Airports v2

National Pollutant Inventory
Emission estimation
technique manual
for
Airports
Version 2.0
July 2008
First published in December 2000

Version 1.1 published May 2001
ISBN: 978 642 55446 8
Commonwealth of Australia 2008
This manual may be reproduced in whole or part for study or training purposes subject to the
inclusion of an acknowledgment of the source. It may be reproduced in whole or part by those
involved in estimating the emissions of substances for the purpose of National Pollutant
Inventory (NPI) reporting. The manual may be updated at any time. Reproduction for other
purposes requires the written permission of the Department of the Environment, Water,
Heritage and the Arts, GPO Box 787, Canberra, ACT 2601, e-mail: npi@environment.gov.au,
web: www.npi.gov.au, phone: 1800 657 945.
Disclaimer
The manual was prepared in conjunction with Australian states and territories according to the
National Environment Protection (National Pollutant Inventory) Measure.
While reasonable efforts have been made to ensure the contents of this manual are factually
correct, the Australian Government does not accept responsibility for the accuracy or
completeness of the contents and shall not be liable for any loss or damage that may be
occasioned directly or indirectly through the use of, or reliance on, the contents of this
manual.
Airports i
Version 2.0 July 2008
EMISSION ESTIMATION TECHNIQUES
FOR
AIRPORTS
TABLE OF CONTENTS
1 INTRODUCTION................................................................................................... 1
1.1 Airport activities covered by this manual ............................................................... 1
1.2 The process for NPI reporting................................................................................. 2
1.3 Information required to produce an annual NPI report ........................................... 2
1.4 Additional reporting materials ................................................................................ 3
2 REPORTING REQUIREMENTS........................................................................... 4
2.1 NPI facility occupier ............................................................................................... 4
2.2 Operational control.................................................................................................. 4
2.2.1 Who has operational control?......................................................................... 5
2.2.2 What if it is uncertain who has control?......................................................... 5
3 PROCESS DESCRIPTION..................................................................................... 7
4 EMISSION SOURCES ......................................................................................... 10
4.1 Emissions to air ..................................................................................................... 10
4.1.1 Point source emissions ................................................................................. 11
4.1.2 Fugitive emissions ........................................................................................ 12
4.2 Emissions to water ................................................................................................ 12
4.3 Emissions to land .................................................................................................. 13
5 THRESHOLD CALCULATIONS ....................................................................... 15
5.1 Fuel storage and handling ..................................................................................... 17
5.2 Fuel combustion .................................................................................................... 17
5.3 Other potentially relevant sources of NPI substances........................................... 19
5.4 Wastewater treatment............................................................................................ 19
5.5 Waste transfer........................................................................................................ 19
6 EMISSION ESTIMATION TECHNIQUES ........................................................ 21
6.1 Sampling and direct measurement ........................................................................ 22
6.2 Emission factors .................................................................................................... 23
6.2.1 Emissions from ground support equipment.................................................. 24
6.2.2 Emissions from aircraft engine testing ......................................................... 32
6.2.3 Emissions from auxiliary power unit operation and testing......................... 36
6.2.4 Emissions from fire training and emergency simulations ............................ 37
6.2.5 VOC emissions from general aviation ......................................................... 38
6.2.6 Emissions from storage tanks....................................................................... 39
6.2.7 Emissions from boilers, space heaters and emergency generators............... 39
6.2.8 Emissions from paint and solvent usage ...................................................... 40
6.2.9 Wastewater treatment plants......................................................................... 40
6.2.10 Emission factors developed based on site-specific information................... 41
6.3 Mass balance ......................................................................................................... 42
6.4 Fuel analysis and engineering calculations ........................................................... 42
6.5 Approved alternative ............................................................................................. 44
7 TRANSFERS OF NPI SUBSTANCES IN WASTE ............................................ 45
8 NEXT STEPS FOR REPORTING ....................................................................... 47
Airports ii
9 REFERENCES...................................................................................................... 48
APPENDIX A: DEFINITIONS AND ABBREVIATIONS ............................................. 49
APPENDIX B: EMISSION FACTORS ........................................................................... 51
APPENDIX C: MODIFICATIONS TO THE AIRPORTS EET MANUAL (VERSION 1.1
MAY 2001) ....................................................................................................................... 66
LIST OF FIGURES, TABLES, EQUATIONS

AND EXAMPLES
Figure 1. Determining whether your business entity has responsibility for reporting emissions
for activities carried on a particular site.............................................................................. 5
Figure 2. Determining whether an Airport Corporation has responsibility for reporting
emissions for activities carried at within the airport area. .................................................. 6
Figure 3: Procedure to determine whether reporting thresholds for NPI substances are
exceeded............................................................................................................................ 16
Table 1: Airport-related activities and their potential emission destination ............................. 9

Table 2: Typical sources of emissions to air at Australian airports ........................................ 10
Table 3: Minimum amount of fuel stored which is likely to trip Category 1a and Category 1
thresholds (refer Fuel and Organic Liquid Storage manual)............................................ 17
Table 4: Category 2a and 2b substances ................................................................................. 18
Table 5: Typical GSE and associated engine types and service times (after ICAO, 2007 and
US FAA, 2007) ................................................................................................................. 25
Table 6: Conversion factors for calculating TVOC emissions from HC emissions (FAA,
1997) ................................................................................................................................. 35
Table 7: Emission factors for fuels typically used in fire training .......................................... 38
Table 8: Emission factors for airport activities based on data for Melbourne Airport(1) ......... 41
Equation 1 ................................................................................................................................ 23
Equation 2 ................................................................................................................................ 30
Equation 3 ................................................................................................................................ 30
Equation 4 ................................................................................................................................ 30
Equation 5 ................................................................................................................................ 32
Equation 6 ................................................................................................................................ 33
Equation 7 ................................................................................................................................ 35
Equation 8 ................................................................................................................................ 35
Equation 9 ................................................................................................................................ 37
Equation 10 .............................................................................................................................. 37
Equation 11 .............................................................................................................................. 38
Equation 12 .............................................................................................................................. 39
Equation 13 .............................................................................................................................. 43
Example 1: Calculation of GSE emissions of carbon monoxide (CO) based on aircraft

movement data .................................................................................................................. 29
Example 2: Calculation of GSE emissions of oxides of nitrogen (NOx) based on engine power
and time in service (using Equation 4) ............................................................................. 31
Example 3: Calculation of emissions from engine test cells (using Equation 6)..................... 34
Airports iii
1 Introduction
The purpose of all emission estimation technique (EET) manuals is to assist
Australian manufacturing, industrial and service facilities to report emissions of listed
substances to the National Pollutant Inventory (NPI). This manual describes the
procedures and recommended approaches for estimating emissions engaged in airport
activities.
EET MANUAL Airports

ANZSIC CODES 2006 All applicable activities within the ANZSIC Groups
239, 261, 281, 291, 292, 332, 349, 490, 522, 529,
771.
Note that the ANZSIC code is part of NPI reporting requirements. The NPI Guide
contains an explanation of the ANZSIC code.
NPI substances are those that when emitted at certain levels have the potential to be
harmful. Australian, state and territory governments have agreed, in response to
international requirements, that industries will report these emissions on an annual
basis. NPI substances are set out in the NPI Guide and are listed in categories which
have a threshold; i.e. once annual use of substances is above the threshold their
emissions and transfers must be reported.
This manual has been developed through a process of national consultation involving
state and territory environmental authorities and key industry stakeholders. Particular
thanks are due to Australia Pacific Airports (Melbourne) P/L, Sydney Airport
Corporation Ltd, Shell Company of Australia Limited, Brisbane Airport Corporation
Pty Ltd, Canberra International Airport and Airservices Australia for information
supplied in support of developing this manual. Thanks are also due to Environ
Australia Pty Ltd for their assistance in developing this manual and for the use of
images.
1.1 Airport activities covered by this manual

The Airports manual addresses emissions to air, land and water and transfers of NPI
substances in waste resulting from a range of activities occurring at airports. Guidance
is provided on estimating emissions from the following airport activities:
ground support equipment (airside vehicles and mobile plant)
fire training and emergency simulations
aircraft engine test cells
auxiliary power unit testing
paint and solvent usage
fuel and organic liquid storage
boilers and space heaters
emergency generators
re-fuelling operations and general aviation engine testing, and
wastewater treatment.
Airports 1
This list comprises those practices and activities which are likely to be the largest
sources of NPI listed substances at major Australian airports.
Emissions from aircraft while mobile (taxiing, landing, and take-off cycles) and
stationary (idling, docked at gate, and during on-wing engine testing) are estimated by
state and territory environment authorities using the Emission estimation technique
manual for aggregated emissions from aircraft. State and territory environment
authorities, as part of their aggregated emissions programs, will also estimate private
motor vehicles on airport access roads and car parks.
1.2 The process for NPI reporting

The process for NPI reporting can be seen in the flow chart.
Step 1: Prepare a process flow chart for your facility

(Identify types and quantities of substances used and transferred Refer to Section 2
and types and quantities of fuels burned onsite) Process description
Step 2: Determine emissions and transfer sources for your facility

(Generally, air emissions including point sources and fugitives but Refer to Section 3
may include emissions to water due to stormwater drainage, spills Emission sources
and/or wastewater treatment, and also waste transfers)
Step 3: Determine whether any thresholds have been exceeded

(Fuel use or wastewater treatment resulting in Category 1 or 1a Refer to Section 4
substance threshold exceedance; fuel combustion of over 400 t/yr Threshold calculations
or 1 t/hr; emissions to water above Category 3 thresholds)
Step 4: Estimate the emissions and transfers for your facility Refer to Section 6
(Air fugitives are calculated based on emission factors and fuel Estimating emissions
analysis; direct measurement may be used for point sources)
Step 5: Report emissions to the NPI Refer to Section 8

(After adding emissions from other sources to your report) Next steps for reporting
1.3 Information required to produce an annual NPI report

The following data will need to be collated for the reporting period:
ground support equipment (GSE) information number of aircraft movements
by aircraft usage category, total fuel use or operating times and fuel flow per
GSE type
information from testing of auxiliary power units (APU) and off-wind testing
of engines APU and engine type, number of tests, test modes, time in mode
and fuel flow per test mode
information from the operation of APUs while an aircraft is stationary APU
and engines type and fuel flow, load, number of cycles, and time in mode
Airports 2
fuel storage information, including type of fuel stored, tank working volume
(or storage capacity), tank throughput, starting volume of liquid in tank
boilers, space heaters and emergency generators type of combustion plant,
type and quantity of fuel used, control devices in operation
fire training type and quantity of fuel used per fire training exercise and
number of exercises throughout the reporting year
wastewater treatment plants type of treatment process, design and
wastewater throughput during the reporting year, and
surface coating types, quantities and volatile organic compound (VOC)
contents of surface coatings used.
1.4 Additional reporting materials

This manual is written to reflect the common processes employed at airports. In many
cases it will be necessary to refer to other EET manuals to ensure a complete report of
the emissions for the facility can be made. Other applicable EET manuals may
include, but are not limited to:
Aggregated emissions from aircraft
Aggregated emissions from motor vehicles
Combustion in boilers
Combustion engines
Fuel and organic liquid storage
Organic chemical processing industries
Sewage and wastewater treatment
Surface coating, and
Fugitive emissions.
Airports 3
2 Reporting requirements
The purpose of this EET manual is to provide guidance on the characterisation of
emissions from those activities specifically associated with airport operations. There
may be certain activities which lead to emissions of NPI substances that are not
covered by this manual. In this situation refer to the NPI Guide to determine which
other NPI EET manuals are likely to assist you in estimating your emissions of NPI
substances. If further advice is required contact your state or territory environment
agency whose contact details are in the NPI Guide and on the NPI website at
www.npi.gov.au.
This manual applies to facilities located at Australian airports, either privately owned
or controlled by an Airport Corporation. Airports may be comprised of several
facilities occupied by many individual tenants of an Airport Corporation who are
separate from the Airport Corporation.
2.1 NPI facility occupier

The NPI NEPM defines occupier as a person who is in occupation or control of a
facility whether or not that person is the facility owner.
The Airport Corporation would also be regarded as the facility occupier for any
activities directly under its control.
2.2 Operational control

Under the NPI, occupiers of facilities are required to report emissions of NPI
substances if the relevant thresholds are exceeded.
At some facilities, sites or locations (such as ports, airports and mine sites), activities
can be carried out by separate business entities and reporting responsibilities may not
be obvious.
In the NPI, the definition of facility is as follows:
facility means any building or land together with any machinery, plant, appliance,
equipment, implement, tool or other item used in connection with any activity
carried out at the facility, and includes an offshore facility. The facility may be
located on a single site or on adjacent or contiguous sites owned or operated by
the same person.
Under this definition it is possible for the same site to have more than one occupier
and thus be a facility for more than one entity for the purposes of reporting.
To clarify reporting responsibilities in these instances, the NPI uses the concept of
operational control. Operational control is a concept used internationally to allocate
responsibility, for reporting data, to the entity with the greatest ability to influence the
management of environmental policies.
Airports 4
If a business entity has operational control of an activity they are deemed to have the
reporting responsibility for that activity.
2.2.1 Who has operational control?

An occupier of a facility is considered to have operational control over an activity at a
facility if it has the authority to introduce and implement the operating, health and
safety and/or environmental policies for that activity at the facility.
2.2.2 What if it is uncertain who has control?

If there is uncertainty as to which business entity has operational control over an
activity, the business entity deemed to be in operational control will be the one with
the greatest authority to introduce and implement operating and environmental
policies.
Occupiers of facilities often have differing and complex contractual arrangements in

place and occupiers may need to seek further advice to determine operational control
in their specific situation.
General guidance on how to determine operational control over a facility is contained

in the following figures.
Figure 1. Determining whether your business entity has responsibility for

reporting emissions for activities carried on a particular site
Identify an activity carried out within the site
boundary. Your business entity does not have
operational control of the activity and
does not have the responsibility for
reporting emissions from this activity.
Does your business entity have the ability to Emissions must be reported by the
introduce or implement policies relating to business entity which has operational
operations, health and safety and/or the
No
control (if relevant thresholds are
environment with regard to this activity? exceeded).
Yes
Is there another business entity that could also Your business entity has operational
introduce or implement any or all of the No control of the activity and is
policies listed above? responsible for reporting emissions
from this activity.
Yes
Does your business entity have the greatest Your business entity does not have
authority to introduce and implement operating operational control of the activity and
No
and environmental policies? does not have the responsibility for
Yes Emissions must be reported by the

business entity which has operational
Your business entity has operational control (if relevant thresholds are
control of the activity and is responsible for
Airports 5 exceeded).
Figure 2. Determining whether an Airport Corporation has responsibility for
reporting emissions for activities carried out within the airport area
Identify an activity* carried out within the airport

boundary.
*Activity could be: fuel burning by a plane stationary at
the airport; operation of auxiliary generators; refuelling
activities; or, another activity carried out by a business
within the bounds of the airport
The Airport Corporation does not have
operational control of the activity and
Does the Airport Corporation have the ability does not have the responsibility for
to introduce or implement policies relating to reporting emissions from this activity.
operations, health and safety and/or the No Emissions must be reported by the
environment with regard to this activity? business entity which has operational
exceeded).
Yes
Is there another business entity that could also The Airport Corporation has
introduce or implement any or all of the No operational control of the activity and
policies listed above? is responsible for reporting emissions
from this activity.
Yes
The Airport Corporation does not have
Does the Airport Corporation have the greatest operational control of the activity and
authority to introduce and implement operating No does not have the responsibility for
and environmental policies? reporting emissions from this activity.
Emissions must be reported by the
Yes business entity which has operational
exceeded).
The Airport Corporation has operational
control of the activity and is responsible for
Airports 6
3 Process description
The first step in estimating emissions of NPI substances from your facility is creating
a process flow diagram to highlight points in the process where emissions may occur.
The following section presents a brief description of airport operations, and identifies
the likely sources of emissions. This represents a typical airport facility, but you
should develop a process flow diagram specific to your site.
Airports comprise facilities, either privately owned or leased from any Australian
government, engaged in providing services related to domestic, international and
military transportation by air. Australian airports vary in size from a few hectares to
over a thousand hectares.
Larger airports typically include the following main components:

