute GAV emissions. It also is intended to assist specialists (e.g., traffic engineers or planners, airport planners, and others) who may be responsible for the actual collection (or development) of the GAV data. Fortunately, much of the GAV-related data developed by a traffic specialist can also be used by the air quality analyst for emissions modeling. Because the traffic specialist’s work can be the air quality analyst’s main source of GAV data, it is desirable that the air quality analyst and the traffic specialist coordinate at the outset of a data collection phase. Early coordination can ensure that the traffic specialist’s data collection efforts will also satisfy the needs of the air quality analyst. 5.1 Emissions Model General GAV Data Requirements This section of the guidebook is designed to assist the air quality analyst in determining the types of data and specific information needed to conduct GAV emissions modeling. Using this guidance, the air quality analyst can find descriptions of the specific GAV data they will need to prepare emissions inventories or perform dispersion analysis for airport projects of various types, sizes, and complexities. 5.1.1 Purposes for Emissions Modeling at Airports Airport GAV emissions modeling may be conducted for various purposes or applications, each of which has an appropriate approach. One purpose of emissions modeling at airports is compliance with federal environmental rules and regulations. Most federally funded improvements or modifications at airports will require disclosure of a project’s potential environmental impacts as part of compliance with NEPA. Air quality studies (including emissions modeling) are among several environmental impact categories evaluated in NEPA studies. The documentation required for NEPA compli- ance differs with the significance and anticipated impacts of the project. Documents that may be required for NEPA compliance are: • Categorical Exclusion (CATEX). A project’s impact may be documented in a CATEX if the extent of the impact is relatively small or insignificant. • Environmental Assessment (EA). An EA is prepared when it is unclear whether the federally funded project will have a significant effect on the environment. • Environmental Impact Statement (EIS). If, through existing knowledge or the results of an EA, a federally funded project is determined to have a potential significant impact on the environment, an EIS is prepared. Projects for which an EIS is prepared typically have more opportunities for public review and comment. C H A P T E R 5 Emissions Model Data Requirements

14 Guidebook for Quantifying Airport Ground Access Vehicle Activity for Emissions Modeling The General Conformity Rule of the Clean Air Act (CAA) also may apply to an airport project if the project is located in an area designated as being either “non-attainment” or “maintenance” for any of the NAAQS (40 CFR 93). The status of the air quality within an area with respect to the NAAQS can be obtained from EPA’s online Green Book, available at https://www.epa.gov/ green-book. The severity of an area’s non-attainment status for an individual pollutant may also dictate the level of air quality analysis that is required (levels of non-attainment for a pollutant may be designated as extreme, severe, serious, moderate, or marginal). Two major objectives of this guidebook are to provide a consistent approach to categorizing the different types of projects for which emissions modeling is required and to define specifi- cally the GAV data collection that is appropriate for each category of project. By following the guidelines, air quality analysts can more efficiently determine GAV data input needs and achieve consistency among emissions modeling studies. 5.1.2 Summary of General GAV Data Required for Emissions Modeling Regardless of the purpose or requirement for the emissions modeling, the collection or devel- opment of certain model input data will be required. While emissions models differ in their pur- pose and design, the input data required to compute GAV-related emissions are typically similar and somewhat consistent. Generally, these data are: • Traffic volume, • Vehicle mix, • Operating speed, and • Idle/dwell time. The configuration/geometries of the airport GAV infrastructure upon which GAV travel to, from, and around the airport (e.g., roadways, parking facilities) also are required to compute emissions. The basic GAV data must be collected relative to the airport GAV infrastructure, as summarized in Table 5-1. The time periods for which representative GAV data are collected or derived are the same regardless of GAV area. To prepare an inventory of total emissions that occur during a calendar year, an air quality analyst only requires data for an average annual daily condition. When performing dispersion analysis, an air quality analyst requires data that can be used to derive activity at an airport for every hour of a year. For example, if the traffic specialist/engineer has collected or derived GAV data for the peak hour of an average day, factors to derive the activ- ity occurring every other hour of the day will be required (24 factors with the peak hour assigned a value of one). The air quality analyst also will require factors to derive weekly emissions (seven factors) and factors to derive monthly emissions (12 factors). Figure 5-1 illustrates hourly, daily, and monthly temporal factors for an airport at which the maximum GAV volume is observed/recorded from 4 p.m. to 5 p.m. on a Friday in August. The temporal factors are listed above the bars in each chart (hourly, daily, and monthly). 5.2 Determining Specific GAV Data Needs (Project-by-Project) The emissions models discussed will always require input data within the general catego- ries described above. It is important to note, however, that varying levels of data are appropri- ate, depending on some basic study factors. The quantity, depth, complexity, and precision

