Air Quality and Greenhouse Gas Goals Support
Final Report
Prepared for: Maryland Department of Transportation Maryland Aviation Administration
February 2018
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Task 1 Air Emissions & Greenhouse Gas Goals
Formulation Report
Prepared for: Maryland Department of Transportation Maryland Aviation Administration
July 2017
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EXECUTIVE SUMMARY
This Task 1 Report is the first among six tasks that will collectively provide the Maryland Department of Transportation’s Maryland Aviation Administration (MDOT MAA) with overall guidance and specific recommendations aimed at reducing air emissions and greenhouse gasses (GHGs) considered appropriate for Baltimore/Washington International Thurgood Marshall Airport (BWI Marshall) and Martin State Airport (MTN). In particular, this initial undertaking focused on achieving the following Targets (or Steps):
. Describe Goal-Setting Process - Outline the approach to Task 1; . Describe Existing Policy and Measures - Identify relevant policies and measures already in- place (or planned) by MDOT MAA at BWI Marshall and MTN; . Compare to Other Airports - Evaluate initiatives at other U.S. and international airports for potential inclusion into the MDOT MAA program; . Formulate MDOT MAA Goals - Develop and assess effectiveness and feasibility of added or expanded emission and GHG reduction measures; . Develop Strategy - Designate objectives and measures for advancing and achieving these goals; and . Set Up Task 2 - Lay out the approach and endpoints for undertaking this second task.
Given the breadth of possible goals (or “end-points”) directed at air quality and GHGs, a hierarchical approach to setting MDOT MAA candidate goals is based on the criteria of Appropriate, Meaningful and Achievable. From this, the two principal goals of (i.) Air Emission Reductions at BWI Marshall and Martin State Airports and (ii.) Minimizing MDOT MAA’s Carbon Footprint serve as “bridges” to the corresponding and requisite objectives and supporting measures. Following MDOT MAA’s review of, and feedback on, the Task 1 materials, the recommended goals, objectives and measures will be further refined under Task 2 (Feasibility of Air and GHG Reduction Measures). This follow-up assignment includes: (i.) selecting the components of Task 1 that fulfill MDOT MAA’s plans; (ii.) arrange the selected elements in order of preference; (iii.) develop the elements in further details; and (iv.) determine the timeline, funding sources, review and approval process, advocates and roles for advancing this initiative.
Terms and Concepts For the purposes of this report, the following terms, concepts and their definitions are used (listed in alphabetical order): . Air Emissions - Consists of the U.S. EPA “criteria pollutants” (and their precursors). . BWI Marshall – Baltimore/Washington International Thurgood Marshall Airport. . Carbon Footprint - The overall total of GHG emissions. . Carbon-Neutral Growth - Increases in activity with no increases in GHG emissions. . Criteria Pollutants - The U.S. EPA has established National Ambient Air Quality Standards (NAAQS) for six criteria pollutants (and their precursors) including: carbon monoxide (CO), lead (Pb), nitrogen dioxide (NO2), sulfur dioxide (SO2), ozone (O3) and particulate matter 10 and 2.5 microns in diameter (PM10/2.5). These compounds are defined as the most common pollutants that cause impacts to the human, natural and physical environments. . Greenhouse Gases (GHGs) - Compounds that are involved in global warming, or climate change. In the case of airport-related GHGs, the vast share comprise the following: carbon dioxide (CO2), methane (CH4) and nitrous oxides (N2O). Taken altogether, they are expressed as CO2 equivalents (CO2e). . GHG Categories - GHGs are defined by the source(s) of emissions, their ownership and control, called Categories (or “Scopes”). In the case of MDOT MAA, these are defined as follows: - Category I / Direct - GHG emissions from sources that are owned and controlled by the reporting entity (e.g., the MDOT MAA) such as on-airport stationary sources (e.g., boilers, emergency generators, etc.) and airport-owned motor vehicles (e.g., fleet cars, vans, trucks, landscaping equipment, etc.). - Category II / Indirect - GHG emissions associated with the generation of petroleum- based electricity consumed or produced by the MDOT MAA and airport tenants; and - Category III / Indirect and Optional - GHG emissions that are attributable to sources and activities of the MDOT MAA airports but are owned and controlled by others. Examples include aircraft-engine emissions, emissions from airport tenants as well as ground transportation to and from the airports. . Emissions - Criteria pollutants and their precursors. . Goals - In this report, goals are defined as any objective, purpose and/or achievement that has been pre-identified as an intended outcome or accomplishment. . MDOT MAA - Maryland Department of Transportation Maryland Aviation Administration. . MTN - Martin State Airport. . Targets - For this report, a target is defined as a quantifiable intermediate, overall or end result to be achieved within a fixed timeframe. . Initiatives - Initiatives are specific projects, programs and/or actions undertaken to support and achieve specified goals. . National Ambient Air Quality Standards (NAAQS) - Numerical values of ambient (i.e., outdoor) concentrations and time periods for the criteria pollutants.