Airfield system consisting of runways, taxiways, aprons and surrounding
areas which collectively form the movement area of the airport. The airfield is
also likely to include a dedicated helicopter precinct and support elements
such as the control tower, non-visual navigation aids, radar surveillance
system and the airport rescue and fire fighting service.
Terminal and passenger systems consisting of international and domestic
terminals including direct passenger building to aircraft transfers and
passenger transfers via airside bus operations.
Freight system air freight activities are typically undertaken by the Airport
Lessee Company (ALC) in conjunction with international, domestic and
regional passenger services.
Aviation support facilities including fuelling facilities, aircraft maintenance
facilities, ground support equipment and flight catering facilities.
Landside access facilities including public roadways, kerbside transfer, car
parking, public transport (bus and rail), cyclists and pedestrian facilities.
Aviation types may include regional, domestic, international, general and/or military
aviation. International flights are based on airline movements between an Australian
airport and an airport in another country. Domestic aviation includes airline
movements between two major airports within Australia. Regional airlines provide
scheduled regular public transport services within Australia, generally linking smaller
rural centres with the main cities. General aviation refers to non-scheduled aircraft
movements in Australian registered aircraft, other than major domestic and
international aviation. The major categories of general aviation are private, business,
training, aerial agriculture, charter and aerial work.
Aircrafts are equipped with main engines, used to propel the aircraft forward, and
other on-board engines such as auxiliary power units (APUs) that provide electrical
power and pneumatic bleed air when the aircraft is taxiing or parked at the gate. The
main engines are generally classified as either gas turbine turbofan (or turbojet) and
turboprop engines fuelled with aviation kerosene (jet fuel) and internal combustion
piston engines fuelled with aviation gasoline (avgas).
Airports 7
Upon arrival at a gate, aircraft are met by ground support equipment (GSE) to unload
baggage, assist passengers disembarking and service the lavatory and cabin. While
parked at the gate, mobile generators and air conditioning units may be in operation to
provide electricity and conditioned air. Prior to aircraft departure, GSE are present to
load baggage, food and fuel (etc.). Aircraft carrying cargo similarly require the
services of cargo tractors and loaders and hydrant trucks for refuelling. On departure
from a gate, a tug may be used to push or tow the aircraft away from the gate to the
taxiway. The extent of GSE activity is generally dependent on the size and usage of
the aircraft, ranging from a wide range of equipment in service for extended periods
for large passenger aircraft embarking on international flights to limited GSE activity
for small aircraft used for local business flights.
The landing-takeoff (LTO) cycle presents a useful way of incorporating all of the
normal flight and ground operation activities associated with aviation, including
descent/approach from a reference height above ground, touchdown, landing run, taxi
in, idle and shutdown, startup and idle, checkout, taxi out, takeoff and climbout to the
reference height. All flight and ground operations in the LTO cycle are generally
grouped into four standard modes for aircraft engine emission quantification
purposes, namely approach mode, taxi-idle mode, takeoff mode and climb out mode.
At major airports fuel companies typically operate systems that involve the
reticulation of aviation fuel via underground fuel distribution systems from a joint
user hydrant installation facility. Fuel companies are, in certain instances, responsible
for both storage and refuelling operations and the potential emissions related to such
activities.
Airservices Australia is responsible for the provision of safe and environmentally

sound air traffic management and related services to aircraft operators in Australia
under the Air Services Act 1995. This responsibility includes the provision of Aviation
Rescue and Fire Fighting (ARFF) services at 19 major domestic and international
airports within Australia. ARFF are required to undertake regular training activities
for fire rescue to ensure fire fighting crews are fully prepared. To allow for this
activity, a Dark Smoke Agreement was signed between Airservices Australia and the
regulator, then the Department of Transport and Regional Services (DoTaRs). This
agreement allows Airservices Australia to exceed the emission limits when
undertaking fire fighting training. The number of events varies across airports, e.g. 95
events per year at Melbourne Airport. Burn times are generally limited to less than
three minutes and typically only clean fuel is used during the ARFFs fire training
sessions to minimise atmospheric emissions. Pollution control systems are generally
in place to separate effluent residue from the fire fighting activity from the unburned
fuel which is captured and reused.
Other infrastructure at airports typically include boiler and space heating/cooling

plant, emergency generators, waste handling areas and potentially also wastewater
treatment plants. Various other businesses operate within or in the vicinity of airport
terminals including car rental companies, retail concessionaires and hotels.
Airport-related activities which could potentially result in emissions to air, land and/or
water or result in waste being generated are listed in Table 1.
Airports 8
Table 1: Airport-related activities and their potential emission destination
Surface Soil &
Airport activities Air Waste
water groundwater
Aircraft movements & maintenance
Landings/take-offs/taxiing
Engine ground running
APU running
Unloading/loading
Service/repair
Cleaning/catering
Refuelling
Ground movements & maintenance
Freight/goods movement
Airfield vehicles/ground support equipment
Vehicle servicing and refuelling
Airfield operations
Construction
Pavement maintenance and line marking
Drainage maintenance
Ground maintenance
Waste collection
Bulk liquids storage (fuel)
Other chemicals storage
Fire fighting training
Terminal management
Staff and passenger traffic/parking
Passenger/baggage movements
Catering/retail
Lighting/air conditioning
Building cleaning and maintenance
Administration
Waste collection
Airports 9
4 Emission sources
General information regarding emission sources can be obtained from the NPI Guide.
A specific overview of airport-related emission sources to air, land and water is given
in this section.
4.1 Emissions to air

An overview of typical sources of emissions associated with airport operations is
given in Table 2. Reference is made to the relevant NPI EET manual(s) which
document emission quantification methods for each source type.
Table 2: Typical sources of emissions to air at Australian airports

Source type Description Relevant EET NPI reporting
manual responsibility
(reporting
responsibility)
Emissions directly from aircraft
Aircraft main Main engines of aircraft ranging Aircraft States and territories
engine from start-up to shut-down
Auxiliary Power APU located on-board aircraft Airports Operating entity
Units (APU) providing electricity and pre- responsible for the
conditioned air during ground management of
times and bleed air for main stationary aircraft
engine start
Aircraft handling emission sources
Ground support GSE necessary to handle the Combustion Operating entity
equipment (GSE) aircraft during the turnaround at engines; Airports responsible for GSE
the stand, including ground activities
power units, air climate units,
aircraft tugs, conveyor belts,
passenger stairs, fork lifts,
tractors, cargo loaders, etc.
Airside traffic Service vehicle and machinery Combustion Entity responsible for
traffic, including sweepers, engines airside traffic
trucks (catering, fuel, sewage), operations
cars, vans, buses etc. that
circulate on service roads within
the airport perimeter (typically
restricted area)
Aircraft refuelling Evaporation through aircraft fuel Fuel and organic Entity responsible for
tanks (vents) and from fuel liquid storage; aircraft fuelling
trucks or pipeline systems during Airports operations
fuelling operations
Stationary- or infrastructure-related source categories of emissions
Power/heat Facilities that produce energy for Combustion in Entities with
generating plant the airport infrastructure, namely boilers; operational control of
boiler houses, heating/cooling Combustion power/heating/cooling
plants, co-generators engines plants
Emergency power Diesel or other generators for Combustion Entities with
generator emergency operations (e.g. for engines; fuel and operational control of
buildings or for runway lights) organic liquid emergency power
storage generators
Aircraft All activities and facilities for Surface coating; Entity responsible for
maintenance maintenance or aircraft, i.e. Airports; Fugitives aircraft maintenance
washing, cleaning, paint shop,
engine test beds, etc.
Airports 10
Source type Description Relevant EET NPI reporting
manual responsibility
(reporting
responsibility)
Airport All activities for maintenance of Fugitives Entity responsible for
maintenance airport facilities, including airport maintenance
cleaning operations.
Fuel Fuel storage, distribution and Fuel and organic Entity responsible for
handling liquid storage fuel/organic liquid
storage and/or
handling
Construction and All construction and demolition Fugitives; Entity responsible for
demolition operations in airport operation Combustion construction and
activities and development, including the engines demolition activities
resurfacing of roads and runways
Fire training Activities for fire training with Airports Entity responsible for
different fuel (e.g. kerosene, fire training services
butane, propane, wood)
Waste water All activities and facilities for Wastewater Entity responsible for
treatment the collection, storage and treatment waste water treatment
treatment of waste water onsite operations
Landside traffic emission sources
Vehicle traffic Cars, vans, trucks, buses, Combustion States and territories
motorbikes etc. associated with engines
the airport on access roads, drop-
off areas and on- or offsite
parking lots. Emissions include
tailpipe and evaporative releases)
Air emissions may be categorised as fugitive emissions or point-source emissions.
4.1.1 Point source emissions

Point source emissions are directed into a vent or stack and emitted through a single
point source into the atmosphere. A boiler stack represents an example of a point
source which may occur at an airport. The nature and extent of emissions from such
stacks will depend on the type and quantity of fuel burned and the combustion
process. To determine emissions from such fuel burning, reference should be made to
the NPI Combustion in boilers manual as indicated in Table 2.
Air emission control technologies, such as electrostatic precipitators, fabric filters or

baghouses, and wet scrubbers, are commonly installed to reduce the concentration of
particulates in processing off-gases before emission through a stack. Gas abatement
devices to reduce emissions of oxides of nitrogen or sulfur dioxide may also be
applied. The collection efficiency of the abatement equipment needs to be considered
where such equipment has been installed, and where emission factors from
uncontrolled sources have been used in emission estimations. Guidance on applying
collection efficiencies to emission factor equations is provided in the NPI Combustion
in boilers manual.
Airports 11
4.1.2 Fugitive emissions
These are emissions not released through a vent or stack. Examples of typical fugitive
emissions at airports include emissions from landside and airside vehicles,
volatilisation of vapour from fuel storage, handling and spills, dust from construction
and demolition activities and evaporative emissions from painting and cleaning
operations. Smoke emanating from training fires and emissions related to onsite
wastewater treatment represent further examples of fugitive emissions.
Estimating emissions using emission factors is the usual method for determining
losses from fugitive emission sources. Guidance on appropriate emission factors to be
applied for airport-related fugitive sources is given in the various NPI manuals listed
in Table 2.
Examples of emission reduction measures for fugitive sources related to airport

operations are as follows:
increasing the availability of fixed electrical ground power units (GPUs), so
reducing the need for the use of auxiliary power units and diesel- or petrol-
driven GPUs;
introduction of more advanced ground transport using cleaner/alternative
fuels, e.g. hybrid vehicles and fitting of emission reduction devices;
ensuring all vehicles and machinery undergo regular maintenance; and
identification of alternative fuels for fire training, e.g. natural gas.
The control efficiencies of emission reduction measures implemented at a specific

airport facility will need to be estimated and taken into account where emission
factors are given for uncontrolled fugitive sources.
4.2 Emissions to water

Emissions of substances to water from airports can be categorised as discharges to:
surface waters (lakes, rivers, dams, estuaries)
coastal or marine waters, and
stormwater runoff.
Stormwater runoff from airport facilities may contain sediment, litter, oil and
nutrients with sewer overflows and periodic deterioration of water quality during and
after wet weather periods being a cause of concern. These issues are addressed at
airports through the implementation of stormwater management plans and systems,
which include the use of containment ponds, bioretention ponds and wetland systems.
Surface water may be impacted at airports by a number of activities conducted at the

airport including spills of fuels, oils and chemicals, litter disposal, erosion and
sedimentation during construction operations, runway de-rubberisation, sewage
system and pumping station malfunction, acid drainage from disturbed acid sulphate
soils, incorrect disposals of wastes and hydrocarbon residues from refuelling and
maintenance activities.
Airports 12
Various initiatives may be implemented to manage potential surface water impacts
including the installation of flame traps in apron areas and gross pollutant traps at the
airport boundary, reduction of spill incidence and rapid spill response and cleanup,
use of shut-off valves at discharge points into ambient waterways and water quality
monitoring. Stormwater harvesting through the use of rainwater tanks and ponds
represent a means of localised water reuse.
Emissions of toxic substances to waterways may pose environmental hazards. Most

facilities emitting NPI-listed substances are required by their state or territory
environment agency to closely monitor and measure these emissions. Water
monitoring is routinely conducted at all major airports. These existing sampling data
can be used to calculate annual emissions reportable to the NPI.
If no water monitoring data exists, emissions to process water can be calculated based
on a mass balance or using emission factors.
Discharge of listed substances to a sewer is not regarded as an emission, however it is

reportable to the NPI in terms of waste transfers.
4.3 Emissions to land

Emissions of substances to land include solid wastes, slurries, sediments, spills and
leaks, storage and distribution of liquids. Such emissions may contain NPI-listed
substances. Emission sources can be categorised as:
surface impoundments of liquids and slurries
unintentional leaks and spills.
Airports generate a range of solid and liquid wastes from various sources. Solid
wastes include food waste, office paper, packaging wastes, quarantine wastes (from
interstate and international flights), foreign objects and debris (FOD), scrap metals,
timber, animal wastes and litter from various sources including terminal and office
buildings, airfield and maintenance areas and landside access areas. Liquid wastes
generated by airport operations include waste oils and lubricants, sewage, cooking
oils and grease, and trade wastes containing various contaminants such as solids,
metals, hydrocarbons, paints (etc).
Solid wastes from airport operations requiring disposal to landfill typically include
general waste, prescribed waste (chemical and industrial waste), construction and
demolition waste and quarantine waste. Quarantine waste is classified as hazardous
waste and its generation, storage, transport and disposal regulated by state and
territory legislation.
Waste management strategies typically include various waste avoidance, re-use and
recycling initiatives and improvement of residual solid and liquid waste management.
The use of apron FOD bins with separate disposal points for jet engine oil cans allows
segregation of waste oil from general waste.
Airport operations may impact on soil quality as a result of storage and handling of
dangerous goods and materials, and particularly due to the use of underground fuel
Airports 13
storage tanks. The potential for spills and leaks of chemicals and fuels represents
ongoing risks. At certain airports, site contamination is a result of historical airport
operations also requiring ongoing management in terms of monitoring and/or
remediation. Other potential sources of impacts on land include incorrect disposal of
wastes, washing of vehicles, facilities and aircraft and use of contaminated fill
material that has not been tested and validated as uncontaminated.
Examples of measures taken to reduce underground storage tank related risks include
double lining of tanks, improving corrosive resistance, installation of appropriate leak
detection and monitoring systems and rapid response in the event of leaks and spills.
Some facilities may use treated wastewater for irrigation. This wastewater need only
be considered for NPI reporting if it contains an NPI-listed substance. For NPI
purposes, this is categorised as an emission to land.
Airports 14
5 Threshold calculations
The NPI has six different threshold categories and each NPI substance has at least one
reporting threshold. Facilities are required to report on specified substances in the
event that specific thresholds are exceeded in relation to the following:
quantities of Category 1, Category 1a and Category 1b substances used;
where use and usage is defined as the receipt, storage, handling,
manufacture, import, processing, coincidental production or other uses of NPI
substances;
quantities of fuel or waste burned, with threshold exceedences resulting in the
need to report emissions to air of Category 2a and potentially Category 2b
substances;
quantities of Category 3 substances emitted to water (excluding groundwater)
and/or transferred to a mandatory reporting transfer destination; and
quantities of Category 1, Category 1b or Category 3 substances transferred
within waste to and from the facility.
The NPI Guide outlines detailed information on the thresholds and identifies emission
sources. The method involves identifying any NPI substances that may be used by
your facility, or are components of materials used by your facility, and then
calculating whether the quantity used exceeds the NPI threshold. Similarly, methods
for determining fuel or waste combustion threshold exceedences and emissions to
water and transfers within waste are provided.
The flowchart in Figure 3 outlines the process the user should work through to
determine whether the facility has tripped a threshold for each of the categories the
facility needs to report on.
The NPI thresholds for substances that may be tripped for airport operations include
the following:
thresholds for Category 1 and Category 1a substances due to substance usage
within the airport;
thresholds for Category 2a and 2b substances due to fuel combustion
operations within the airport; and
thresholds for Category 1 and Category 3 substances due to onsite wastewater
generation and potentially also wastewater treatment activities.
Airports 15
Figure 3: Procedure to determine whether reporting thresholds for NPI substances are tripped
Airports 16
5.1 Fuel storage and handling
Fuel used at airports is associated with various activities including the fuelling of
aircraft, ground support equipment, airside vehicles, power/heating/cooling plant,
engine testing and the ignition of fire training fires. Typical fuels used at airports are
jet kerosene, avgas, diesel and petrol.
For fuel use, the relevant NPI thresholds are Category 1 and Category 1a, with the
usage of each of the substances listed in these categories requiring estimation.
Detailed guidance on the minimum amount of fuel stored per year likely to trip the
reporting threshold of 25 t/yr for Category 1a (total volatile organic compounds,
TVOC) and the Category 1 threshold of 10 t/yr for individual substances in the fuel
composition, is given in the NPI Fuel and organic liquid storage manual. A synopsis
of this guidance is given in Table 3.
The procedure for calculating and reporting Category 1 and Category 1a substance
usage is comprehensively detailed in the Fuel and organic liquid storage manual.
Historically, fuel storage operations at airports have resulted in the reporting of

emissions for benzene, cumene, ethylbenzene, toluene, TVOC and xylenes.
Table 3: Minimum amount of fuel stored which is likely to trip Category 1a and
Category 1 thresholds (refer Fuel and organic liquid storage manual)
NPI Minimum amount of fuel stored (kL/yr) to trip Category 1a (TVOC)
substance and Category 1 (individual substances) thresholds
Jet Avgas 100 Avgas LL Diesel Leaded Unleaded
kerosene petrol petrol
TVOC 79 36 35 394 35 38
Benzene 3256 1107 349 39873 1499 1603
Cumene 423 130805 55711 1227 12302 14948
Cyclohexane 996 2979 696379 119618 1681 1954
Ethylbenzene 2311 8222 215 10875 846 976
n-hexane 257 1599 552 119618 521 817
Lead ND 4111 5217 ND 2680 1494769
PAH 1213 11511 ND 3323 2374 2451
Toluene 6638 678 98 11962 171 267
Xylene 636 1507 207 3468 166 193
5.2 Fuel combustion

There is a range of fuel burning activities that occur at airports including fuel
combustion by aircraft, ground support equipment, airside vehicles, landside vehicles,
engine and APU testing and operation, power/heating/cooling plant and fire training
fires. The total quantity of fuel burned by an operating entity will determine whether
Category 2a or 2b substances (Table 4) need to be quantified and reported.
Category 2a substances are common products of fuel combustion. The NPI thresholds
for this category of substances are:
burning of 400 tonnes or more of fuel (or waste) in the reporting year, or
Airports 17
burning of 1 tonne or more of fuel (or waste) in an hour at any time during the
reporting year.
Category 2b substances are also common products of combustion and include all
Category 2a substances, in addition to metals and other compounds emitted when
fuels (particularly coal and oil) are burnt. The NPI thresholds for this category of
substances are:
burning of 2 000 tonnes or more of fuel (or waste) in the reporting year;
consuming 60 000 megawatt hours or more of electrical energy for other than
lighting or motive purposes in the reporting year, or
a facility that has maximum potential power consumption of 20 megawatts or
more for other than lighting or motive purposes in the reporting year.
In the event that Category 2a or 2b thresholds are exceeded, the responsible entity
must estimate and report any emission of the substances listed under the relevant
categories.
Table 4: Category 2a and 2b substances

Category 2a substances Category 2b substances
Carbon monoxide Arsenic and compounds
Fluoride compounds Beryllium and compounds
Hydrochloric acid Cadmium and compounds
Oxides of nitrogen Carbon monoxide
Particulate matter (2.5 m or less in Chromium (III) compounds
diameter) Copper and compounds
Particulate matter (10 m or less in Fluoride compounds
diameter) Hydrochloric acid
Poly aromatic hydrocarbons (as B[a]Peq) Lead and compounds
Sulphur dioxide Magnesium oxide fume
Total volatile organic compounds (TVOC) Mercury and compounds
Nickel and compounds
Oxides of nitrogen
Particulate matter (2.5 m or less in diameter)
Particulate matter (10 m or less in diameter)
Polychlorinated dioxin and furans (as TEQs)
Poly aromatic hydrocarbons (PAH)
Sulphur dioxide
Total volatile organic compounds (TVOC)
In addition to the Category 2a and 2b substances listed in Table 4, other individual

compounds emitted from the combustion of aircraft fuel include:
acetaldehyde
acetone
benzene
1,3-butadiene
ethylbenzene
formaldehyde
polycyclic aromatic hydrocarbons (PAH)
Airports 18
phenol
styrene
toluene and
xylene.
Guidance on the calculation of the amount of burnt fuel is given in the NPI Guide.
Emission estimation methods for fuel combustion processes are documented in
various NPI manuals, including Combustion in boilers, Combustion engines, Aircraft
(aggregated emissions) and this Airports manual (as indicated in Table 2).
Given that fuel burning activities are in practice undertaken by a number of individual
businesses, e.g. airlines, ground handling agents, airport lessee company, fire service
providers, catering companies etc, it is possible that Category 2a and 2b thresholds
may not be triggered despite total fuel combusted at the entire airport facility being in
excess of such thresholds.
5.3 Other potentially relevant sources of NPI substances