Emissions Model Data Requirements 15 of GAV data appropriate for one project can differ substantially from what is needed for another project. In the “Traffic Volume” category, for example, a major airport reconstruction or expansion effort may need to incorporate data from existing traffic counts and future forecasts for a sub- stantial number of roadway segments. On the other hand, a minor project at a smaller airport may not require counts at all, but rather can estimate traffic volumes based on aviation activity (e.g., number of passengers, number of flights). The appropriate level of GAV data should be collected and developed for each type/size/purpose of study. To facilitate this, the guidebook establishes three “tiers” into which projects may be categorized according to type, size, complex- ity, and other parameters. The tier approach is discussed in the next section. 5.2.1 Categorizing Projects for Emissions Modeling (the Tier Approach) For categorizing airport projects to determine the appropriate types and levels of emissions data needed for each, this guidebook uses three tiers: Tier I: Basic, Tier II: Intermediate, and Tier III: Advanced. Table 5-1. General GAV activity data requirements for emissions modeling. GAV Infrastructure Required Data General Specific Volume Vehicle Mix a Average Speed b Idle/Dwell Time Entering Exiting Roadways Access X X X Curbside XXX Circulation X X X Service X X X Cargo X X X X Airfield X X Parking Facilities Surface X X Multi-level X X Employee X X Cell phone X X X Hotel X X Vehicle Staging/ Queuing Areas On-demand Taxi/limousine X X X Limousine XXX Door-to-door/shared ride X X X Hotel/motel shuttles XXX Parking shuttles (on airport) X X X Parking shuttles (off airport) X X X TNC XX Other Kiss-n-Fly X X Transit stop X X Pre-arranged Taxi/limousine X X Charter bus X X Cargo facilities X X X a For the purpose of an air quality analysis, a GAV fleet mix is not required in areas where only one type of GAV is operating (i.e., notwithstanding the fact that private vehicles comprise various types of vehicles, it can be assumed that only private vehicles would operate in an airport parking facility). b Average speed means average operating speed. For the purpose of an air quality analysis, an average speed of 20 mph or less can be assumed for all parking facilities, vehicle staging/queuing areas, and other airport areas.

16 Guidebook for Quantifying Airport Ground Access Vehicle Activity for Emissions Modeling Figure 5-1. Temporal factors. 0 100 200 300 400 500 600 700 800 900 1,000 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.2 0.3 0.4 0.5 0.6 0.5 0.8 1.0 0.8 0.4 0.2 0.1 0.1 0.0 0.0 Hourly Temporal Factors N um be r o f O pe ra tio n s 5,200 5,300 5,400 5,500 5,600 5,700 5,800 5,900 6,000 Mon. Tues. Wed. Thurs. Fri. Sat. Sun. 0.93 0.97 0.96 0.97 1.00 0.92 0.93 Daily Temporal Factors N um be r o f O pe ra tio n s 32,000 33,000 34,000 35,000 36,000 37,000 38,000 39,000 40,000 Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec. 0.88 0.88 0.93 0.93 0.95 1.00 0.98 1.00 0.95 0.88 0.90 0.99 Monthly Temporal Factors N um be r o f O pe ra tio n s