Table of Contents 1. Introduction & Purpose of the Report ...... 1 2. Mission Statement & Regulations ...... 2 2.1. MDOT MAA’s Mission ...... 2 2.2. Other Example Airport Environmental Mission Statements ...... 3 2.3. Air Quality & GHG Guidelines & Goals ...... 5 2.3.1. International Guidelines & Goals ...... 5 2.3.2. Federal Guidelines ...... 5 2.3.3. Maryland Guidelines & Goals...... 6 2.3.4. Non-governmental Guidelines ...... 7 2.3.5. Summary Information on Aviation Guidelines & Goals ...... 7 3. BWI Marshall & MTN Air Emissions & GHGs ...... 9 3.1.1. Criteria Pollutant Emissions ...... 9 3.1.2. GHGs ...... 10 4. Formulating MDOT MAA Air Quality & GHG Goals ...... 11 4.1.1. Approach ...... 11 4.1.2. Methodology ...... 12 4.1.3. MDOT MAA Air Quality & GHG Initiatives ...... 13 4.1.4. Candidate Goals, Objectives & Measures ...... 14 5. Next Steps ...... 17
List of Tables Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks ...... 1 Table 2 Example Airport Environmental Policies ...... 3 Table 3 Attainment/Non-attainment Designations for BWI Marshall & MTN Areas ...... 6 Table 4 Aviation-Related Guidelines & Goals ...... 7 Table 5 Airport Air Quality & GHG Goals, Objectives & Measures ...... 12 Table 6 Example Air Quality & GHG Initiatives In-Place at BWI Marshall & MTN ...... 13 Table 7 Candidate MDOT MAA Air Emissions & GHG Goals ...... 15
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1. Introduction & Purpose of the Report The Maryland Department of Transportation Maryland Aviation Administration (MAA), the operator and owner of the Baltimore/Washington International Thurgood Marshall Airport (BWI Marshall) and Martin State Airport (MTN) is committed to minimizing airport-related air emissions and greenhouse Task 1 Objective gases (GHGs). 1 Task 1 is aimed at formulating MDOT MAA Air Quality and Examples of MDOT MAA initiatives include (i.) the GHG Emission Reduction Goals preparation and updates of Air Quality Management Plans, that are appropriate for BWI (ii.) provisions for alternative-fueled vehicles, (iii.) support of Marshall and MTN and to mass-transit airport access and (iv.) continuous identify specific initiatives that improvements to both landside and airside operations. These will support of these goals. initiatives and measures translate into positive effects to air quality and climate change both locally and regionally. Built upon this foundation, MDOT MAA is undertaking this multi-task initiative to expand and advance the management and reductions of air emissions and GHGs. Applicable to both BWI Marshall and MTN, the six tasks of this plan are listed and described in Table 1. 2 Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks
Task Title Description Outcomes No. 1 Air Emissions & GHG Goals Short- and long-range goals Identification and Formulation pertaining to air emissions and description of goals. GHG. 2 Feasibility of Air & GHG Airport-related air and GHG Identification and Reduction Measures emission reduction measures effectiveness of measures. and/or policies. 3 Airport Carbon Accreditation Benefits and costs of certification Recommendation for ACA Assessment under the ACI-NA Airport Carbon certification. Accreditation (ACA) Program. 4 MDOT MAA Air Quality, Air quality and GHG messaging Recommendations and GHG & Carbon Messaging topics, audiences and methods. examples for messages and methods. 5 Air Quality & GHG Updates estimations of air and Up-to-date emissions Management Plans Update GHG emissions. inventories. 6 Air Emissions & GHG Effectiveness and costs of air and Cost/Benefit of reduction Emission Reduction GHG emission reduction methods. Measures measures.