In addition to the individual Category 1 and 2 substances discussed in previous
subsections, other Category 1 substances that may be relevant for reporting are acetic
acid, acetone and trichloroethylene associated with transport equipment
manufacturing and air transport services.
5.4 Wastewater treatment

Certain airports may have onsite wastewater treatment plants. Wastewater from
airport operations will contain a range of NPI-listed substances, including total
nitrogen and total phosphorus, metals, inorganics and organics.
Wastewater treatment activities have the potential to result in exceedences in the

thresholds for Category 1 and Category 3 substances. Knowledge and characterisation
of the wastewater is needed to determine whether NPI reporting thresholds have been
tripped and to calculate emissions and transfers. Detailed guidance in this regard is
given in the Sewage and wastewater treatment manual.
5.5 Waste transfer

The NPI requires mandatory reporting of NPI substances that are transferred in waste
to a final destination (on- or offsite) if such transfers result in the exceedence of a
Category 1, Category 1b or Category 3 reporting threshold.
Potential waste streams to be assessed with regard to the NPI substance transfers at
airports are:
solid wastes requiring disposal to landfill or other final disposal facility
typically include general waste, prescribed waste (chemical and industrial
waste), construction and demolition waste and quarantine waste (from
interstate and international flights);
liquid wastes generated including waste oils and lubricants, sewage, trade
wastes containing various contaminants such as solids, metals, hydrocarbons,
Airports 19
paints, cooking oils and grease - liquid wastes are typically collected by waste
companies and disposed of offsite;
sewage and wastewater from the airport facility sent to offsite sewerage and
wastewater treatment plants;
wastewater from airport operations sent to an onsite wastewater treatment
plant; and
soil from sites contaminated by fuel spills may be treated onsite or sent offsite
to the approved disposal facility.
Airports 20
6 Emission estimation techniques
If you have established under Section 4 that substance use (e.g. fuels, chemicals,
other) at your facility or generated from your facility has resulted in an exceedence of
Category 1 or Category 3 thresholds, you will need to estimate the total amount of the
relevant NPI substances emitted to air, land and water. Similarly, if the quantity of
fuel burnt at your facility exceeds the thresholds specified, you will need to estimate
emissions of Category 2 substances.
There are five types of EETs that may be used to calculate emissions from your
facility. These are:
sampling data or direct measurement
emission factors
mass balance
fuel analysis or engineering calculations, and
an approved alternative.
Fugitive emissions related to airport activities are generally quantified for various
substances through the application of emission factors whereas emissions from point
sources such as boiler stacks are quantifiable using either emission factors, direct
measurement or fuel analysis and engineering calculations. Emission factors are given
in a subsequent section for the quantification of emissions from GSE activity, engine
and APU testing and operation, refuelling operations and fire training. For sources for
which emission estimation methods are documented in other NPI manuals (e.g. fuel
storage, paint and solvent use), you are directed to the appropriate manual.
Information on other emission estimation techniques can also be found in the NPI
Guide.
Select the EET (or mix of EETs) that is most appropriate for your purposes. For
example, you might choose a mass balance to estimate fugitive losses from pumps
and vents, direct measurement for stack and pipe emissions, and emission factors
when estimating losses from engine testing.
If you estimate your emission by using any of these EETs, your data will be displayed
on the NPI database as being of acceptable reliability. Similarly, if the relevant
environmental agency has approved the use of EETs that are not outlined in this
manual, your data will also be displayed as being of acceptable reliability.
This manual seeks to provide the most effective emission estimation techniques for
the NPI substances relevant to airport operations. However, the absence of an EET for
a substance in the manual does not imply that an emission should not be reported to
the NPI. The obligation to report on all relevant emissions remains if reporting
thresholds have been exceeded. If a blank or no data emission is included in a report
for an NPI substance where usage has tripped the reporting threshold, a reason should
be stated. A statement such as no emission factor is available is appropriate.
You should note that the EETs presented in this manual relate principally to average
process emissions. Emissions resulting from non-routine events are rarely discussed
in the literature, and there is a general lack of EETs for such events. However, it is
Airports 21
important to recognise that emissions resulting from significant operating excursions
and/or accidental situations (e.g. spills) will also need to be estimated. Emissions to
land, air and water from spills must be estimated and added to process emissions
when calculating total emissions for reporting purposes. The emission resulting from
a spill is the net emission, i.e. the quantity of the NPI reportable substance spilled, less
the quantity recovered or consumed immediately (within 24 hours) during clean up
operations.
6.1 Sampling and direct measurement

This method covers both periodic sampling and continuous monitoring and is based
on measured concentrations of the substance in a waste stream and volume/flow rate
of that stream.
You may wish to use direct measurement in order to report to the NPI, particularly if
you already do so in order to meet other regulatory requirements. If this is the case,
the NPI does not require you to undertake additional sampling and measurement, but
rather simply requires reporting of the emissions which are measured.
NPI emissions data collected via sampling or direct measurement procedures should
meet quality objectives. Continuous emissions monitoring (CEM) provides a
continuous record of emissions over time, and typically comprises monitoring of the
pollutant concentration within the waste stream and the volumetric gas flow or liquid
flow rate. Prior to using CEM, you should develop a protocol for collecting and
averaging the data to ensure that the emission estimate satisfies the relevant
environmental authoritys requirements for NPI emission estimates.
Sampling data should be reviewed to ensure that the sampling was conducted under
normal operating conditions and that data were generated according to acceptable
methods. On certain occasions, state and territory licensing conditions may require
that stack tests and sampling be conducted under maximum or specific loading or
emission flow conditions. Utilising these data alone may overestimate the annual
average emissions data required by the NPI, where only representative sampling data
should be used.
Use of sampling data, such as workplace health and safety data, is likely to be a
relatively accurate method of estimating air emissions from both point and fugitive
sources. However, collection and analysis of air samples can be very expensive and
especially complicated where a variety of NPI-listed VOCs are emitted and where
most of these emissions are fugitive in nature. Sampling data from one specific
process may not be representative of the entire operation and may provide only one
example of the facilitys emissions. To be representative, sampling data used for NPI
reporting purposes would need to be collected over a period of time covering
representative activities.
Boiler operations represent airport activities most conducive to the use of direct
measurement as an emission estimation technique. Detailed guidance regarding the
use of this method is given in the Combustion in boilers manual.
Airports 22
6.2 Emission factors
An emission factor is a tool that is used to estimate emissions to the environment. In
this manual, it relates to the quantity of substances emitted from a source to some
common activity associated with those emissions. Emission factors are usually
expressed as the weight of a substance emitted multiplied by the unit weight, volume,
distance or duration of the activity emitting the substance (e.g. kilograms of carbon
monoxide per aircraft LTO/yr).
When using emission factors, you should be aware of the associated emission factor
rating (EFR) code and what the rating implies. An A or B rating indicates a greater
degree of certainty than a D or E rating. The main criterion affecting the uncertainty
of an emission factor remains the degree of similarity between the equipment/process
selected in applying the factor and the target equipment/process from which the factor
was derived.
The EFR system is:

A Excellent
B Above average
C Average
D Below average
E Poor
U Unrated
Emission factors are used to estimate a facilitys emissions using the following
general equation:
Equation 1
Ei = (A * OpHrs) * EFi * [1-(CEi/100)]
Where:
Ei = emission rate of substance i (kg/yr)
A = activity rate (t/hr)
OpHrs = operating hours (hrs/yr)
EFi = uncontrolled emission factor for substance i (kg/t)
CEi = overall control efficiency of substance i (%)
Emission factors relevant to airports are discussed in subsequent subsections and,

where applicable, listed in Appendix B. You must ensure that you estimate emissions
for all substances relevant to your process.
Emission factors developed from measurements for a specific process may sometimes
be used to estimate emissions at other sites. For example, a company may have
several units of similar model and size, if emissions were measured from one facility,
an emission factor could be developed and applied to similar sources. If you wish to
use a site-specific emission factor, you should first seek approval from your state or
territory environment agency before its use for estimating NPI emissions. Emission
factors developed based on activities at Melbourne Airport are provided in Section
6.2.10 to illustrate how site specific data can be used for developing emission factors.
Airports 23
6.2.1 Emissions from ground support equipment
Ground Support Equipment (GSE) includes airside vehicles and mobile plant. GSE
are necessary to handle the aircraft during the turnaround at the stand. Examples of
GSE include: ground power units, air climate units, aircraft tugs, conveyer belts,
passenger stairs, fork lifts, tractors, and cargo loaders (etc.).
GSE are generally powered by internal combustion engines of various kinds, although
other technologies are sometimes used. Several of the GSE are non-road vehicles that
are specifically designed to provide the services required for aircraft (e.g. cargo
loaders, baggage belts, aircraft tugs).
GSE are generally designed for low-speed, high-torque functions and are built to be
easily maneuverable within the confined environments surrounding aircraft. Most
GSE tend to operate within a limited number of specific locations (e.g. passenger
stairs, cargo loaders, baggage belts, aircraft tugs). Some GSE units, however, operate
on an aircraft stand and also use service roads to return to specific facilities (e.g.
catering trucks, lavatory trucks and baggage tugs).
A list of the most frequently used GSE, associated engine types and service times is
given in Table 5 providing typical values based on information from the International
Civil Aviation Organization (ICAO) and US Federal Aviation Authority (FAA).
The aircraft stand allocated to an aircraft and its associated handling procedures, in
terms of the number, types and operating times of GSE, is sometimes a function of the
nature and size of the aircraft. Large, wide-body aircraft tend to require passenger
baggage pre-loaded in containers, passenger stairs with buses or boarding bridges and
tend to be associated with larger cargo volumes and longer turn around times.
Passenger baggage is frequently free-loaded for narrow-body aircraft and turn around
times are shorter, but passenger stairs with buses or boarding bridges are still
required. Smaller commuter aircraft tend to have built-in passenger stairs. Cargo
aircraft seldom have comfort needs thus not requiring the use of buses, baggage and
air-conditioning, but may require specialized cargo-handling equipment and vehicles.
General aviation aircraft generally require limited handling activities, with no
baggage, cargo and stairs needed.
Emissions from GSE are dependent on fuel type, engine size, load factor, technology,
age (or deterioration factor) and emission reduction devices in place. Emission factors
for GSE should vary across regions of the world and nationally, depending on
national fuel quality and vehicle standards, and local operational requirements in
terms of type, size and technology of equipment.
Operational data, required for the quantification of GSE-related emissions, can either
be obtained in a bottom-up manner by assessing individual GSE units or using a top-
down approach using global operating times and fuel consumption over the total GSE
population.
Airports 24
Table 5: Typical GSE and associated engine types and service times (after ICAO, 2007 and US FAA, 2007)
Ground support Engine Service time per
Function Fuel Load factor Comments
equipment power (kW) turn
Ground power unit Provides electrical power to aircraft50 150 Diesel, petrol, 0.15 0.75 Depends on Electric system may be
(GPU) gas schedule (40 - 50 integrated into
minutes) gate/bridge
Air conditioning / Provides preconditioned air and/or 150 220 Diesel or petrol0.5 0.75 Depends on Electric PCA may be
heater unit heat to aircraft schedule & integrated into
weather (20 - 30 gate/bridge
min)
Air starter unit Provides high pressure airflow for 150 630 Diesel 0.9 3 - 7 minutes Use depends on whether
starting main engines on-board APU is used
Narrow-body push out Push back and maintenance towing 95 Diesel 0.25 - 0.8 5 - 10 minutes Electric powered units
tractor available
Wide-body push out Push back and maintenance towing 400 Diesel 0.25 - 0.8 5 - 10 minutes
tractor
Airports 25
Passenger stairs Provides easy ramp access 30 80 Diesel, petrol, 0.25 0.55 2 - 10 minutes Non-powered and
gas electric units available
Belt loader Transfers bags between carts and 33 80 Diesel, petrol, 0.25 0.5 10 - 50 minutes Electric unit available
aircraft gas
Baggage tug / tractor Tows loaded carts to exchange 30 80 Diesel, petrol, 0.5 - 0.55 10 - 50 minutes Electric unit available
baggage gas
Cargo and container Lifts heavy cargo and containers to 60 100 Diesel or petrol0.25 - 0.5 10 - 50 minutes Different types
loader assist transfer available
Cargo delivery Transfers cargo from dollies to 30 80 Diesel or petrol0.25 10 - 50 minutes Different types
loader available
Not pictured Bobtail truck Miscellaneous towing and heavy 80 175 Diesel, petrol, 0.25 0.55 Variable Highly variable
services gas
Airports 26
Catering/service truck Cleans and restocks food and 50 270 Diesel , petrol, 0.1 0.55 10 - 30 minutes May use on-road
supplies gas certified engines
Lavatory truck; potable Empties aircraft toilet storage, 60 -175 Diesel, petrol, 0.25 5 - 20 minutes May use on-road
water truck refills aircraft water storage gas certified engines
Fuel hydrant truck Delivers fuel from pits to aircraft 70 270 Diesel with 0.10 0.7 10 - 40 minutes May use on-road
pumps certified engines
Fuel tanker truck Pumps fuel from truck to aircraft 130 300 Diesel with 0.1 0.5 10 - 40 minutes May use on-road
pumps certified engines
Not pictured Maintenance lift Provides access to outside of 70 120 Diesel, petrol, 0.25 Variable, little May use on-road
aircraft gas used (5 - 10 certified engines
minutes)
Passenger buses Transports passengers to and from 100 Diesel, petrol, 0.25 Variable May use on-road
aircraft gas (distance rather certified engines
than time)
Airports 27
Fork lift Lifts and carries heavy objects 30 100 Diesel, petrol, 0.25 0.3 Highly variable Electric units available
gas
Not pictured Miscellaneous vehicles Miscellaneous services 50 150 Diesel, petrol, 0.1 0.25 Variable Usually on-road
(cars, vans, trucks) gas (distance rather certified engines
than time)
Airports 28
Based on the range of operational data which may be available at a facility, several
methods are presented for estimating GSE emissions ranging from a simple approach
using generic emission factors to more advance approaches requiring more detailed
site-specific information.
6.2.1.1 Simple approach

GSE emissions can be calculated using the number of aircraft arrival-departure cycles
per aircraft category and the generic set of emission factors given in Appendix B.1.
The generic emission factors are specified for various aircraft categories, specified in
terms of their usage, as follows:
general usage (civil, military, general aviation)
specific usage (passenger, cargo/transport, business, combat, other)
weight class (small, large, heavy), and
engine type (jet, turboprop, piston).
Example 1 below demonstrates how the emission factors can be used to determine
total GSE emissions is given in Example 1.
Example 1: Calculation of GSE emissions of carbon monoxide (CO) based on

aircraft movement data
Step 1 - Estimate the number of LTO/yr by aircraft category (as specified in Appendix
B.1).
Step 2 - Multiply the emission factor (kg/LTO) given for each aircraft category in
Appendix B.1 by the number of LTO/yr for that aircraft category.
Step 3 - Sum CO emissions across all aircraft categories.
Aircraft
CO emission Annual CO
Aircraft category movements
factor (kg/LTO) emissions (kg/yr)
(LTO/yr)
Civil Passenger Heavy Jet 18,000 20.801 374,422

Civil Passenger Large Jet 45,000 14.488 651,940
Civil Passenger Large Piston 2,800 0.233 651
Civil Passenger Large Turbo 17,500 7.344 128,525
Civil Passenger Small Jet 78,500 6.290 493,789
Civil Passenger Small Piston 7,500 5.398 40,486
Civil Passenger Small Turbo 2,500 6.588 16,471
Total CO emissions (kg/yr) 1,706,283
The calculation shown above for carbon monoxide should be completed for all NPI
substances for which reporting thresholds are exceeded.
Airports 29
6.2.1.2 Advanced approaches
GSE emissions can be calculated for either the entire GSE population as a whole or
individually according to aircraft-specific GSE requirements using the advanced
approach. In both cases, the actual operating time or fuel use during a defined period
of time (e.g. one year) must be known for each type of GSE used.
When using fuel usage information is available, Equation 2 or Equation 3 can be

applied to calculate emissions per substance type and GSE type. If operating times are
available for each GSE type, then Equation 4 can be applied.
Equation 2
Ei = Qf * EFi * T * DF
Where:
Ei = emission of substance i (kg/GSE)
Qf = fuel flow (litre/hr)
EFi = emission factor for substance i (kg/litre fuel)
T = time in service (hours)
DF = deterioration factor (if required)
Equation 3
Ei = Qf * EFi * DF
Where:
Qf = fuel flow (litres/annum)
EFi = emission factor for substance i (kg/litre fuel)
Equation 4
Ei = P * LF* EFi * T * DF
Where:
P = average rated engine power (kW)
LF = load factor used in facility operations for equipment type
EFi = emission factor for substance i (kg/kWh)
T = time in service (hours)
Reference can be made to the typical average rated engine power, load factors and
times in services given for various GSE types in Table 5 to supplement site-specific
data.
Emission factors applicable for calculating GSE emissions, given as the mass of
substances emitted by the engine power of the GSE (kg/kWh) and by fuel usage
(kg/litre fuel used), are available in the Combustion engines manual for vehicles and
Airports 30
plant using petrol, diesel and LPG as fuels. For electric powered GSE, the emissions
of NPI substances can be assumed as zero (i.e. these sources do not need to be
considered for the purposes of NPI reporting).
Following the application of Equation 2, Equation 3 or Equation 4 for each GSE,

GSE-related emissions are then summed for all individual pieces of a specific
equipment type and over the whole GSE population.
Example 2: Calculation of GSE emissions of oxides of nitrogen (NOx) based on

engine power and time in service (using Equation 4)
Step 1 Inventory GSE types in use and for each type determine the average rated engine
power and the time spent in service during the reporting year.
Number in Engine Load Usage per GSE