Emissions Model Data Requirements 17 Figure 5-2 depicts the three tiers, along with the appropriate project characteristics for deter- mining to which tier a given project should be categorized for purposes of computing GAV- related emissions. Factors are listed on the left side of the matrix (i.e., federal document type, attainment status, and public interest). Table 5-2 provides expanded descriptions of the project factors and characteristics for each of the tiers. Virtually any airport project requiring emissions modeling will have a “best fit” with one of the three tiers. For example, Table 5-3 lists the air quality assessment examples in Figure 4-5 of FAA’s Air Quality Handbook and shows how the projects would be categorized based on a need to model GAV emissions (if applicable to the project), using the tier approach. When determin- ing the appropriate level, or tier, for any given project, the air quality analyst should involve the project sponsor (e.g., the airport owner/operator) and the appropriate regulatory agencies (e.g., FAA, state/local air quality board) in the decision. 5.2.2 GAV Data Needs by Tier Once the air quality analyst has determined into which tier a project will fit, the next challenge is to know what level of GAV data needs to be collected or developed to support the emissions modeling. Using the tiered approach provides the air quality analyst with specific guidance so that future emissions modeling for similar project types can use the same, or a similar, approach. The Tier I, II, and III data requirements presented in this section are necessary to prepare an air emissions assessment for existing conditions at an airport and, if the assessment will be used to evaluate proposed improvements, to project future conditions with and without the improve- ments (reflecting “build” and “no-build” alternatives). 5.2.2.1 Tier I Data Requirements Table 5-4 presents the GAV data needed for Tier I analyses. In the absence of airport-specific data, or for a minor project with limited GAV activity associated with an airport improve- ment, the minimum amount of airport-specific data required for GAV emissions modeling would be the number of average daily trips (i.e., the volume of traffic) entering an airport. The average daily number of GAV entering one of the specific GAV infrastructure areas also may be required if the area is of interest in the evaluation (e.g., if an airport improvement project involves adding a new multi-level parking lot). For the remaining emissions modeling data Figure 5-2. Tiered approach to quantifying airport GAVs for emissions modeling.

Table 5-2. Description of tier factors. Factor Tier I (Basic) Tier II (Intermediate) Tier III (Advanced) Data Level Description Data Level Description Data Level Description Document Type a CATEX A category of actions that do not, individually or cumulatively, have a significant effect on the human environment, with the result that neither an EA nor an EIS is required. EA Prepared when a proposed action does not fall within the scope of a CATEX and does not require an EIS. EIS One or more environmental impacts (of the project or action) would be significant, and mitigation measures cannot reduce the impact(s) below significant levels. Attainment Status b Attainment Applies to areas where air pollution levels do not exceed the NAAQS.c Maintenance/ marginal to moderate non- attainment Applies to areas where air pollution levels did/do exceed the NAAQS.c Serious to extreme non- attainment Applies to areas where air pollution substantially exceeds the NAAQS. c Public Interest Limited The airport and/or the proposed action are not controversial. Moderate The airport and/or the proposed action may be controversial. Ample The airport and/or a proposed project are controversial. a FAA Order 1050.1F (July 16, 2015a). b EPA Green Book (www3.epa.gov/airquality/greenbook). c Refers to project-related emissions. If dispersion modeling is to be performed, an expectation that an exceedance of the NAAQS would be predicted should also be considered when selecting a tier level.