1 “Air emissions” means the U.S. EPA “criteria pollutants” (and their precursors) including carbon monoxide (CO), nitrogen oxides (NOx), particulate matter (PM) and hydrocarbons (HC). GHGs are meant to include carbon dioxide (CO2). 2 Task 2 (Feasibility of Air & GHG Reduction Measures) and Task 6 (Air Emissions and GHG Emission Reduction Measures) are similar in their overall purposes and deliverables.
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Although each task will be prepared and published separately, they are worked on concurrently for mutual support and overall consistency. Upon completion, a compendium of all six tasks will also be provided upon the completion of the overall program. This initial Task 1 is targeted at the foundational goals for MDOT MAA’s efforts for reducing air and GHGs emissions. 3 To accomplish this objective, the task is subdivided into six sub-tasks (or steps) described below:
Task 1 Steps to MDOT MAA’s Air Quality & GHG Goals
. Describe Goal-Setting Process - Outline the approach to Task 1. . Describe Existing Policy and Measures - Identify relevant policies and measures already in-place (or planned) by MDOT MAA at BWI Marshall and MTN; . Compare to Other Airports - Evaluate initiatives at other U.S. and international airports for consideration for inclusion into the MDOT MAA program; . Formulate MAA Goals - Develop and assess effectiveness and feasibility of added or expanded emission/GHG reduction measures; . Develop Strategy - Designate objectives and measures for advancing and achieving these goals; and . Set Up Task II - Layout the approach and endpoints for undertaking this task.
The outcomes of this task are considered appropriate for BWI Background & Supporting Marshall and MTN in both the short- and long-term timeframes. Materials 2. Mission Statement & Regulations Sections 2 & 3 are provided first and serve as a basis and At the onset of this task, it is helpful to identify plans, programs and supplemental information for guidelines that are relevant to, and supportive of, air emissions and the formulation of MAA Air GHG reduction goals already adopted by the MDOT MAA, other Quality and GHG Goals covered airports and governmental agencies. This section provides an overview in Sections 4 & 5. of this information. 2.1. MDOT MAA’s Mission The MDOT MAA has declared its commitment to environmental performance and sustainable operations. These values are embedded within the MDOT MAA Environmental Mission Statement, restated below 4: MDOT MAA’s Environmental Mission Statement The MAA has committed to proactive environmental risk management, pollution control, continuous improvement in environmental performance, and effective communication with employees and stakeholders.
3 A draft copy of the report was submitted May, 2017 for review by MAA and HNTB. This updated report reflects these changes. 4 Maryland Aviation Administration (MAA) Environmental Mission Statement, signed by Ricky D. Smith, Sr., Executive Director/CEO; September 19, 2016
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The statement stipulates that adherence to this guiding principle is expected at all levels of the MDOT MAA and to its business practices. In particular, the following commitments are included:
MDOT MAA’s Environmental Mission Statement Commitments Management - provides leadership and resources necessary to ensure that the mission is integrated into daily activities; Employees - provide continuous improvement in environmental performance associated with their jobs; Compliance - with all applicable environmental laws and regulations within its control is continued; Sustainability Practices - are proactively identified during planning, design, construction, operation and maintenance of its facilities; and Continuous Improvement - of MDOT MAA’s environmental performance is achieved through regular evaluation of its environmental and business practices.