GSE type Fuel type
operation power (kW) factor (hrs/yr)
Baggage tractor 12 Diesel 80 0.55 1500
Belt loader 8 Diesel 75 0.50 1300
Step 2 Identify applicable NOx emissions factors (g/kWh) from the Combustion engines
manual.
NOx
emission
GSE type Fuel type Basis of emission factor
factor
(kg/kWh)
Baggage tractor Diesel 0.0160 Combustion engines manual emission
factors for diesel industrial vehicle exhaust
emissions; wheeled tractor vehicle type
Belt loader Diesel 0.0148 Combustion engines manual emission
factors for diesel industrial vehicle exhaust
emissions; miscellaneous vehicle type
Step 3 Apply Equation 4, assuming a deterioration factor of 1.3 for all GSE types.
NOx
Engine Usage per
Load emission NOx emissions per
GSE type power GSE DF
factor factor GSE type (kg/yr)
(kW) (hrs/yr)
(kg/kWh)
Baggage tractor 80 * 0.55 * 0.0160 * 1500 * 1.3 = 1369
Belt loader 75 * 0.50 * 0.0148 * 1300 * 1.3 = 938
Step 4 - Sum NOx emissions across all GSE types in operation.
NOx emissions
Number in NOx emissions
GSE type per GSE type
operation (kg/yr)
(kg/yr)
Baggage tractor 1369 * 12 = 16428
Belt loader 938 * 8 = 7504
Total NOx emissions 23932
The calculation shown above for oxides of nitrogen should be completed for all NPI
substances for which reporting thresholds are exceeded.
Airports 31
6.2.1.3 Speciation of VOC and particulate emissions
Speciation factors that may be used to speciate VOC and particulate emissions from
all types of vehicles are given in the EET manual for Aggregated emissions from
motor vehicles. Emissions of a VOC species can be calculated by multiplying total
VOC emissions by the speciated weight fraction for that species, as given in Equation
8.
Emissions of a particulate species which include various metals (cadmium, chromium,

cobalt, copper, lead, manganese, nickel, zinc) can similarly be calculated by
multiplying the total particulate emissions by the speciated weight fraction for that
species, as given in the Aggregated emissions from motor vehicles manual.
6.2.1.4 PM2.5 emissions from GSE

PM2.5 emissions can be calculated from total PM10 emissions estimated for GSE using
Equation 5 (FAA, 2007).
Equation 5
EPM2.5 = EPM10 * CF
Where:
EPM2.5 = emissions of PM2.5
EPM10 = emissions of PM10
CF = conversion factor, as given as 0.92 for petrol, 0.97 for diesel
and 1.0 for both CNG and LPG
6.2.2 Emissions from aircraft engine testing

All aircraft must undergo engine maintenance on a regular basis. Engine testing may
involve the testing of engines without their removal from the aircraft or the use of test
cells. When testing a jet engine in a test cell, the engine is removed from the aircraft
and placed in a stand set up for the particular size and type of engine. The test cell
must deliver smooth air into the engine and exhaust the high temperature flow out the
back. Emissions from the engine are typically directed through a stack. Test cells are
typically used when a jet engine is down for overhaul or major maintenance. Heavy
maintenance operations such as test cell testing may occur at the airport facility or
may be outsourced to a company with test facilities remote from the airport. The
testing of engines without their removal from the aircraft may comprise the entire
aircraft being placed into a building that serves as the test cell.
Emissions from engine testing operations occur from the combustion of jet fuel and
include all of the criteria pollutants and a range of hazardous air pollutants that are
generally products of the combustion process.
Emissions from aircraft engine testing can be calculated using emission factors from
the ICAO Engine exhaust emissions data bank (for commercial aircraft only) in the
case of jet engines. A synopsis of the emission factors taken from the ICAO Database
(Issue 15C dated 7 April 2008) is given in Appendix B.2. Emission factors are given
Airports 32
for various modes, namely take off (T/O), climb out (C/O), approach (App) and idle
modes; expressed in grams of pollutant per kilogram of fuel used during the time-in-
mode. Emission factors are also expressed in grams of pollutant for the entire land-
take off (LTO) cycle. Engine manufacturers calculate this value, based on default
LTO times-in-mode, as part of the engine certification process.
Aircraft engine test times for each testing mode vary with the engine type, goals of the
test and the equipment used for testing. The technique for calculating overall
emissions from aircraft engine testing is given in Equation 6.
Equation 6
Ei = (N * TMj * FFj * EFi / 1000)
Where:
Ei = total emissions of pollutant i (kg/yr)
N = number of test cycles performed per year (cycles/yr)
TMj = average test time for mode j (sec/cycle)
FFj = fuel flow rate while in testing mode j (kg/sec)
EFi = emission factor in grams emitted per kilogram of fuel burned (g/kg)
i = pollutant species (HC, CO, NOx)
j = testing mode (takeoff, climb out, approach, idle)
1000 = conversion factor, grams to kilograms
To apply Equation 6, site-specific information on the number of test cycles performed

on each aircraft and the average test time and fuel flow rate per each testing mode is
required. Fuel usage rates are typically available from the engine manufacturer.
Example 3 illustrates the procedure for determining the substance emissions from
engine test cells.
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Example 3: Calculation of emissions from engine test cells (using Equation 6)
An engine test cell operator ran 25 complete tests of an Airbus A340-300 aircraft with
CFM56-5C4 engines during the reporting year. Emissions are calculated by applying
Equation 6 and the emission factors from the ICAO Database (as given in Appendix
B.2 with conversion factor applied, i.e. kg/t).
N Conversion Total
(cycles/ TMj FFj EFi factor emissions
yr) (sec/cycle (kg/sec) (g/kg) (g to kg) (kg/yr)
Take off
HC 25 * 43200 * 1.456 * 0.008 / 1000 = 13
CO 25 * 43200 * 1.456 * 1.00 / 1000 = 1572
NOx 25 * 43200 * 1.456 * 37.67 / 1000 = 59235
Climb out
HC 25 * 129600 * 1.195 * 0.008 / 1000 = 31
CO 25 * 129600 * 1.195 * 0.85 / 1000 = 3291
NOx 25 * 129600 * 1.195 * 29.05 / 1000 = 112476
Approach
HC 25 * 115200 * 0.386 * 0.065 / 1000 = 72
CO 25 * 115200 * 0.386 * 1.40 / 1000 = 1556
NOx 25 * 115200 * 0.386 * 10.67 / 1000 = 11862
Idle
HC 25 * 72000 * 0.124 * 5.00 / 1000 = 1116
CO 25 * 72000 * 0.124 * 30.93 / 1000 = 6904
NOx 25 * 72000 * 0.124 * 4.28 / 1000 = 955
Total emissions (take-off + climbout + approach + idle)

HC 13 + 31 + 72 + 1116 = 1232 kg/yr
CO 1572 + 3291 + 1556 + 6904 = 13323 kg/yr
NOx 59235 + 112476 + 11862 + 955 = 184528 kg/yr
If the engine fuel rate is not known, then the average engine LTO emission default
values given in Appendix B.2 should be used.
If site specific engine data for engines tested is not available, then an appropriate
default engine type can be chosen based on the operator's national fleet.
Engine emissions occurring while aircraft are mobile, including pre-flight safety
checks and tests during the LTO cycle are not attributable to the airport reporting
facility and require estimation by the relevant state or territory environment authority
as aggregated emissions.
6.2.2.1 PM2.5 emissions from aircraft engines

PM2.5 emissions can be taken to be equivalent to PM10 emissions estimated for aircraft
engines across various usages including commercial, military, general aviation and air
taxi including piston and turbine engines (FAA, 2007).
Airports 34
6.2.2.2 Conversion of hydrocarbon emissions to total VOCs
Hydrocarbon emissions can be converted to total VOC emissions using Equation 7
(FAA, 1997).
Equation 7
EVOC = EHC * CF
Where:
EVOC = emissions of total volatile organic compounds
EHC = emissions of hydrocarbons
CF = conversion factor, as given in Table 6
Table 6: Conversion factors for calculating TVOC emissions from HC emissions

(FAA, 1997)
Aircraft type Conversion factor
Aircraft, Commercial 1.0947
Aircraft, Military 1.1046
Aircraft, General aviation & air taxi, piston 0.9649
Aircraft, General aviation & air taxi, turbine 1.0631
6.2.2.3 VOC speciation for exhaust emissions from aircraft

Speciation factors that may be used to estimate emissions of individual VOC and
PAH species are given in Appendix B.3. Using the weight fraction given in this
appendix, emissions of individual species can be calculated by multiplying total VOC
emissions by the speciated weight fraction for that species, as given in Equation 8.
Equation 8
Ej = EVOC * wi
Where:
Ej = emissions of VOC/PAH species i (kg/yr)
EVOC = VOC emissions (kg/yr)
wi = weight fraction of VOC/PAH species i (Appendix B.3)
6.2.2.4 Speciation of particulate emissions from aircraft engines

Emissions of a particulate species (including arsenic, cadmium, chlorine, chromium,
cobalt, copper, lead, manganese, nickel, zinc) can be calculated by multiplying the
total particulate emissions by the speciated weight fraction for that species, as given in
the Aggregated emissions from aircraft manual.
Airports 35
6.2.3 Emissions from auxiliary power unit operation and testing
An auxiliary power unit (APU) is a small turbine engine coupled to an electrical
generator that generates electricity and compressed air to operate the aircrafts
instruments, lights, ventilation and other equipment while the main aircraft engines
are shut down. It is also used to provide power for starting the main aircraft engines.
APUs are usually mounted in the tail cone of the aircraft and run on kerosene fed
from the main fuel tanks. Although the use of APU on jet aircraft is almost universal,
some turboprops and business jets do not have an APU fitted.
APU emissions occurring while the aircraft is in operation or during testing are
attributable to the airport reporting facility and require estimation by the appropriate
entity.
Given that APU are not certified for emissions, as are aircraft main engines, APU
manufacturers generally consider information on APU emission rates as proprietary.
This results in sparse data being publicly available for the calculation of APU
emissions. Emission factors for a range of APUs were obtained from three main
sources for use in the APU testing emission estimation methodology, namely, the US
FAA EDMS model (Version 5.02, released 29 June 2007), Energy and Environmental
Analysis Inc. (September 1995) and emission factors for Zurich Airport for 2003
published by Unique (2005) (Appendix B.5). Emission factors for various APUs are
expressed in kilograms of pollutant per hour of use and in grams of pollutant per
kilogram of fuel used. Emission factors given in g/kg fuel are expressed for specific
modes of APU operation.
The APU cycle generally consists of four modes of operation for the purpose of
calculating emissions:
Idle idle operation
400 Hz provides electricity when aircraft is on the ground and in operations
(e.g. pre-flight)
PCA provides pre-conditioned air (cooling or heating) if needed for pre-
flight (boarding) or post-flight (disembarking) activities, and
Bleed air provides necessary bleed air for main engine start.
The selection of suitable emission factors from Appendix B.5 will depend on the
amount of information available on site-specific APU testing, specifically test modes
and fuel flow information. Emission factors from Energy and Environmental Analysis
(1995) are generally given for full load (i.e. electricity, air and engine start) and no
load (idle). The 2003 emission factors developed for Zurich Airport are given as
unweighted averages across all four modes. The emission factors incorporated in the
EDMS model, expressed in kg of pollutant per hour of operation, are given as being
representative of the LTO cycle.
The method for calculating overall emissions from APU operation and testing during
the reporting year is given in Equation 9.
Airports 36
Equation 9
Ei = (N * TMj * FFj * EFi / 1000)
Where:
Ei = total emissions of pollutant i (kg/yr)
N = number of cycles performed per year (cycles/yr)
TMj = average time for mode j (sec/cycle)
FFj = fuel flow rate while in mode j (kg/sec)
EFi = emission factor in grams emitted per kilogram of fuel burned (g/kg)
i = pollutant species (HC, VOC, CO, NOx, SO2)
j = testing mode (idle, 400 Hz, PCA, bleed air)
1000 = conversion factor, grams to kilograms
To apply Equation 9, site-specific information such as the number of test cycles

performed on each APU and the average test time and fuel flow rate per each testing
mode is required. If the APU fuel flow rates or test modes are not known, then the
average LTO cycle emission default values, expressed in kg/hr in Appendix B.5,
should be used.
In the event when emission factors given for HC are used, calculated HC emissions
can be converted to VOC emissions using Equation 7.
6.2.4 Emissions from fire training and emergency simulations

Fire training facilities are distinguished by the type of fuel burned in the simulations.
Internationally, the most commonly used fuels are propane, avtur, diesel and petrol.
Airservices Australia currently primarily use kerosene (avtur) for aircraft fire
simulations, with wood being used in the simulation of office fires (Pers. Comm.,
ARFF Manager, Sydney Airport, 9 May 2008). The use of propane represents an
alternative to the burning of avtur to reduce the extent of emissions.
The air pollutants generated from the burning training fires include PM10, PM2.5, NOx,
SO2, CO and VOCs. To calculate emissions from fire training requires data on
quantity of fuel burned in each training session. The total emissions from one training
fire are calculated using Equation 10.
Equation 10
Ei = Qf * EFi
where:
Ei = total emissions of pollutant i (kg/fire)
Qf = quantity of fuel burned in training fire (kL)
EFi = emission factor (kg pollutant i per kL fuel burned)
i = pollutant
The total emissions of a specific pollutant in a reporting year are then calculated by
adding the emissions of that pollutant from each individual training fire.
Airports 37
Emission factors for PM10, NOx, SO2, CO, and HCs arising from commonly used
fuels are given in Table 7. The emission factors are expressed in terms of kilograms of
pollutant emitted per kilolitres of fuel burned.
Table 7: Emission factors for fuels typically used in fire training

Fuel Emission factors (kg/kL of fuel)
CO PM10(3) NOx SO2 HC(4)
Propane 4.2 14.0 0.77 0.0024 3.8
(LPG)(1)
Avtur JP-4(1) 429.5 115.0 3.22 0.45 15.3
Avtur JP-8(1) 537.7 121.5 4.03 0.81 16.2
Tekflame(2) 8.2 4.0 0.45 0.0053 5.9
Avtur JP-5(2) 14.8 11.6 0.32 1.79 23.7
Sources:
(1)
FAA (1997), as incorporated in US FAA EDMS model (version 5.02 issued 29 July 2007).
(2)
Exxon Mobil Chemical, as incorporated in US FAA EDMS model (version 5.02, 29 July 2007).
(3)
PM2.5 emissions can be taken to be equivalent to PM10 emissions.
(4)
Total VOC emissions can be calculated using a CF of 1.0947; i.e. EVOC = EHC * 1.0947.
6.2.5 VOC emissions from general aviation

This section presents methods for estimating VOC emissions from general aviation
aircraft. The only general aviation emissions which must be reported are those arising
from engine testing routines and refueling operations. Emissions occurring while the
aircraft are mobile, including pre-flight safety checks and during the LTO cycle, are
not attributable to the airport reporting facility and are estimated by the relevant state
or territory environment authority as aggregated emissions.
Most general aviation aircraft are powered by piston engines, which are fuelled by
avgas. Aviation gasoline has a much higher volatility than avtur and the fuel tanks are
vented to the atmosphere resulting in significant VOC evaporation. Evaporative
emissions are associated with refueling, preflight safety procedures, and fuel venting
due to diurnal temperature changes.
VOC emissions from off-wing engine testing (exhaust emissions) should be

calculated using Equation 11.
Equation 11
EVOC = 0.088 kg * LTOL
where:
EVOC = total VOC emissions, in kilograms, resulting from pre-flight
safety checks
LTOL = number of landing and take off cycles by piston engine aircraft
during NPI reporting year
Equation 12 is for estimating VOC emissions occurring from diurnal temperature

changes (evaporative emissions).
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Equation 12
EVOC = 0.066 kg/day/based aircraft * Ab * 365
where:
EVOC = total VOC emissions, in kilograms, resulting from diurnal
temperature changes
Ab = number of aircraft based at the reporting airport
365 = number of days in the reporting year
Equation 11 and Equation 12 are not suitable for estimating emissions from turbine
engines.
6.2.6 Emissions from storage tanks

Three types of fuel storage tanks, fixed roof, external floating roof and internal
floating roof, are commonly found at large airports. Fuel storage includes both above
ground and underground storage tanks.
To estimating emissions from fuel and other organic liquid storage tanks at airports
reference should, in the first instance, be made to the Fuel and organic liquid storage
manual.
Emissions from small tanks (i.e. less than 30 tonnes capacity) can also be calculated
using the EET for air displacement provided in Section 5.2 of the Chemical (organic
industrial) processing manual. This is a relatively simple EET, requiring only vapour
mole fraction, liquid mole fraction and vapour pressure data for each of the
components being stored.
Facilities with detailed information of their storage practices may use the USEPA
TANKS software to estimate emissions from their storage tanks. TANKS requires
more detailed information such as the physical characteristics of the storage tanks,
typical atmospheric conditions (such as wind speeds and temperatures), the contents
of the tank and throughput. Further details and instructions on the use of this model
are available at: www.epa.gov/ttn/chief/software/tanks. Please note that if TANKS is
used, emissions will be presented in imperial units. A conversion table to metric units
of measure is given in the Fuel and organic liquid storage manual.
6.2.7 Emissions from boilers, space heaters and emergency generators

Facilities that produce energy for airport infrastructure, such as boiler houses,
heating/cooling plants and co-generators are a source of emissions. Generators are
also used for emergency power generation, e.g. for buildings or runway lights during
power outages. A variety of fuels may be used in power/heating plants including coal,
diesel, fuel oil LPG, natural gas and petrol. There is a trend at major airports within
Australia towards the use of co- and tri-generation plants in place of or in addition to
the existing plant.
Airports 39
The Combustion in boilers manual provides guidance on emission estimation
techniques for a wide range of boilers and boiler fuel types and should be used to
calculate emissions from boilers. Guidance is given on the use of direct measurement,
fuel analysis and engineering calculation methods in addition to emission factors
being provided for Category 2a and Category 2b substances. Emission control
efficiencies, provided in the manual for typical abatement technologies, should be
taken into account where applicable as indicated in Equation 1.
For stationary combustion engines utilized at airports such as space heaters and
emergency generators, the emission factors and emission estimation techniques
provided in the Combustion engines manual are applicable. This manual facilitates the
estimation of emissions of various substances and heavy metals which may require
reporting.
6.2.8 Emissions from paint and solvent usage

Airport maintenance facilities at most large airports are typically operated by
commercial airlines or other services that perform scheduled aircraft inspections and
repairs on the aircraft fuselage, engines and other apparatus. A variety of surface
treatment, coating and painting operations may also occur.
Volatile organic compounds (VOCs) are emitted to the atmosphere during surface
treating, coating and paining operations mainly as a result of evaporation and/or over-
spray of the materials used. To estimate emissions from paint and solvent use refer to
the Surface coating manual.
6.2.9 Wastewater treatment plants