Emissions Model Data Requirements 19 Table 5-3. Airport project/tier assignment. Project/Action Category Model GAV a Tier I Tier II Tier III Project Type XHtropriAweN XMyawnuRweN Major Runway Extension M X New or Expanded Terminal H X Relocated Terminal H X Roadway Modifications H X New or Expanded Cargo or Fixed-Base Operator (FBO) Facility M X New or Expanded Parking H X New or Expanded Utility Plant L X New Fuel Storage System L X New or Modified Taxiway L X Runway Safety Area L X Runway Rehabilitation L X Obstruction Removal L X Air Traffic Control Tower L X Action Type Increase in Aircraft Operations H X Change in Runway Utilization L X Change in Vehicle Mix M X Increase Taxi Time/Delay L X Increase in Motor Vehicle Trips H X Air Traffic Procedures < 3,000 ft. M X Air Traffic Procedures > 3,000 ft. L X XLnoitisiuqcAdnaL Navigational System L X Policy Type Change in Parking Fees L X Change in Length-of-Stay L X Change in Mass Transit Fares L X Parking Facility Planning M X a Indicates likelihood that GAV emissions will be modeled: H = High, M = Medium, L = Low categories (e.g., vehicle mix, vehicle speed[s], and idle/dwell time), the conservative assump- tions listed in Table 5-4 can be made. 5.2.2.2 Tier II Data Requirements Reflecting the anticipated greater potential impacts on air emissions of airport projects that fit in the Tier II category, the emissions modeling will be somewhat more analytical and precise. The GAV data required for input to the emissions modeling will be more detailed. Table 5-5 provides a comprehensive listing of the GAV data needs for Tier II. Table 5-5 is intended to be used as a checklist. Working with the traffic engineer/specialist who will be responsible for actual collection/development of the data, the air quality analyst can use this table to ensure that a consistent and standard level of analysis is performed for any Tier II project. With the exception of roadways, the data required for a Tier II analysis is the same as that required for a Tier I analysis (Tier I and II requirements that are the same are shaded in gray in Table 5-5). For roadways, average daily vehicle trips by GAV are required for each specific infrastructure area (i.e., access roadway, curbside, circulation roadways, etc.).

Table 5-4. Required GAV data—Tier I. GAV Infrastructure Required Data General Specific Volume Vehicle Mix a Speed Idle/Dwell Time Roadways Access Average daily trips entering airport. Assume a 50-50 split of passenger cars/trucks and composite fuel. Assume 20 mph. Not considered in analysis. Curbside Circulation Service Cargo Parking Facilities Surface If project involves parking, average daily trips to parking facility of interest. Assume a 50-50 split of passenger cars/trucks and composite fuel. Assume 10 mph. Not applicable. Multi-level Employee Cell phone Hotel Rental car Off airport Vehicle Staging/ Queuing Area(s) On-demand taxi/ limousine If project involves staging area(s), average daily trips to area of interest. For taxi/limousine areas, assume a 50- 50 split of passenger cars/trucks and composite fuel. For shared ride and shuttle areas, assume a 50-50 split of light commercial trucks and short-haul single-unit trucks and composite fuel. Assume 10 mph. Assume dwell times shown in Table 6-3. Limousine Door-to-door/shared ride Hotel/motel shuttles Parking shuttles (on airport) Parking shuttles (off airport) TNC Other GAV Area(s) Kiss-n-Fly If project involves one of the “other” GAV areas, average daily trips to the area. For Kiss-n-Fly and taxi/limousine areas, assume a 50-50 split of passenger cars/trucks and composite fuel. For transit stop and charter bus areas, assume buses and composite fuel. For cargo facilities, assume short-haul single-unit trucks and composite fuel. Assume 10 mph. Assume dwell times shown in Table 6-3. Transit stop Pre-arranged taxi/limousine Charter bus Cargo facilities a Vehicle types are discussed in Chapter 3 (see Table 3-1. Mapping of GAV types to MOVES and EMFAC vehicle classifications).