For both support and consistency, the Environmental Mission Statement serves as the underpinning for formulating MDOT MAA’s air emissions and GHG reduction goals under this Task 1. 2.2. Other Example Airport Environmental Mission Statements For comparison and guidance for formulating MDOT MAA’s Task 1 Goals, an assortment of environmental-related statements and policies from other airport organizations (both domestic and foreign) are considered. For ease of review, a sampling of guidelines and directives potentially applicable to MDOT MAA are paraphrased and restated below in Table 2 (listed in alphabetical order). Table 2 Example Airport Environmental Policies Entity Description MDOT MAA Relevance Denver A comprehensive and multi-faceted approach Similar aims and International designed to: approach but with more - Identify opportunities for continual specificity. environmental improvement; - Maintain compliance with all applicable regulations; - Enhance pollution-prevention opportunities; - Foster environmental stewardship at all levels; - Grow in a sustainable manner; - Engage business partners; and - Derive business value from improved environmental performance. Heathrow To be the most environmentally-responsible hub Overly general and (London) airport in the World. ambitious. International
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Table 2 Example Airport Environmental Policies Entity Description MDOT MAA Relevance Massport (Boston Operate all of its facilities in an environmentally Similar in scope. Logan sound and responsible manner; strive to minimize International) the impact of its operations on the environment through the continuous improvement of its environmental performance, the implementation of pollution prevention measures…to the extent feasible and practicable in a manner that is consistent with Massport's overall mission and goals. Port of Portland Actively seek opportunities for improving air Aimed directly at (Portland quality in addition to what the law requires; emissions. International) support efforts to reduce emissions from direct operations…to the extent these efforts are economically feasible and consistent with the Port’s authority and mission. Port of Seattle The air quality program is part of an aggressive and Similar but with annual (Seattle-Tacoma systematic effort to make their facilities as efficient milestones and International) as possible; proactively work with regulatory acknowledgement to agencies and community groups to reduce non-airport emissions; reach annual and long-term goals by stakeholders. voluntarily implementing new and cleaner technologies years before regulatory mandates. Sustainable and responsible business practices are also integral to the business objectives.
From these airport policies, the following observations are considered “key” in the formulation of MDOT MAA’s goals (listed in alphabetical order):
Main Airport Policy Features
. Air Quality - Only the Port of Portland promotes a statement dedicated to air quality. However, this initiative is embedded within the overarching Environmental Statement. . Messages - The majority promote continuous improvement, regulatory compliance and pro-business compatibility when it comes to the environment. . Specificity - All but one, Heathrow, have an assortment of goals or objectives. Heathrow’s is an “all-encompassing” vision statement. . Stakeholders - Most include stakeholders (e.g., staff, tenants, community groups) as participants.
In terms of the overall aims, the MDOT MAA Environmental Mission Statement (see Section II.A) compares closely to those from the other airports - excluding those with fewer details and less specificity. It is also noteworthy that none of the statements provided above specifically cite GHGs or climate change.
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2.3. Air Quality & GHG Guidelines & Goals There are a number of governmental and non-governmental organizations (NGOs) with regulations, guidelines and goals pertaining to aviation, air quality and GHGs. This section provides summary information on these programs. 2.3.1. International Guidelines & Goals At the international level, there are two principal organizations that deal with GHGs associated with aviation: a.) United Nations - The most significant among international goals pertaining to GHGs is within the U.N. Framework Convention on Climate Change (UNFCCC) Called the “Paris Agreement” and ratified in 2016, it calls for the reversal of global temperatures by limiting the causes of global warming. Under this accord, the U.S. has committed to reduce GHGs “by at least 26% of 2005 levels by 2025.” The aviation industry is included among the participants. b.) International Civil Aviation Organization (ICAO) - Representing the aviation industry world-wide, ICAO has set multi-faceted goals to reduce GHGs: - Reduce emissions by 50 percent relative to 2005 levels; - Stabilize emissions from 2021 (voluntary) to 2027 (mandatory) through carbon- neutral growth and offsetting; - Improve fleet fuel efficiency by 1.5 percent per year until 2020; and
- Implement engine emissions CO2 standard.