Airport operations may include wastewater treatment plants. VOC are emitted from
wastewater collection, treatment and storage systems through the volatilisation of
organic compounds at the liquid surface. Emissions can occur by diffusive or
convective mechanisms, or both. Diffusion occurs when organic concentrations at the
water surface are higher than ambient concentrations resulting in the volatilisation of
organics into the air so as to reach equilibrium between aqueous and vapour phases.
Convective emissions occur when air flows over the water surface, with organic
vapours being swept from the water surface into the air. The rate of volatilisation in
this instance is dependent on the wind speed over the water surface.
Substances emitted from wastewater treatment plants include volatile sulfur

compounds (notably hydrogen sulfide), nitrogenous compounds such as ammonia and
various amines, acids including acetic, butyric and valeric acid, a range of aldehydes
and ketones (e.g. formaldehyde, acetaldehyde, acetone and phenol) and chlorinated
compounds such as chlorine and trichloroethylene.
The Sewage and wastewater treatment manual provides guidance on emission

estimation techniques applicable to wastewater treatment plants.
Alternatively, use can be made of the USEPA wastewater treatment model WATER9
which is able to use site-specific compound property information. This model is able
to evaluate a full facility that contains multiple wastewater inlet streams, multiple
Airports 40
collection systems and complex treatment configurations, and provides emission
estimates for each individual compound that is identified as a constituent of the
wastes. Further information on the WATER9 model is available at
http://www.epa.gov/ttn/chief/software/water/index.html.
6.2.10 Emission factors developed based on site-specific information

Emissions data from Melbourne Airport were correlated with aircraft movements
(LTO cycles) at the airport, based on the assumption that there is a direct correlation
between aircraft movements and ground support activities. The emission factors
generated are presented in Table 8.
Table 8: Emission factors for airport activities based on data for Melbourne
Airport(1)
Auxiliary activity NOx CO (3) SO2
VOC
-4 -3
Airside vehicles 1.09 x 10 1.46 x 10 1.1 x 10-4
(2)
(kg/vehicle/LTO/yr)
Airside plant 8.90 x 10-4 1.26 x 10-3 3.27 x 10-4
(4)
(kg/plant/LTO/yr)
Space heaters, boilers, emergency 2.65 x 10-3 1.67 x 10-3 4.53 x 10-5 1.54 x 10-3
generators (kg/LTO/yr)
Aircraft engine test cells 0.104 3.48 x 10-2 1.46 x 10-2 1.98 x 10-2
(5)
(kg/LTO/yr)
Solvent and paint usage 0.265
(kg/LTO/yr)
Aircraft refueling
Jetfuel (kg/LTO/yr) 6.82 x 10-3
Avgas (kg/LTO/yr) 3.72 x 10-2
Fuel and organic liquid storage 6.71 x 10-2
tanks (kg/LTO/yr)
Source: V & C Environment Consultants 1995.
Notes:
(1)
The emission factors contained in the table have been calculated from information collected for the
Melbourne Airport Air Emissions Inventory and Air Quality Management Plan. Aircraft movements
data for Melbourne airport for base year 1995 were used to develop the emission factors provided.
(2)
Based on a fleet breakdown of 61.5% petrol and 38.5% diesel vehicles.
(3)
Hydrocarbon emissions converted to total volatile organic compound (VOC) emissions using
conversion factor of 1.0947. Guidance on the speciation of VOC emissions is provided in the
Emission Estimation Technique Manual for Fugitive Emissions.
(4)
Based on a fleet breakdown of 27.4% petrol and 72.6% diesel vehicles.
(5)
This emission factor should only be used for Melbourne airport, and a more accurate estimate for
Melbourne airport is attained using the techniques in Section 6.2.2.
The emission factors in Table 8 can be used to estimate emissions from a particular
airport activity through the application of Equation 1. To calculate the total emissions
in cases where the emission factor EFi is considered per airside vehicle or plant, it will
have to be multiplied by the number of vehicles or plants in use.
The emission factors in Table 8 represent averages of available data collected from
Melbourne airport only. The applicability and reliability of the emission factors for
application at other Australian airports will depend on the degree of similarity
between the emission source at Melbourne airport and the emission source of interest.
If use is to be made of the Melbourne Airport-specific emission factors for the
Airports 41
purpose of estimating NPI emissions, approval should first be sought from your state
or territory environment agency.
Activities such as airframe maintenance, engine overhaul and engine and APU test
cell running are directly related to the location of an airline's maintenance, engine
overhaul and engine and APU test facilities, the respective fleet numbers of aircraft
and engine types, the normal test profile (power setting, duration and number of
cycles) for engine and APU (not necessarily the same profile as the LTO cycle) and
the airline's network which determines flight hours and cycles for activity to approved
procedures and intervals. Therefore, it is not possible to relate the emissions from
these activities to aircraft movements. For these activities, the emission estimation
techniques provided in previous sections should be utilised.
6.3 Mass balance

The mass balance approach to emissions estimation at an airport or airport
manufacturing facility considers the facility as a black box where the total quantity of
listed substances in the raw materials consumed versus amounts of listed substances
leaving the facility as product and waste is compared and analysed. NPI-listed
substances can be contained in wastes, such as spent solvent or still bottoms, cutting
fluid sludges, metal wastes, polishing sludges, drum residue, and wastewater.
Calculating emissions from any manufacturing activity or process using mass balance
appears on the surface to be a straightforward approach to emissions estimations.
However, few Australian airports facilities consistently track material usage and
waste generation with the overall accuracy needed for application of this method, and
inaccuracies associated with individual material tracking or other activities inherent in
each material handling stage often accumulate into large deviations of total facility
emissions. Because emissions from specific materials are typically below 2% of gross
consumption, an error of only 5% in any one step of the operation can significantly
skew emissions estimations.
6.4 Fuel analysis and engineering calculations

This method uses physical/chemical properties, for example, vapour pressure of the
substance and mathematical relationships (e.g. ideal gas law). Theoretical and
complex equations, or models, can also be used for estimating emissions from airport
facilities.
Use of detailed fuel analysis and engineering equations to estimate emissions from
airport facilities is frequently more complex and time consuming compared to the use
of emission factors due to such methods requiring more detailed inputs. The use of
such methods is, however, beneficial when the inclusion of facility-specific conditions
is required to improve the accuracy of estimates.
The use of fuel analysis may, for example, significantly improve the estimation of
sulfur dioxide (SO2) emissions from aircraft engine exhaust emissions compared with
the application of emission factors. Methods documented in Sections 6.2.2 and 6.2.3
for estimating engine and APU emissions could result in inaccurate SO2 emission
estimates if the sulfur content of fuels used at the facility being assessed varies
Airports 42
significantly from the sulfur content of the fuels used as the basis of the emission
factors.
6.4.1.1 Estimation of sulfur dioxide emissions

The most accurate and easiest method for estimating emissions of SO2 from aircraft
exhaust is through analysis of the avtur and avgas fuels used. Fuel analysis can be
used to estimate emissions based on the application of conservation laws. The
presence of certain NPI-listed elements in fuels may be used to predict their presence
in emission streams. This includes sulfur, which is converted into the listed substance
SO2 during the combustion process.
The basic equation used in fuel analysis emission calculation is given as Equation 13.
Equation 13
Ei = Qf * Ci/100 * (EWp / MWf) * OpHrs

where:
Ei = annual emissions of pollutant i (kg/yr)
Qf = fuel use (kg/hr)
Ci = concentration of substance i within fuel as weight percent (%)
EWp = elemental weight of substance in fuel (kg/kg-mole)
MWf = molecular weight of substance in fuel (kg/kg-mole)
OpHrs = operating hours (hrs/yr)
For example, SO2 emissions from fuel combustion can be calculated based on the
known concentration of sulfur in the fuel consumed, assuming complete conversion of
sulfur to SO2 and an EWp / MWf ratio of 2 (i.e. 64/32). The application of this
estimation technique is shown Example 4.
Airports 43
Example 4: Calculation of SO2 emissions from engine test cells
An engine test cell facility estimates the SO2 emissions from an APU model GTC85-
72 (200 HP) using Equation 13, where the fuel flow rate of the APU model
undergoing the test is known (i.e. 95.45 kg/hr from Appendix B.5). Sixty tests take
place at load over the reporting year, each test being of 8 hours duration.
Given:
Fuel flow rate (Qf) = 95.45 kg/hr
Percent sulfur in avtur (Ci) = 0.021
Operating hours (OpHrs) = 60 * 8 = 480 hrs/yr
The sulfur dioxide emission rate can be calculated as follows:
ESO2 = Qf * Ci/100 * (EWp / MWf) * OpHrs

= 95.45 * (0.021 / 100) * (64 / 32) * 480
= 19.24 kg SO2/yr
For this case, given the actual sulfur content of the avtur used, the application of the
general SO2 emission factor given in Appendix B.5 for this APU model (i.e. 0.54
g/kg) would have resulted in the SO2 emission rate being overestimated by
approximately 29%.
6.5 Approved alternative

You are able to use emission estimation techniques that are not outlined in this
document. You must, however, seek the consent of your state or territory
environmental agency. For example, if your company has developed site-specific
emission factors, you may use these if they have been approved by your local
environmental agency.
Airports 44
7 Transfers of NPI substances in waste
The NPI requires the mandatory reporting of NPI substances that are transferred as
waste to a final destination. Transfers are required to be reported if a Category 1,
Category 1b or Category 3 reporting threshold is exceeded. For example, if the
threshold has been exceeded for the Category 1 substance - lead and compounds - as a
result of use of this substance on site, transfers to final destination of lead as well as
the emissions are reportable. Both emissions and transfers are reportable in kilograms.
There is no requirement to report transfers of substances that are exclusively Category

2a or 2b in the event that they have been tripped only by the fuel and energy use
threshold (i.e. there is no requirement to report transfers of oxides of nitrogen,
particulate matter 10 m, particulate matter 2.5 m ( PM2.5), polychlorinated
dioxins and furans, or polycyclic aromatic hydrocarbons). Transfers are also not
reportable if they are contained in overburden, waste rock, uncontaminated soil or
rock removed in construction or road building, or soil used in capping of landfills.
Transfers are, however, required if they are transported to a destination for

containment or destruction which includes:
a destination for containment including landfill or other long term purpose-
built waste storage facility
an offsite destination for destruction
an offsite sewerage system, and
an offsite treatment facility which leads solely to one or more of the above.
The transport or movement of substances contained in waste to a sewerage system is

included. A containment destination may be onsite, for example a sewerage system,
or offsite, for example waste going to landfill.
Potential waste transfers applicable to airport operations which need to be assessed

include the transport or movement of substances contained in the following waste
streams:
Solid wastes from airport operations requiring disposal to landfill typically
include general waste, prescribed waste (chemical and industrial waste),
construction and demolition waste and quarantine waste (from interstate and
international flights). Quarantine waste is classified as hazardous waste and its
generation, storage, transport and disposal regulated by state and territory
legislation. Quarantine waste from Sydney Airport is, for example, collected
by a waste disposal company for autoclaving (Pers. Comm., Julia Phillips,
Sydney Airports Corporation, 9 May 2008).
Liquid wastes generated including waste oils and lubricants, sewage, trade
wastes containing various contaminants such as solids, metals, hydrocarbons,
paints (etc.) and cooking oils and grease. Liquid waste are typically collected
by waste companies and disposed of offsite.
Sewage and wastewater from the airport facility transferred to offsite sewerage
and wastewater treatment plants.
Airports 45
Wastewater from airport operations transferred to an onsite wastewater
treatment plant.
Soil from sites contaminated by fuel spills.
The transfer of NPI substances to a destination for reuse, recycling, reprocessing,

purification, partial purification, immobilisation, remediation or energy recovery can
be reported voluntarily. This is an opportune way for facilities to promote good news
stories to their local community.
Further information regarding transfers of waste, including how to estimate and

report, can be found in the NPI Guide.
Airports 46
8 Next steps for reporting
This manual is written to reflect the common processes employed at airports. To
ensure a complete report of the emissions for your facility, it may be necessary to
refer to other EET manuals. These are listed in Section 1.4.
When you have a complete set of substance emissions from your facility, report these
emissions according to the instructions in the NPI Guide.
Airports 47
9 References
Energy and Environmental Analysis Inc. September 1995. Technical Data to Support
FAAs Advisory Circular on Reducing Emissions from Commercial Aviation.
Arlington, VA, USA.
ERG, 2003: Documentation for Aircraft, Commercial, Marine Vessel, Locomotive,

and Other Nonroad Components of the National Emissions Inventory, Volume 1 -
Methodology, Eastern Research Group Inc., Morrisville, NC 27560, USA, October 7
2003.
FAA, 1997: Air Quality Procedures for Civilian Airports & Air Force Bases, AEE-
120, Federal Aviation Administration, Office of Environment and Energy,
Washington, DC. Report Number FAA-AEE-97-03. April 1997.
FAA, 2007: Emissions and Dispersion Modeling System (EDMS) Users Manual,
Prepared by CSSI Inc. for the Federal Aviation Administration, Office of
Environment and Energy, Washington DC, FAA-AEE-07-01 (Rev. 4 06/29/07),
January 2007.
ICAO, 2007: Airport Air Quality Guidance Manual, International Civil Aviation
Organization, Document 9889, Preliminary Edition, 15 April 2007.
ICAO, 2008: Engine Exhaust Emissions Data Bank, International Civil Aviation
Organization, Issue 15C, dated 7 April 2008.
Pers. Comm., Aviation Rescue and Fire Fighting (ARFF) Manager, Sydney Airport, 9
May 2008.
Pers. Comm., Julia Phillips, Environmental Coordinator, Sydney Airports

Corporation, 9 May 2008.
Unique, 2005: Aircraft APU Emissions at Zurich Airport, Unique (Flughafen Zurich
AG), January 2005.
USEPA, 2006: SPECIATE V4.0, United States Environmental Protection Agency,

Office of Air Quality Planning and Standards, Research Triangle Park, NC, USA.
http://www.epa.gov/ttn/chief/software/speciate/index.html
V & C Environmental Consultants. December 1995. Air Emissions Inventory and Air
Quality Management Plan. Prepared for: Federal Airports Corporation Melbourne
Airport November 1995. Oak Park, VIC.
Airports 48
Appendix A: Definitions and abbreviations
Symbols and units
g grams
hp horsepower
hr hour
Hz Hertz
kg kilogram
kL kilolitres
kW kilowatt
LTO/yr land take off cycles per year
MW megawatts
MW-hr megawatt-hours
T tonnes
t/yr tonnes per year
Abbreviations
ALC Airport lessee company