Table 5-5. Required GAV data—Tier II. GAV Infrastructure Required Data General Specific Volume Vehicle Mix a Speed Idle/Dwell Time Roadways Access Average daily trips for each specific area. Assume vehicle mix percentages for GAV for each area in Table 3-1. Use posted speeds for access, circulation and service areas. For curbside and cargo assume 20 mph. Not considered. Curbside Circulation Service Cargo Parking Facilities Surface If project involves parking, average daily trips to lot. Assume a 50-50 split of passenger cars/trucks and composite fuel. Assume 10 mph. Not applicable. Multi-level Employee Cell phone Hotel Rental car Off airport Vehicle Staging/ Queuing Area(s) On-demand taxi/limousine If project involves staging area(s), average daily trips to area of interest. For taxi/limousine and TNC areas, assume a 50-50 split of passenger cars/trucks and composite fuel. For shared ride and shuttle areas, assume a 50-50 split of light commercial trucks and short-haul single-unit trucks and composite fuel. Assume 10 mph. Assume dwell times shown in Table 6-3. Limousine Door-to-door/shared ride Hotel/motel shuttles Parking shuttles (on airport) Parking shuttles (off airport) TNC Other GAV Area(s) Kiss-n-Fly If project involves one of the “other” categories, average daily trips to area. For Kiss-n-Fly and taxi/limousine areas, assume a 50-50 split of passenger cars/trucks and composite fuel. For transit stop and charter buses areas, assume buses and composite fuel. For cargo facilities, assume short-haul single-unit trucks and composite fuel. Assume 10 mph. Assume dwell times shown in Table 6-3. Transit stop Pre-arranged taxi/limousine Charter bus Cargo facilities Note: Shaded areas denote GAV data needs that are the same for Tier I and Tier II. a Vehicle types are discussed in Chapter 3 (see Table 3-1. Mapping of GAV types to MOVES and EMFAC vehicle classifications).

22 Guidebook for Quantifying Airport Ground Access Vehicle Activity for Emissions Modeling 5.2.2.3 Tier III GAV Data Requirements For those airport projects that require a Tier III analysis (the highest level of analysis using the most precise and customized data), the collection effort is the most comprehensive, time- consuming, and resource-intensive. Table 5-6 can be used as a checklist for identifying and applying standardized, consistent data needs for Tier III projects. For a Tier III analysis, airport- and study-specific GAV volumes are required for all general and specific infrastructure areas of the airport, for airport- and study-specific vehicle mix data for the airport’s roadways, and for shared ride and shuttle areas. For roadways, vehicle-speed assumptions may still be used in cargo areas and at the airport’s enplane and deplane curbsides. However, airport-specific vehicular speed data should be collected for access, circulation, and service area roadways, as well as for idle/dwell times of the vehicles at curbside.

Table 5-6. Required GAV data—Tier III. GAV Infrastructure Required Data General Specific Volume Vehicle Mix a Speed Idle/Dwell Time Roadways Access Peak-hour data and temporal factors (peak hour to average day, week, and month). Vehicle mix for each area. Use observed, measured actual or derived speeds for access, circulation and service areas. For curbside and cargo, assume 20 mph. Use airport-specific idle/dwell times for curbside. Curbside Circulation Service Cargo Parking Facilities Surface Peak-hour data and temporal factors (peak hour to average day, week, and month). Assume a 50-50 split of passenger cars/trucks using a composite fuel. Assume 10 mph. Not applicable. Multi-level Employee Cell phone Hotel Rental car Off airport Vehicle Staging/ Queuing Areas On-demand taxi/limousine Peak-hour data and temporal factors (peak hour to average day, week, and month). For taxi/limousine and TNC areas, assume a 50-50 split of passenger cars/trucks and composite fuel. For shared ride and shuttle areas, use airport-specific vehicle mix and composite fuel. Assume 10 mph. Assume dwell times shown in Table 6-3. Limousine Door-to-door/shared ride Hotel/motel shuttles Parking shuttles (on airport) Parking shuttles (off airport) TNC Other GAV Area(s) Kiss-n-Fly Peak-hour data and temporal factors (peak hour to average day, week, and month). For Kiss-n-Fly and taxi/limousine areas, assume a 50-50 split of passenger cars/trucks and composite fuel. For transit stop and charter bus areas, assume buses and composite fuel. For cargo facilities, assume short-haul single-unit trucks and composite fuel. Assume 10 mph. Assume dwell times shown in Table 6-3. Transit stop Pre-arranged taxi/ Limousine Charter bus Cargo facilities Note: Shaded areas denote GAV data needs that are the same for Tier I and Tier II. a Vehicle types are discussed in Chapter 3 (see Table 3-1. Mapping of GAV types to MOVES and EMFAC vehicle classifications).