APU Auxiliary power unit
ARFF Aviation rescue and fire fighting
ASU Air starter unit
Avgas Aviation gasoline
CEM Continuous emissions monitoring
CF Conversion factor
CNG Compressed natural gas (carburant)
CO Carbon monoxide
DF Deterioration factor
EDMS Emission and dispersion modelling system (US FAA)
EET Emission estimation technique
EPA Environmental protection agency (US)
FAA Federal Aviation Administration, Washington D.C. (US)
GPU Ground power unit
GSE Ground support equipment:
HC Hydrocarbon
ICAO International Civil Aviation Organization
JUHI Joint user hydrant installation
LPG Liquefied propane gas
LTO Landing and take-off cycle
MES Main engine start
NPI National Pollutant Inventory
NOx Nitrogen oxides encompassing nitrogen dioxide (NO2) and nitrogen
monoxide (NO)
PAH Polycyclic aromatic hydrocarbons
PCA Pre-conditioned air
PM10 Particulate matter with an aerodynamic diameter of 10 micrometres or
less
Airports 49
PM2.5 Particulate matter with an aerodynamic diameter of 2.5 micrometres or
less
SOx Sulfur oxides
SO2 Sulfur dioxide
TIM Time in mode
TVOC Total volatile organic compounds
USEPA United States Environmental Protection Agency
VOC Volatile organic compounds
Airports 50
Appendix B: Emission factors
Appendix B.1 Generic emission factors for calculating GSE emissions based on aircraft category
These generic emission factors were calculated based on the nature of GSE activity (equipment type, fuel type, engine capacity, load factor, time in
service per turn) specified in the US FAA EDMS version 5.02 released 29 June 2007 and Australian NPI emission factors given for diesel-, petrol- and
LPG-fuelled industrial vehicle exhaust emissions and industrial vehicle evaporative and crankcase emissions in the Combustion engines manual
Version 2.3 published 22 October 2003. Average emissions calculated across all individual aircraft types within an aircraft category were taken as
being characteristic of that aircraft category. The fuel type defaults given in the EDMS database are assumed for vehicles and plant(1)(2).
Total Formal- Acetal- 1.3 Buta-
CO NOx PM10(3) SO2 VOCs dehyde dehyde Benzene diene Total PAHs Toluene Xylene
User class Usage type Weight class Engine type (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO)
-
2.64E x 10
Civil Business Large Jet 13.548 1.282 9.37 x 10-2 8.86 x 10-2 6.45 x 10-1 2
3.61 x 10-5 4.39 x 10-5 1.84 x 10-6 7.91 x 10-6 1.93 x 10-5 1.34 x 10-5
-2 -2 -1 -2
Civil Business Small Turbo 20.997 1.058 7.45 x 10 6.77 x 10 9.43 x 10 2.30 x 10 0.00 0.00 0.00 0.00 0.00E 0.00
Civil Cargo Heavy Jet 19.561 4.042 3.08 x 10-1 3.01 x 10-1 1.10 7.98 x 10-2 1.08 x 10-4 1.32 x 10-4 5.53 x 10-6 2.37 x 10-5 5.78 x 10-5 4.03 x 10-5
Civil Cargo Large Jet 9.826 1.120 8.47 x 10-2 8.37 x 10-2 4.80 x 10-1 2.91 x 10-2 0.00 0.00 0.00 0.00 0.00 0.00
-2 -2 -1
Civil Cargo Large Turbo 9.889 0.947 7.03 x 10 6.81 x 10 4.69 x 10 2.58 x 10-2 0.00 0.00 0.00 0.00 0.00 0.00
-2 -2 -1 -2 -5 -4 -6 -5 -5
Civil Cargo Small Turbo 10.438 1.250 8.93 x 10 8.32 x 10 5.05 x 10 2.24 x 10 8.62 x 10 1.05 x 10 4.40 x 10 1.89 x 10 4.60 x 10 3.21 x 10-5
-1 -1 -2 -4 -4 -6 -5 -5
Civil Passenger Heavy Jet 20.801 4.058 3.07 x 10 3.02 x 10 1.15 7.86 x 10 1.36 x 10 1.65 x 10 6.95 x 10 2.98 x 10 7.26 x 10 5.07 x 10-5
Civil Passenger Large Jet 14.488 1.834 1.35 x 10-1 1.29 x 10-1 7.18 x 10-1 3.94 x 10-2 5.82 x 10-5 7.07 x 10-5 2.97 x 10-6 1.27 x 10-5 3.10 x 10-5 2.17 x 10-5
-2 -2 -2 -2
Civil Passenger Large Piston 0.233 0.584 4.82 x 10 5.11 x 10 5.36 x 10 1.10 x 10 0.00 0.00 0.00 0.00 0.00 0.00
Civil Passenger Large Turbo 7.344 0.811 6.01 x 10-2 5.80 x 10-2 3.53 x 10-1 1.89 x 10-2 1.83 x 10-5 2.22 x 10-5 9.33 x 10-7 4.01 x 10-6 9.75 x 10-6 6.81 x 10-6
Civil Passenger Small Jet 6.290 0.548 4.02 x 10-2 3.85 x 10-2 2.93 x 10-1 1.52 x 10-2 0.00 0.00 0.00 0.00 0.00 0.00
-2 -2 -1
Civil Passenger Small Piston 5.398 1.019 7.43 x 10 7.08 x 10 2.87 x 10 1.41 x 10-2 8.62 x 10-5 1.05 x 10-4 4.40 x 10-6 1.89 x 10-5 4.60 x 10-5 3.21 x 10-5
Civil Passenger Small Turbo 6.588 0.967 6.98 x 10-2 6.55 x 10-2 3.34 x 10-1 1.53 x 10-2 7.18 x 10-5 8.72 x 10-5 3.67 x 10-6 1.57 x 10-5 3.83 x 10-5 2.67 x 10-5
-1 -1 -1 -2 -4 -4 -6 -5 -5
General Business Large Jet 10.371 1.630 1.18 x 10 1.12 x 10 5.36 x 10 2.10 x 10 1.39 x 10 1.69 x 10 7.12 x 10 3.05 x 10 7.44 x 10 5.19 x 10-5
General Business Small Jet 8.384 0.513 3.77 x 10-2 3.58 x 10-2 3.92 x 10-1 3.73 x 10-3 1.92 x 10-5 2.33E-05 9.78 x 10-7 4.20 x 10-6 1.02 x 10-5 7.13 x 10-6
-3 -3 -3 -3
General Business Small Piston 0.033 0.080 6.58 x 10 6.80 x 10 7.34 x 10 1.48 x 10 0.00 0.00 0.00 0.00 0.00 0.00
Airports 51
Total Formal- Acetal- 1.3 Buta-
CO NOx PM10(3) SO2 VOCs dehyde dehyde Benzene diene Total PAHs Toluene Xylene
User class Usage type Weight class Engine type (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO) (kg/LTO)
General Business Small Turbo 5.594 0.579 4.13 x 10-2 3.81 x 10-2 2.76 x 10-1 4.54 x 10-3 5.17 x 10-5 6.28 x 10-5 2.64 x 10-6 1.13 x 10-5 2.76 x 10-5 1.93 x 10-5
-2 -2 -1 -3
General Cargo Small Piston 10.730 0.473 3.46 x 10 3.28 x 10 4.90 x 10 3.93 x 10 0.00 0.00 0.00 0.00 0.00 0.00
-1 -1 -1 -3 -4 -4 -5 -4 -4
General Other Large Jet, Turbo 0.811 3.697 2.64 x 10 2.47 x 10 2.71 x 10 2.15 x 10 6.29 x 10 7.64 x 10 3.21 x 10 1.38 x 10 3.36 x 10 2.34 x 10-4
-3 -3 -3 -3
General Other Small Piston 0.033 0.080 6.58 x 10 6.80 x 10 7.34 x 10 1.48 x 10 0.00 0.00 0.00 0.00 0.00 0.00
-2 -2 -2 -3 -5 -4 -6 -5 -5
General Other Small Turbo 0.141 0.578 4.20 x 10 3.99 x 10 4.36 x 10 1.61 x 10 8.62 x 10 1.05 x 10 4.40 x 10 1.89 x 10 4.60 x 10 3.21 x 10-5
-1 -1 -1 -2 -4 -4 -5 -5 -4
General Passenger Small Jet 5.643 2.186 1.57 x 10 1.48 x 10 3.71 x 10 1.38 x 10 2.94 x 10 3.58 x 10 1.50 x 10 6.45 x 10 1.57 x 10 1.10 x 10-4
General Passenger Small Piston 0.033 0.080 6.58 x 10-3 6.80 x 10-3 7.34 x 10-3 1.48 x 10-3 0.00 0.00 0.00 0.00 0.00 0.00
-2 -2 -1 -3 -5 -5 -6 -6 -5
General Passenger Small Turbo 6.879 0.511 3.73 x 10 3.54 x 10 3.27 x 10 3.09 x 10 3.13 x 10 3.81 x 10 1.60 x 10 6.87 x 10 1.67 x 10 1.17 x 10-5
-1 -1 -1 -3 -4 -4 -5 -4 -4
Military Combat Heavy, Large Jet, Turbo 0.838 3.761 2.69 x 10 2.52 x 10 2.76 x 10 3.33 x 10 6.29 x 10 7.64 x 10 3.21 x 10 1.38 x 10 3.36 x 10 2.34 x 10-4
Military Combat Small Jet 0.836 3.755 2.69 x 10-1 2.52 x 10-1 2.76 x 10-1 3.23 x 10-3 6.2 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4
-1 -1 -1 -3 -4 -4 -5 -4 -4
Military Combat Small Piston, Turbo 0.838 3.761 2.69 x 10 2.52 x 10 2.76 x 10 3.33 x 10 6.29 x 10 7.64 x 10 3.21 x 10 1.38 x 10 3.36 x 10 2.34 x 10-4
Military Cargo Heavy, Large Jet 0.838 3.761 2.69 x 10-1 2.52 x 10-1 2.76 x 10-1 3.33 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4
-1 -1 -1 -3 -4 -4 -5 -5 -4
Military Cargo Large Turbo 2.595 2.476 1.78 x 10 1.68 x 10 2.66 x 10 7.76 x 10 3.78 x 10 4.58 x 10 1.93 x 10 8.27 x 10 2.01 x 10 1.41 x 10-4
Military Cargo Small Turbo 0.838 3.761 2.69 x 10-1 2.52 x 10-1 2.76 x 10-1 3.33 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4
-1 -1 -1 -3 -4 -4 -5 -4 -4
Military Other Large Jet, Turbo 0.811 3.697 2.64 x 10 2.47 x 10 2.71 x 10 2.15 x 10 6.29 x 10 7.64 x 10 3.21 x 10 1.38 x 10 3.36 x 10 2.34 x 10-4
-1 -1 -1 -3 -4 -4 -5 -4 -4
Military Other Small Turbo 0.811 3.697 2.64 x 10 2.47 x 10 2.71 x 10 2.15 x 10 6.29 x 10 7.64 x 10 3.21 x 10 1.38 x 10 3.36 x 10 2.34 x 10-4
Military Passenger Small Jet 10.730 0.473 3.46 x 10-2 3.28 x 10-2 4.90 x 10-1 3.93 x 10-3 0.00 0.00 0.00 0.00 0.00 0.00
-1 -1 -1
Military Passenger Small Turbo 0.818 3.713 2.65 x 10 2.48 x 10 2.72 x 10 2.45 x 10-3 6.29 x 10-4 7.64 x 10-4 3.21 x 10-5 1.38 x 10-4 3.36 x 10-4 2.34 x 10-4
Notes:
(1)
Based on a vehicle fleet breakdown of 55% diesel and 45% petrol vehicles based on operating time of GSE across the various aviation types and usages, based on a single LTO cycle for each category
of aircraft/usage.
(2)
Based on a plant fuel use breakdown of 63% diesel, 14% petrol and 23% electric based on operating time of GSE plant across the various aviation types and usages, based on a single LTO cycle for
each category of aircraft/usage.
(3)
The FAA first order approximation (FOA) methodology estimates PM emissions from commercial jet-turbine aircraft engines based on the Smoke Number while the science and accuracy of PM
measurement techniques mature. The non-volatile portion of PM is based on a correlation between the Smoke Number (SN) from the engine certification test and the fuel flow for a specific mode of
operation, namely take-off, climb-out, taxi/idle, and approach. For some engines, a maximum SN is conservatively used because modal-specific SNs are not available. The volatile portion of PM is
derived from a limited number of field measurements and theoretical relationships. Due to the uncertainties associated with the currently available information, the volatile PM estimates include an
additional margin to be conservative.
Airports 52
Appendix B.2 Aircraft engine emission factors by aircraft type, given for take off (T/O), climb out (C/O), approach (App) and idle modes in
kilograms of pollutant per tonne of fuel used, and for the entire land-take off (LTO) cycle in kg of pollutant per LTO cycle
The ICAO Engine Exhaust Emissions Data Bank is recommended for estimating emissions from jet engines. Emission factors for various aircraft are
given below, based on the ICAO Database Issue 15C dated 7 April 2008. Emission factors are given for various modes, namely take off (T/O), climb
out (C/O), approach (App) and idle modes in kg/tonne of fuel used. Emission factors are also expressed in kilograms of pollutant for the entire land-
take off (LTO) cycle. Engine manufacturers calculate the latter value, based on default LTO times-in-mode, as part of the engine certification process.
HC emission factors CO emission factors NOx emission factors

Aircraft Engine Combustor T/O C/O App Idle T/O C/O App Idle T/O C/O App Idle
identification description Engine type (kg/t) (kg/t) (kg/t)) (kg/t)) (kg/LTO) (kg/t) (kg/t) (kg/t)) (kg/t)) (kg/LTO) (kg/t) (kg/t) (kg/t)) (kg/t)) (kg/LTO)
Aerospatiale Caravelle 10 JT8D-7 series RE MTF 0.25 0.25 0.4 3.8 0.830 0.9 1.1 2.2 14.3 3.186 17.2 14.0 6.3 3.15 3.281
Aerospatiale SN 601 Corvette JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409
Airbus A300B2-100 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884
Airbus A300B2-300 Series CF6-50C2R LEFN TF 0.14 0.14 0.29 2.72 0.784 0.44 0.46 3.99 24.04 6.883 28.03 24.30 10.09 3.4 11.116
Airbus A300B4-600 Series PW4158 Reduced smoke TF 0.09 0.02 0.14 1.78 0.623 0.40 0.54 1.88 20.99 7.401 30.2 23.7 11.8 4.8 12.928
Airbus A300C4-200 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884
Airbus A300C4-600 Series CF6-80C2A5 1862M39 TF 0.04 0.05 0.11 1.48 0.509 0.06 0.04 1.91 18.89 6.367 28.57 21.69 12.53 4.76 12.640
Airbus A300F4-200 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884
Airbus A300F4-600 Series PW4158 Reduced smoke TF 0.09 0.02 0.14 1.78 0.623 0.40 0.54 1.88 20.99 7.401 30.2 23.7 11.8 4.8 12.928
Airbus A300F4-600ST Beluga CF6-80C2A8 1862M39 TF 0.05 0.05 0.12 1.59 0.536 0.05 0.04 2.05 19.76 6.532 26.42 20.45 12.43 4.68 11.491
Airbus A310-200 Series CF6-80A3 TF 0.30 0.37 0.45 6.28 1.659 1.0 1.1 2.8 28.2 7.398 29.6 26.6 10.8 3.4 11.878
Airbus A310-300 Series CF6-80C2A2 1862M39 TF 0.05 0.05 0.12 1.90 0.602 0.04 0.05 2.56 21.97 6.958 22.35 18.37 11.86 4.49 9.339
Airbus A318-100 Series CFM56-5B8/P SAC TF 0.1 0.1 0.9 6.5 1.023 0.8 0.8 3.9 32.9 5.176 19.7 16.7 8.4 3.4 3.358
Airbus A319-100 Series CFM56-5B6/P TF 0.20 0.20 0.60 5.50 0.901 0.90 1.00 2.90 27.70 4.525 23.60 19.60 9.20 4.00 4.232
Airbus A320-100 Series CFM56-5-A1 TF 0.23 0.23 0.40 1.4 0.285 0.9 0.9 2.5 17.6 3.093 24.6 19.6 8.0 4.0 4.506
Airbus A320-200 Series V2527-A5 MTF 0.041 0.041 0.061 0.105 0.032 0.53 0.62 2.44 12.43 2.764 26.5 22.3 8.9 4.7 5.382
Airbus A330-200 Series PW4168A Talon II TF 0.0 0.0 0.0 0.2 0.078 0.1 0.2 2.4 15.9 6.741 26.9 20.2 12.1 5.2 13.936
Airbus A340-200 Series CFM56-5C2 TF 0.008 0.008 0.082 5.68 1.050 0.93 0.80 1.75 34.0 6.546 32.6 25.8 10.0 4.19 7.077
Airbus A340-300 Series CFM56-5C4 TF 0.008 0.008 0.065 5.00 0.975 1.00 0.85 1.40 30.93 6.308 37.67 29.05 10.67 4.28 8.702
Airports 53
Airbus A340-500 Series Trent 556-61 Phase 5 tiled TF 0 0 0 0.1 0.036 0.02 0.25 0.46 10.3 3.826 44.91 32.76 11.78 6.19 16.113
Airbus A340-600 Series Trent 556-61 Phase 5 tiled TF 0 0 0 0.1 0.036 0.02 0.25 0.46 10.3 3.826 44.91 32.76 11.78 6.19 16.113
BAC 1-11 300/400 SPEY Mk511 Transply IIH MTF 0.09 0.12 0.18 3.69 0.758 0.12 0.63 2.65 31.77 6.536 22.7 17.3 7.2 3.6 3.701
BAE 146-100 ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017
BAE 146-100QT Quiet Trader ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017
BAE 146-200 ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017
BAE 146-300 ALF 502R-5 TF 0.060 0.053 0.217 5.39 0.351 0.300 0.250 7.10 40.93 2.796 13.35 10.56 6.6 3.78 1.017
BAE 146-RJ100 LF507-1F, -1H TF 0.01 0.01 0.12 4.72 0.337 0.20 0.30 4.43 37.83 2.803 14.52 12.02 6.39 3.28 1.086
BAE 146-RJ70 LF507-1F, -1H TF 0.01 0.01 0.12 4.72 0.337 0.20 0.30 4.43 37.83 2.803 14.52 12.02 6.39 3.28 1.086
BAE 146-RJ85 LF507-1F, -1H TF 0.01 0.01 0.12 4.72 0.337 0.20 0.30 4.43 37.83 2.803 14.52 12.02 6.39 3.28 1.086
Boeing 707-300 Series JT3D-3B TF 4.0 2.0 4.0 112.0 24.363 1.5 2.8 24.5 98.0 23.092 12.1 9.9 4.8 2.5 2.740
BR700-715A1- Improved fuel
Boeing 717-200 Series 30 injector TF 0.05 0.06 0.02 0.11 0.025 0.66 0.63 4.05 19.72 0.034 20.97 16.43 8.75 3.95 3.340
Boeing 727-100 Series JT8D-7 series RE MTF 0.25 0.25 0.4 3.8 0.830 0.9 1.1 2.2 14.3 3.186 17.2 14.0 6.3 3.15 3.281
Boeing 727-200 Series JT8D-15 RE MTF 0.24 0.28 0.55 1.46 0.428 1.03 1.15 2.77 11.0 2.955 19.4 15.1 6.9 3.2 4.144
Boeing 737-200 Series JT8D-15A MTF 0.25 0.33 0.65 1.86 0.497 1.08 1.2 2.9 12.93 3.177 18.1 13.9 6.6 3.1 3.648
Boeing 737-300 Series CFM56-3-B1 TF 0.04 0.05 0.08 2.28 0.418 0.9 0.95 3.8 34.4 6.517 17.7 15.5 8.3 3.9 3.595
Boeing 737-400 Series CFM56-3C-1 TF 0.03 0.04 0.07 1.42 0.287 0.9 0.9 3.1 26.8 5.591 20.7 17.8 9.1 4.3 4.810
Boeing 737-500 Series CFM56-3C-1 TF 0.03 0.04 0.07 1.42 0.287 0.9 0.9 3.1 26.8 5.591 20.7 17.8 9.1 4.3 4.810
Boeing 737-600 Series CFM56-7B20 TF 0.10 0.10 0.10 3.10 0.504 0.60 0.50 3.20 25.90 4.324 20.50 17.40 9.50 4.30 3.829
Boeing 747-100 Series JT9D-7A TF 0.1 0.1 1.3 36.1 12.108 0 0 7.6 83.6 28.647 38.7 28.5 7.6 3.1 12.291
Boeing 747-100SR JT9D-7A TF 0.1 0.1 1.3 36.1 12.108 0 0 7.6 83.6 28.647 38.7 28.5 7.6 3.1 12.291
Boeing 747-200 Series CF6-50E2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884
Boeing 747-300 Series JT9D-7R4G2 TF 0.15 0.14 0.18 1.55 0.620 0.74 0.63 1.40 11.82 4.582 41.3 29.5 8.8 3.8 14.253
Boeing 747-400 ER CF6-80C2B5F 1862M39 TF 0.05 0.05 0.11 1.31 0.459 0.05 0.04 1.83 17.45 5.931 28.58 21.76 12.74 4.91 13.142
Boeing 747-400 Series CF6-80C2B1F 1862M39 TF 0.05 0.05 0.11 1.54 0.513 0.04 0.04 2.13 19.23 6.317 24.94 19.72 12.47 4.73 11.113
Boeing 747-SP JT9D-7A TF 0.1 0.1 1.3 36.1 12.108 0 0 7.6 83.6 28.647 38.7 28.5 7.6 3.1 12.291
Boeing 757-200 Series RB211-535E4 Phase 5 MTF 0.03 0.00 0.04 0.27 0.083 0.26 0.29 2.72 20.33 6.126 22.31 17.56 8.38 4.4 7.492
Boeing 757-300 Series RB211-535E4B Phase 5 MTF 0.07 0.00 0.05 0.14 0.054 0.33 0.26 2.43 18.24 5.812 25.88 19.3 8.65 4.58 8.927
Boeing 767-200 ER CF6-80A2 TF 0.30 0.37 0.45 6.28 1.659 1.0 1.1 2.8 28.2 7.398 29.6 26.6 10.8 3.4 11.878
Boeing 767-200 Series CF6-80A TF 0.29 0.29 0.47 6.29 1.636 1.0 1.1 3.1 28.2 7.407 29.8 25.6 10.3 3.4 11.066
Airports 54
Boeing 767-300 ER PW4060 RE TF 0.10 0.03 0.14 1.66 0.595 0.37 0.51 1.78 20.32 7.234 32.8 24.7 12.0 4.9 14.097
Boeing 767-300 Series CF6-80C2B7F 1862M39 TF 0.05 0.05 0.11 1.43 0.490 0.05 0.04 1.93 18.42 6.166 27.38 21.05 12.63 4.81 12.420
Boeing 767-400 ER CF6-80C2B8FA 1862M39 TF 0.05 0.05 0.11 1.41 0.489 0.05 0.04 1.97 18.27 6.185 26.90 20.85 12.63 4.83 12.400
Boeing 777-200 Series PW4077 TF 0.1 0.1 0.2 3.0 1.170 0.1 0.1 0.4 20.2 7.434 39.8 32.5 11.3 4.2 19.299
Boeing 777-200-ER GE90-90B DAC II TF 0.04 0.04 0.05 0.43 0.226 0.12 0.13 1.16 13.21 6.305 52.48 39.50 16.94 6.00 27.923
Boeing 777-300 ER GE90-115B DAC TF 0.04 0.03 0.06 4.24 2.559 0.08 0.07 1.98 39.11 23.858 50.34 35.98 16.50 5.19 34.888
Boeing 777-300 Series Trent 892 TF 0.01 0 0 0.7 0.329 0.28 0.2 0.57 13.07 6.381 45.7 33.3 11.58 5.33 26.405
Boeing Business Jet (BBJ) CFM56-7B26 TF 0.10 0.10 0.10 1.90 0.361 0.20 0.60 1.60 18.80 3.533 28.80 22.50 10.80 4.70 6.149
Boeing Business Jet II CFM56-7B26 TF 0.10 0.10 0.10 1.90 0.361 0.20 0.60 1.60 18.80 3.533 28.80 22.50 10.80 4.70 6.149
Boeing DC-10-10 Series CF6-6D TF 0.3 0.3 0.7 21.0 5.821 0.5 0.5 6.5 54.2 15.496 40.0 32.6 11.4 4.5 11.611
Boeing DC-10-30 Series CF6-50C2 LEFN TF 0.14 0.15 0.28 2.72 0.788 0.45 0.45 3.71 24.04 6.863 28.97 25.50 10.16 3.4 11.884
Boeing DC-10-30ER CF6-50C2B LEFN TF 0.13 0.15 0.26 2.72 0.786 0.46 0.44 3.42 24.04 6.823 29.59 26.34 10.49 3.4 12.482
Boeing DC-10-40 Series JT9D-59A TF 0.2 0.2 0.3 12.0 4.559 0.2 0.2 1.7 53.0 19.946 31.6 25.6 7.8 3.0 12.381
Boeing DC-8 Series 50 JT3D-3B TF 4.0 2.0 4.0 112.0 24.363 1.5 2.8 24.5 98.0 23.092 12.1 9.9 4.8 2.5 2.740
Boeing DC-9-10 Series JT8D-7 series RE MTF 0.25 0.25 0.4 3.8 0.830 0.9 1.1 2.2 14.3 3.186 17.2 14.0 6.3 3.15 3.281
Boeing DC-9-20 Series JT8D-11 MTF 0.40 0.45 1.4 10.0 2.455 1.2 1.9 9.4 35.0 8.983 18.9 14.6 5.8 2.75 3.740
Boeing DC-9-30 Series JT8D-9 series RE MTF 0.15 0.18 0.60 3.12 0.713 1.04 1.11 2.14 14.14 3.241 19.3 14.5 6.0 2.9 3.488
Boeing DC-9-40 Series JT8D-11 MTF 0.40 0.45 1.4 10.0 2.455 1.2 1.9 9.4 35.0 8.983 18.9 14.6 5.8 2.75 3.740
Boeing DC-9-50 Series JT8D-17 RE MTF 0.22 0.27 0.52 1.25 0.379 0.95 1.10 2.67 10.46 2.826 20.6 15.7 8.0 3.2 4.559
Boeing MD-10-30 CF6-6D TF 0.3 0.3 0.7 21.0 5.821 0.5 0.5 6.5 54.2 15.496 40.0 32.6 11.4 4.5 11.611
Boeing MD-11 CF6-80C2D1F 1862M39 TF 0.04 0.05 0.11 1.38 0.478 0.05 0.04 1.90 18.02 6.093 28.12 21.30 12.66 4.85 12.724
Boeing MD-11-ER CF6-80C2D1F 1862M39 TF 0.04 0.05 0.11 1.38 0.478 0.05 0.04 1.90 18.02 6.093 28.12 21.30 12.66 4.85 12.724
Boeing MD-81 JT8D-217C E_Kit MTF 0.00 0.00 0.00 0.00 0.00 0.42 0.49 3.79 17.89 4.244 16.49 13.02 7.65 4.05 4.216
Boeing MD-83 JT8D-219 E_Kit MTF 0.00 0.00 0.00 0.00 0.00 0.42 0.46 3.57 17.19 4.021 18.72 13.73 7.65 4.16 4.604
Boeing MD-88 JT8D-219 E_Kit MTF 0.00 0.00 0.00 0.00 0.00 0.42 0.46 3.57 17.19 4.021 18.72 13.73 7.65 4.16 4.604
Boeing MD-90 V2525-D5 MTF 0.041 0.041 0.061 0.105 0.032 0.53 0.62 2.44 12.43 2.764 26.5 22.3 8.9 4.7 5.382
Bombardier Challenger 601 CF34-3A LEC II TF 0.06 0.06 0.13 3.95 0.313 0 0 1.9 42.6 3.350 11.61 10.14 6.86 3.82 1.137
Bombardier CRJ-100 CF34-3A1 LEC II TF 0.06 0.06 0.13 3.95 0.313 0 0 1.9 42.6 3.350 11.61 10.14 6.86 3.82 1.137
Bombardier CRJ-200 CF34-3B TF 0.06 0.05 0.13 4.69 0.366 0 0 1.88 47.59 3.683 11.28 9.68 6.63 3.72 1.078
Bombardier CRJ-700 CF34-8C1 TF 0.02 0.02 0.06 0.08 0.013 0.41 0.50 2.91 24.92 2.845 14.67 12.82 11.10 4.31 2.120
Bombardier CRJ-900 CF34-8C5 LEC TF 0.02 0.02 0.06 0.13 0.018 0.64 0.57 4.24 18.25 2.070 14.69 12.6 10.75 4.6 2.205
BR700-710A2-
Bombardier Global Express 20 TF 0.02 0.02 0.05 1.12 0.160 1.04 0.93 4.81 28.00 4.239 18.73 15.03 7.67 4.67 2.784
Bombardier Learjet 35 TFE731-2-2B TF 0.114 0.128 4.26 20.04 0.823 1.394 2.03 22.38 58.6 2.612 15.25 13.08 5.90 2.82 0.630
Airports 55
Cessna 500 Citation I JT15D-1 series TF 0.01 0.01 4.43 50.5 1.866 2.65 3.50 40.5 132 5.306 7.6 6.77 3.44 1.75 0.263
Cessna 501 Citation ISP JT15D-1 series TF 0.01 0.01 4.43 50.5 1.866 2.65 3.50 40.5 132 5.306 7.6 6.77 3.44 1.75 0.263
Cessna 525 CitationJet JT15D-1 series TF 0.01 0.01 4.43 50.5 1.866 2.65 3.50 40.5 132 5.306 7.6 6.77 3.44 1.75 0.263
Cessna 550 Citation II JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409
Cessna 551 Citation IISP JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409
Cessna 552 T-47A JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409
Cessna 750 Citation X AE3007C Type 2 TF 0 0.01 0.23 5.75 0.344 0 0 2.02 35.07 2.108 19.36 17.01 6.62 3.2 1.150
Cessna S550 Citation S/II JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409
Dassault Falcon 2000-EX PW308C Annular TF 0.09 0.1 0.14 5.94 0.425 0.81 0.97 5.23 42.3 3.163 18.45 15.99 7.83 3.63 1.414
Dornier 328 Jet PW306B Annular TF 0 0 0.00 4.36 0.287 2.27 2.51 7.11 36.35 2.677 20.08 19.26 11.87 4.26 1.497
Embraer ERJ135 AE3007A1/3 Type 3 (RE) TF 0.03 0.03 0.03 3.81 0.269 0.5 0.5 7.62 38.47 2.919 15.42 13.49 6.93 4.27 1.245
Embraer ERJ135-ER AE3007A1/3 Type 3 (RE) TF 0.03 0.03 0.03 3.81 0.269 0.5 0.5 7.62 38.47 2.919 15.42 13.49 6.93 4.27 1.245
Embraer ERJ135-LR AE3007A1/3 Type 3 (RE) TF 0.03 0.03 0.03 3.81 0.269 0.5 0.5 7.62 38.47 2.919 15.42 13.49 6.93 4.27 1.245
Embraer ERJ145 AE3007A1E Type 3 TF 0.03 0.03 0.03 3.52 0.264 0.77 0.64 5.63 37.97 3.018 17.17 14.91 7.42 4.26 1.501
Embraer ERJ145-ER AE3007A1/1 Type 3 (RE) TF 0.03 0.03 0.03 3.88 0.280 0.74 0.55 6.8 40.07 3.088 16.10 14.01 7.12 4.17 1.333
Embraer ERJ145-LR AE3007A1 Type 3 (RE) TF 0.03 0.03 0.03 3.85 0.279 0.75 0.56 6.72 39.91 3.088 16.17 14.07 7.13 4.17 1.344
Embraer ERJ170 CF34-8E5 LEC TF 0.02 0.02 0.06 0.13 0.018 0.64 0.57 4.23 18.16 2.065 14.77 12.65 10.77 4.61 2.222
Fokker F100 TAY Mk650-15 MTF 0.37 0.41 0.88 3.29 0.717 1.74 2.01 6.54 33.77 6.921 19.81 16.47 4.55 1.70 2.875
Fokker F70 TAY Mk620-15 MTF 0.8 0.3 0.9 3.4 0.684 0.7 0.8 3.9 24.1 4.440 21.1 16.8 5.7 2.5 2.814
Gulfstream G200 PW306A Annular TF 0 0 0.00 4.36 0.287 2.27 2.51 7.11 36.35 2.677 20.08 19.26 11.87 4.26 1.497
Gulfstream G300 TAY Mk611-8 MTF 0.8 0.3 0.9 3.4 0.684 0.7 0.8 3.9 24.1 4.440 21.1 16.8 5.7 2.5 2.814
Gulfstream G400 TAY Mk611-8 MTF 0.8 0.3 0.9 3.4 0.684 0.7 0.8 3.9 24.1 4.440 21.1 16.8 5.7 2.5 2.814
Gulfstream G450 TAY 611-8C Transply IIJ TF 0.02 0 0 1.11 0.182 1.12 1.27 4.99 28.55 5.103 18.42 15.01 5.6 2.76 2.562
BR700-710A1-
Gulfstream G500 10 TF 0.02 0.02 0.05 1.09 0.156 1.04 0.93 4.78 27.82 4.212 18.79 15.07 7.68 4.69 2.790
Gulfstream II-SP TAY Mk611-8 MTF 0.8 0.3 0.9 3.4 0.684 0.7 0.8 3.9 24.1 4.440 21.1 16.8 5.7 2.5 2.814
Ilyushin 62 Classic D-30KU MTF 0.3 0.4 1.2 10.5 3.753 2.8 3.7 11.8 54.0 20.341 16.3 12.6 5.1 2.7 4.720
Ilyushin 76 Candid D-30KP-2 MTF 0.7 0.8 2.7 13.3 4.874 2.2 2.8 15.4 62.4 22.932 16.5 13.5 6.3 3.3 5.510
Ilyushin 86 Camber NK-86 MTF 0.5 0.6 1.2 52.0 17.379 3.9 4.2 9.3 54.4 20.396 12.8 12.1 5.1 2.7 5.440
Ilyushin 96 PS-90A MTF 0.12 0.12 0.20 0.30 0.138 0.35 0.40 0.90 6.90 2.123 37.0 31.5 11.8 5.8 11.648
Israel IAI-1126 Galaxy PW306A Annular TF 0 0 0.00 4.36 0.287 2.27 2.51 7.11 36.35 2.677 20.08 19.26 11.87 4.26 1.497
Lockheed L-1011 Tristar RB211-524B Phase 2 TF 0.39 0.26 0.70 1.95 0.934 0.70 0.33 1.56 12.39 5.018 52.3 38.2 9.8 4.2 16.935
Mitsubishi MU-300 Diamond JT15D-4 series TF 0.09 0.19 5.15 40.0 1.706 2.1 3.18 32 97 4.478 9.23 8.56 5.29 2.63 0.409
JT15D-5,-5A,-
Raytheon Beechjet 400 5B TF 0 1.3 11.7 119.1 5.715 0 1.15 38.6 119.2 6.142 11.13 10.08 4.93 1.66 0.481
Raytheon Hawker 4000 PW308A Annular TF 0 0 0.02 6.62 0.460 0.83 1.06 4.08 38.21 2.828 16.74 14.06 8.03 3.65 1.300
Airports 56
Horizon
Tupolev 134 Crusty D-30 (Il series) MTF 0.12 0.14 1.50 43.60 8.992 2.7 3.2 14.5 60.3 13.989 19.1 16.3 7.0 3.6 4.338
Tupolev 154 Careless D-30KU-154 MTF 0.4 0.5 1.9 12.7 4.389 3.0 3.6 18.2 77.7 27.627 14.5 11.6 5.1 2.9 4.000
Abbreviations:
RE = reduced emissions
LEFN = low emissions fuel nozzle
E_Kit = environmental kit
TF = turbo fan
MTF = mixed turbo fan
Airports 57
Appendix B.3 VOC Speciation for exhaust emissions from aircraft (NPI
substances only)
Weight fraction
Commercial General Military
aviation aviation aviation
Species name Commercial
(Profile No. (Profile No. (Profile No.
aircraft
1098) 1099) 1097)
(ERG 2003)
(USEPA, (USEPA, (USEPA,
2006) 2006) 2006)
1,3-butadiene 0.018 0.018 0.016 0.019
Acetaldehyde 0.0519 0.047 0.043 0.048
Acetone 0.025 0.029 0.024
Acrolein 0.0253
Benzene 0.0194 0.019 0.018 0.020
Ethane 0.009 0.009 0.009
Ethylbenzene 0.002 0.002 0.002
Formaldehyde 0.150 0.141 0.155
M & p-xylene 0.003 0.003 0.003
O-xylene 0.002 0.002 0.002
Phenol 0.002 0.002 0.003
Styrene 0.0044 0.004 0.004 0.004
Toluene 0.005 0.005 0.006
Airports 58
Appendix B.4 Auxiliary power units aboard various aircraft
Information regarding APUs assigned to various aircraft types by the US FAA EDMS
model (Version 5.02 released 29 June 2007) for the purpose of supporting emission
estimations for APUs is given below. Notes from EDMS regarding the designation of
APUs to specific aircraft are specified where applicable.
Auxiliary Power Unit (APU) Aircraft code Aircraft description Notes

APU 131-9 B737-6 Boeing 737-600 Series
B737-7 Boeing 737-700 Series
B737-7-BBJ Boeing Business Jet (BBJ)
B737-8-BBJ2 Boeing Business Jet II
MD90 Boeing MD-90
APU GTCP 331-350 A330-2 Airbus A330-200 Series
A330-3 Airbus A330-300 Series
(1)
(1)
APU GTCP 36 (80HP) HS748-1 Hawker HS748-1 (2)
(2)
HS748-2 Hawker HS748-2
(3)
L188 Lockheed L-188 Electra
(3)
YS11-1 NAMC YS-11-100 Series
(3)
SD360-1 Shorts 360-100 Series
(3)
HS748-2A Hawker HS748-2A
(3)
HS748-2B Hawker HS748-2B
(4)
GULF5 Gulfstream G500
(4)
APU GTCP 36-100 BAE146-RJ115 BAE 146-RJ115 (5)
(5)
CL-216 Bombardier CL-415
(5)
BAE146-100Q BAE 146-100QT Quiet Trader
(6)
FAL50 Dassault Falcon 50
(6)
FAL50-EX Dassault Falcon 50-EX
(7)
CL600 Bombardier Challenger 600
(7)
(7)
(7)
(7)
(7)
(8)
(8)
(8)
GULF2 Gulfstream II
(8)
GULF2-B Gulfstream II-B
(8)
GULF2-SP Gulfstream II-SP
(8)
GULF4-SP Gulfstream IV-SP
(9)
BAE146-100 BAE 146-100
(9)
BAE146-200 BAE 146-200
(10)
BAE146-RJ100 BAE 146-RJ100
Airports 59
(10)
BAE146-RJ70 BAE 146-RJ70
(10)
BAE146-RJ85 BAE 146-RJ85
APU GTCP 36-150[] FAL20-C Dassault Falcon 20-C (11)
(11)
FAL20-E Dassault Falcon 20-E
(11)
FAL20-F Dassault Falcon 20-F
(11)
(8)
GULF1 Gulfstream I
(12)
H4000 Raytheon Hawker 4000 Horizon
(13)
DO328-1 Dornier 328-100 Series
(13)
DO328JET Dornier 328 Jet
(14)
(14)
FAL900B Dassault Falcon 900-B
(14)
FAL900C Dassault Falcon 900-C
(14)
FAL900EX Dassault Falcon 900-EX
(15)
(15)
FAL2000EX Dassault Falcon 2000-EX
(16)
FAL20-D Dassault Falcon 20-D
(16)
FAL20-G Dassault Falcon 20-G
(16)
(16)
(16)
(16)
HS125-8 Raytheon Hawker 800
(17)
(17)
BAE146-300 BAE 146-300
(18)
ERJ170 Embraer ERJ170
(19)
EMB120 Embraer EMB120 Brasilia
(20)
(20)
ERJ135-ER Embraer ERJ135-ER
(20)
ERJ135-LR Embraer ERJ135-LR
(20)
(20)
ERJ145-ER Embraer ERJ145-ER
(20)
(20)
ERJ145-LR Embraer ERJ145-LR
APU GTCP 36-150[RR] F28-100 Fokker F100
(21)
CRJ2 Bombardier CRJ-200
(21)
APU GTCP 36-300 (80HP) A319-1X/LR Airbus A319-100 X/LR (22)
(22)
(22)
(22)
(23)
(23)
(23)
APU GTCP 36-4A F28-1000 Fokker F28-1000 Series
(24)
F28-2000 Fokker F28-2000 Series
(24)
(24)
Airports 60
(25)
F28-70 Fokker F70
APU GTCP 660 (300 HP) B747-SP Boeing 747-SP (26)
(27)
IL18 Ilyushin 18 Clam
(28)
IL62 Ilyushin 62 Classic
(28)
IL76 Ilyushin 76 Candid
(28)
IL86 Ilyushin 86 Camber
(28)
IL96 Ilyushin 96
(28)
L1011-3 Lockheed L-1011 Tristar
(29)
B747-SR Boeing 747-100SR
(30)
(31)
(31)
APU GTCP 85 (200 HP) B707-1 Boeing 707-100 Series
B720 Boeing 720
(32)
TU134 Tupolev 134 Crusty
(32)
TU154 Tupolev 154 Careless
(32)
TU204 Tupolev 204
(32)
YAK42 Yakovlev 42 Clobber
(32)
CV640 Convair CV-640
(33)
(34)
GLOBALEXPRESS Bombardier Global Express
(35)
(35)
CONCRD Aerospatiale Concorde
APU GTCP30-54 F27 Fokker F27 Friendship
F27-50 Fokker F50
F27-60 Fokker F60
APU GTCP331-200ER (143 HP) B767-4 Boeing 767-400 (36)
(37)
A300C4-6 Airbus A300C4-600 Series
(37)
A300B4-6 Airbus A300B4-600 Series
(37)
A300F4-6 Airbus A300F4-600 Series
(37)
(37)
(37)
(37)
(37)
B767-2ER Boeing 767-200 ER
(37)
(37)
(37)
(37)
APU GTCP331-500 (143 HP) B777-2 Boeing 777-200 Series (38)
Airports 61
(38)
B777-2ER Boeing 777-200-ER
(38)
(38)
APU GTCP85-129 (200 HP) B737-3 Boeing 737-300 Series
(39)
(40)
BAC111-2 BAC 1-11 200
(40)
BAC111-4 BAC 1-11 300/400
(40)
BAC111-475 BAC 1-11 475
(40)
BAC111-5 BAC 1-11 500
APU GTCP85-98 (200 HP) MD81 Boeing MD-81 (41)
(41)
MD82 Boeing MD-82
(41)
MD83 Boeing MD-83
(41)
MD87 Boeing MD-87
(42)
MD88 Boeing MD-88
(43)
(43)
(43)
DC8-5 Boeing DC-8 Series 50
(43)
(44)
DC9-1 Boeing DC-9-10 Series
(44)
(44)
(44)
(44)
(45)
APU PW901A B747-4ER Boeing 747-400 ER
APU TSCP700-4B (142 HP) DC10-1 Boeing DC-10-10 Series
DC10-3ER Boeing DC-10-30ER
MD10-3 Boeing MD-10-30
(46)
MD11 Boeing MD-11
(47)
A300B2K-3 Airbus A300B2-300 Series
(48)
(48)
(48)
(48)
(48)
A300C4-2 Airbus A300C4-200 Series
(48)
A300F4-2 Airbus A300F4-200 Series
MD11-ER Boeing MD-11-ER
GTCP36-92C JETSTAR-II/731 Lockheed L-1329 Jetstar II (49)
RE100 LEAR45 Bombardier Learjet 45 (50)
(50)
LEAR45XR Bombardier Learjet 45-XR
T-62T-40C7B DHC8Q-1 Bombardier de Havilland Dash 8 Q100 (51)
(51)
DHC8Q-2 Bombardier de Havilland Dash 8 Q200
(51)
DHC8Q-3 Bombardier de Havilland Dash 8 Q300
Airports 62
(51)
DHC8-1 DeHavilland DHC-8-100
(51)
(51)
T-62T-46C12 DHC8Q-4 Bombardier de Havilland Dash 8 Q400 (52)
Notes:
(1)
Updated APU is GTCP331-600, however, there is no emission data for this model.
(2)
No info on APU. Using APU GTCP 36 (80HP) as other airframes for consistency.
(3)
No info on APU. Using previous default APU GTCP 36 (80HP).
(4)
Updated APU is RE220, however, there is no emission data for this model, using the old default APU.
(5)
No Info, using APU GTCP36-100 as other airframes for consistency.
(6)
Updated APU is GTCP36-100A, and there is no previous default. Using APU GTCP36-100 as default.
(7)
Updated APU is GTCP36-100E, using APU GTCP36-100 as the default.
(8)
Updated APU is GTCP36-100G. using APU GTCP36-100 as the default.
(9)
Updated APU is GTPC36-100M, using APU GTCP36-100 as the default.
(10)
Updated APU is T-62T-46C3, using old default APU GTCP36-100.
(11)
No Info on APU as most APU's are unknown. Using APU GTCP36-150[] as the default.
(12)
Updated APU is GTCP36-150, using APU GTCP36-150.
(13)
Updated APU is GTCP36-150DD, using APU GTCP36-150[].
(14)
Updated APU is GTCP36-150F, using GTCP36-150[] as the default.
(15)
Updated APU is GTCP36-150F2M, using GTCP36-150[] as the default.
(16)
Updated APU is GTCP36-150W, using GTCP36-150[] as the default.
(17)
Updated APU is GTPC36-150M, using APU GTCP36-150[] as the default.
(18)
Updated default APU is APS2300, however, there is no emission data for this model, therefore using APU
GTCP 36.
(19)
Updated default APU is GTCP36-150AA, using GTCP36-150[] as the default.
(20)
Updated default APU is T-62T-40C14, however, there is no emission data for this model.
(21)
Updated APU is GTCP36-150RJ, using APU GTCP36-150[RR] as other airframes for consistency.
(22)
Updated APU is APS3200, will use APU GTCP 36-300 as default because new APU is the same.
(23)
Updated APU is GTCP131-9A, using APU GTCP 36-300 as the default which was the previous default.
(24)
Updated APU is GTCP 36-4A. Old default APU was GTCP 36 (80HP).
(25)
Using APU GTCP 36-4A as the default as other airframes for consistency.
(26)
Default APU is GTPC660-4, using APU GTCP 660 (300 HP) as a close match.
(27)
No info on APU. Using APU GTCP 660 (300HP) as other airframes for consistency.
(28)
(29)
No info was available, using APU GTCP 660 (300 HP) for consistency.
(30)
Updated APU is GTPC660-4, using APU GTCP 660 (300 HP) as other airframes for consistency.
(31)
Updated APU is GTPC660-4, using APU GTCP 660 (300 HP) as the default which was the previous default.
(32)
(33)
Updated APU is APS2100, will use APU GTCP 85 (200 HP) as default which was the previous default.
(34)
Updated APU is RE220, however, there is no emission data for this model, using the previous default.
(35)
Updated APU is RE220FD, however, there is no emission data for this model, using the old default APU.
(36)
No Info, using APU GTCP331-200ER as other airframes for consistency.
(37)
Updated APU is GTCP331-200, using APU GTCP331-200ER as the default which was the previous default.
(38)
Updated APU is GTCP331-500B, using APU GTCP331-500 (143 HP).
(39)
Updated APU is GTCP85-129H, using APU GTCP85-129 (200 HP) as the default which was the previous
default.
(40)
Updated APU is GTPC85-115,however, there is no emission data for this model, using the old default.
(41)
Updated APU is GTCP85-98DHF. Using APU GTCP85-98 (200 HP). Previous default APU GTCP85-129
(200 HP).
(42)
Updated APU is UGTCP36-280D.Using APU GTCP85-98 (200 HP) as other airframes for consistency.
(43)
Updated APU is GTCP85-98CK , using APU GTCP85-98 (200 HP) as the default.
(44)
Updated APU is GTCP85-98DCK , using APU GTCP85-98 (200 HP) as the default.
(45)
Using APU GTCP85-98 (200 HP) as the default as other airframes for consistency.
(46)
Updated APU is TSCP700-4E, using TSCP700-4B as the default which was the previous default.
(47)
Updated APU is TSCP700-5, using the same APU as other airframes for consistency.
(48)
Updated APU is TSCP700-5; however, there is no emission data for this model, using the old default.
(49)
Updated APU is GTCP36-92C, however, there is no emission data for this model.
(50)
Updated APU is RE100, however, there is no emission data for this model.
(51)
Updated default APU is T-62T-40C7B, however, there is no emission data for this model.
(52)
Updated default APU is T-62T-46C12, however, there is no emission data for this model.
Airports 63
Appendix B.5 Emission factors for auxiliary power units
Emission factors for various APUs, expressed in kilograms of pollutant per hour of use and in kilograms of pollutant per tonne of fuel used are
given below.
Energy & Environmental Analysis Inc. emission factors Emission factors for Zurich Airport (2003)
EDMS emission factors (April 2008) (September 1995) (Unique, 2005)
HC CO NOx SOx Fuel Flow VOC CO NOx SO2 Fuel Flow HC CO NOx
Auxiliary Power Unit (APU) (kg/hr) (kg/hr) (kg/hr) (kg/hr) Mode (kg/hr) (kg/t) (kg/t) (kg/t) (kg/t) Mode (kg/hr) (kg/t) (kg/t) (kg/t)
APU 131-9 0.0428 0.5645 0.7680 0.1157
APU GTC 85 0.1099 1.9201 0.5070 0.1067
APU GTC85-72 (200HP) 0.0124 1.4126 0.3696 0.0953 load 95.45 0.14 14.83 3.88 0.54
APU GTCP 331 (143 HP) 0.0523 0.5019 1.1557 0.1215
APU GTCP 331-350 0.0473 0.3822 2.0343 0.2055 All(1)(2) 192.25 0.31 2.74 9.80
APU GTCP 36 (80HP) 0.0150 0.2055 1.0125 0.1002
APU GTCP 36-100 0.0377 2.0596 0.3530 0.0662
APU GTCP 36-150[] 0.0412 0.4359 0.3100 0.0676
APU GTCP 36-150[RR] 0.0407 0.6026 0.4391 0.0830 All(1)(3) 63.50 0.86 7.51 5.55
APU GTCP 36-300 (80HP) 0.0150 0.2055 1.0125 0.1002 load 128.27 0.22 2.05 10.10 All(1)(4) 105.15 0.18 2.04 10.18
APU GTCP 36-4A 0.0219 0.8187 0.3100 0.0608
APU GTCP 660 (300 HP) 0.0974 3.0094 1.8544 0.3479 load 392.24 0.31 8.65 5.33 All(1)(5) 435.90 0.25 8.44 5.39
APU GTCP 85 (200 HP) 0.1099 1.9201 0.5070 0.1067 load 106.95 1.03 4.75
APU GTCP100-544 (400 HP) 0.0300 1.1029 1.1141 0.1872 load 187.64 0.17 5.89 5.95 0.54
APU GTCP30-300 0.0256 0.0000 1.2929 0.1280 load 128.27 0.22 10.10
APU GTCP30-54 0.1349 1.1361 0.1117 0.0313
APU GTCP331-200ER (143 HP) 0.0523 0.5019 1.1557 0.1215 load 121.78 0.47 4.13 9.51
APU GTCP331-500 (143 HP) 0.0486 0.4595 2.7741 0.2431 load 243.64 0.14 0.09 14.67
APU GTCP85 (200 HP) 0.1099 1.9201 0.5070 0.1067
APU GTCP85-129 (200 HP) 0.1099 1.9201 0.5070 0.1067 load 106.95 1.13 17.99 4.75 All(1)(6) 86.00 1.13 17.86 4.63
APU GTCP85-98 (200 HP) 0.1099 1.9201 0.5070 0.1067 load 106.95 1.13 17.99 4.75
APU GTCP95-2 (300 HP) 0.0478 0.4250 0.7504 0.1328 load 133.09 0.39 3.20 5.65 0.54
APU PW901A 0.5871 6.5680 1.2330 0.3914 no load 231.82 2.19 20.50 1.80
APU PW901A load 392.24 1.64 16.78 3.15
APU ST-6 0.0040 0.0100 1.7763 0.1996 load 200.00 0.02 0.05 8.90
APU T-62T-27 (100 HP) 0.3604 1.9788 0.1823 0.0463
Airports 64
Energy & Environmental Analysis Inc. emission factors Emission factors for Zurich Airport (2003)
EDMS emission factors (April 2008) (September 1995) (Unique, 2005)
HC CO NOx SOx Fuel Flow VOC CO NOx SO2 Fuel Flow HC CO NOx
Auxiliary Power Unit (APU) (kg/hr) (kg/hr) (kg/hr) (kg/hr) Mode (kg/hr) (kg/t) (kg/t) (kg/t) (kg/t) Mode (kg/hr) (kg/t) (kg/t) (kg/t)
APU T-62T-47C1 0.0160 4.2902 0.4589 0.1067 load 106.95 0.18 40.20 4.30
APU TSCP 700 (142 HP) 0.0777 0.7834 1.7284 0.2100 load 147.13 0.28 8.55
APU TSCP700-4B (142 HP) 0.0777 0.7834 1.7284 0.2100 load 147.13 0.28 1.48 8.55
APU WR27-1 0.0133 0.3589 0.2936 0.0634 load 63.55 0.23 5.66 4.63 0.54
GTCP331-200/250 (143 HP) load 121.78 0.47 9.51
APU GTCP 36-150[R] All(1)(7) 51.95 0.84 6.12 5.59
Notes:
(1)
Represents the unweighted average fuel flow and emission factor using emission factors given by manufacturers for all four models, i.e. idle, 400 Hz, PCA, bleed air.
(2)
Representative of 67% of medium jets at Zurich Airport (Unique, 2005).
(3)
Representative of 100% of business jets and turboprop aircraft at Zurich Airport (Unique, 2005).
(4)
Representative of 35% of small jets at Zurich Airport (Unique, 2005).
(5)
Representative of 68% of large jets at Zurich Airport (Unique, 2005).
(6)
Representative of 20% of small jets at Zurich Airport (Unique, 2005).
(7)
Representative of 28% of small jets and 85% representative of regional jets at Zurich Airport (Unique, 2005).
Airports 65
Appendix C: Modifications to the airports EET manual (Version 1.1
May 2001)
Page Outline of alteration

1 ANZSIC Codes were changed to reflect 2006 Codes.
4 Emission factors based on LTO data documented in Section 4.1 were moved to
Section 5.2.10 which deals with emission factors developed based on site-
specific information, and documented as an example of such emission factors.
7 The emission estimation methods for Ground Support Equipment (GSE) was
expanded to include: (i) a simple approach which uses a generic set of emission
factors specified for various aircraft/aircraft usage/engine type/weight class
categories; and (ii) a range of advanced approaches using emission factors from
other emission estimation technique manuals.
7 A method is provided for estimating PM2.5 emissions from PM10 emissions for
GSE.
9 Emission factors for fire training were extended to cover two additional fuels
(Tekflame, Avtur JP-5) and guidance on estimating PM2.5 emissions from
training fires provided.
9 VOC speciation factors have been added to facilitate speciation of aircraft
engine testing emissions.
17 Aircraft engine emission factors were updated to reflect revisions to the ICAO
Engine Exhaust Emissions Data Bank (as at 7 April 2008). The emission
factors were also extended to include factors given as kilogram of pollutant per
tonne of fuel burnt and to include additional aircraft types.
18 Information regarding auxiliary power units aboard various aircraft was revised
and extended to include additional APU and aircraft types.
20 Emission factors for APUs were updated and extended to include FAA EDMS
emission factors (as at April 2008) and emission factors for Zurich Airport
(2003).
Additional information has been provided in the revision with regard to:
process and information requirements for NPI reporting, description of airport
facility operations, NPI reporting threshold calculations relevant for airport-
related operations, emission estimation methods applicable to wastewater
treatment plants, and transfers of NPI substances in waste.
Airports 66

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National Pollutant Inventory

First published in December 2000

Commonwealth of Australia 2008

LIST OF FIGURES, TABLES, EQUATIONS

Table 1: Airport-related activities and their potential emission destination ............................. 9

Example 1: Calculation of GSE emissions of carbon monoxide (CO) based on aircraft

EET MANUAL Airports

1.1 Airport activities covered by this manual

1.2 The process for NPI reporting

Step 1: Prepare a process flow chart for your facility

Step 2: Determine emissions and transfer sources for your facility

Step 3: Determine whether any thresholds have been exceeded

Step 5: Report emissions to the NPI Refer to Section 8

1.3 Information required to produce an annual NPI report

1.4 Additional reporting materials

2.1 NPI facility occupier

2.2 Operational control

In the NPI, the definition of facility is as follows:

2.2.1 Who has operational control?

2.2.2 What if it is uncertain who has control?

Occupiers of facilities often have differing and complex contractual arrangements in

General guidance on how to determine operational control over a facility is contained

Figure 1. Determining whether your business entity has responsibility for

Yes Emissions must be reported by the

Identify an activity* carried out within the airport

Larger airports typically include the following main components:

Airservices Australia is responsible for the provision of safe and environmentally

Other infrastructure at airports typically include boiler and space heating/cooling

4.1 Emissions to air

Table 2: Typical sources of emissions to air at Australian airports

Air emissions may be categorised as fugitive emissions or point-source emissions.

4.1.1 Point source emissions

Air emission control technologies, such as electrostatic precipitators, fabric filters or

Examples of emission reduction measures for fugitive sources related to airport

The control efficiencies of emission reduction measures implemented at a specific

4.2 Emissions to water

Surface water may be impacted at airports by a number of activities conducted at the

Emissions of toxic substances to waterways may pose environmental hazards. Most

Discharge of listed substances to a sewer is not regarded as an emission, however it is

4.3 Emissions to land

Historically, fuel storage operations at airports have resulted in the reporting of

5.2 Fuel combustion

Table 4: Category 2a and 2b substances

In addition to the Category 2a and 2b substances listed in Table 4, other individual

5.3 Other potentially relevant sources of NPI substances

5.4 Wastewater treatment

Wastewater treatment activities have the potential to result in exceedences in the

5.5 Waste transfer

6.1 Sampling and direct measurement

The EFR system is:

Ei = (A * OpHrs) * EFi * [1-(CEi/100)]

Emission factors relevant to airports are discussed in subsequent subsections and,

6.2.1.1 Simple approach

Example 1: Calculation of GSE emissions of carbon monoxide (CO) based on

Step 3 - Sum CO emissions across all aircraft categories.

Civil Passenger Heavy Jet 18,000 20.801 374,422

Total CO emissions (kg/yr) 1,706,283

When using fuel usage information is available, Equation 2 or Equation 3 can be

Following the application of Equation 2, Equation 3 or Equation 4 for each GSE,

Example 2: Calculation of GSE emissions of oxides of nitrogen (NOx) based on

Number in Engine Load Usage per GSE

Step 4 - Sum NOx emissions across all GSE types in operation.

Emissions of a particulate species which include various metals (cadmium, chromium,

6.2.1.4 PM2.5 emissions from GSE