The ICAO goals serve as the basis for GHG reductions supported by the FAA and other aviation industry entities (see Section 2.3.2). 2.3.2. Federal Guidelines For ease of review and understanding, the air quality and GHG guidelines are discussed separately, by agency: a.) U.S. EPA The principal U.S. regulation pertaining to air emissions is the Clean Air Act (CAA), promulgated and administered by the U.S. EPA. This rule sets the overall policy for safeguarding air quality across the nation. The CAA is composed of several major components including the setting of the National Ambient Air Quality Standards (NAAQS). Emissions from aircraft engines, ground access vehicles (GAV, e.g., cars, vans, buses) and ground support equipment (GSE) are included within the CAA’s “Mobile Source” category of air pollutants. In the case of aircraft engines, emission standards are set by the ICAO and standards for GAV and GSE are set by the EPA. The EPA also regulates GHG emissions and has adopted ICAO emission standards for aircraft engines.
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The U.S. government has committed to reduce “by at least 26% of 2005 levels by 2025” (see Section 2.3.5, regarding “Paris Agreement”). However, the U.S. involvement in this agreement is presently subject to change. b.) Federal Aviation Administration (FAA) The FAA’s goals for GHG reductions are aimed at aircraft engines and are in alignment with ICAO’s policies pertaining to emission standards and carbon-neutral growth. Particular emphasis is placed on new and advancing technologies such as aircraft and engine design, operational improvements, alternative fuels and ongoing research. 2.3.3. Maryland Guidelines & Goals The relevant air quality and GHG guidelines and goals in Maryland are discussed individually below: a.) Air Quality Regulations The State of Maryland, through the Maryland Department of the Environment (MDE), has adopted the tenets of the federal CAA, including those that apply to the NAAQS. Accordingly, areas of the state that meet the NAAQS are designated as “Attainment” and those that do not, as “Non-attainment”. The current designations for areas surrounding BWI Marshall and MTN are shown in Table 3. Table 3 Attainment/Non-attainment Designations for BWI Marshall & MTN Areas Pollutant Designation Carbon monoxide (CO) Attainment Lead (Pb) Attainment
Nitrogen dioxide (NO2) Attainment
Sulfur dioxide (SO2) Attainment
Ozone (O3) Non-attainment Particulate matter Attainment
Importantly, the O3 Non-attainment designation encompasses all of Maryland extending along the East Coast and is referred to as the Mid-Atlantic Regional-Transport Area. With respect to O3 the focus is on controlling the precursors of nitrogen oxides (NOx) and volatile organic carbon (VOCs). Within Maryland, the NOx/VOC control strategy is contained in the Maryland State Implementation Plan (SIP). It is also noteworthy that emissions associated with BWI Marshall and MTN are accounted for in the SIP. b.) GHG Goals The Maryland Commission on Climate Change Greenhouse Gas Reduction Act presently calls for the state-wide goal of a 25% reduction of the 2006 Baseline levels by 2020. The MDE currently reports compliance with this plan. An extension of this plan calls for a 40% reduction of the 2006 Baseline levels by 2030.
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2.3.4. Non-governmental Guidelines Within the U.S. aviation industry, two NGOs have also affirmed support of GHG reduction measures: a.) Airports Council International (ACI) - Airport members of ACI- NA (North America) have set “aspirational” goals to reduce GHG emissions. In this case, individual airports set their own targets and priorities with a particular focus on “airport-owned” sources of GHGs. ACI-NA also supports the Airport Carbon Accreditation (ACA) Program that certifies airport GHG emission-reduction initiatives. The feasibility of MDOT MAA obtaining ACA certification is addressed under Task 3 (see Section 1). b.) Airlines for America (A4A) - Representing the U.S. airline industry, A4A supports the ICAO goal of “carbon-neutral growth” in international aviation starting in 2020. 2.3.5. Summary Information on Aviation Guidelines & Goals Table 4 provides a summary listing of the aviation-related regulations, guidelines and goals pertaining to air quality and GHGs described above. Table 4 Aviation-Related Guidelines & Goals Entity Goals MDOT MAA Relevance International UN - FCCC GHG - Reduce by 2025 - 26% of 2005 levels (Paris Applies to international Agreement) aviation. ICAO GHG - Implement aircraft engine emission standards; Applies to international - Reduce 50% of 2005 levels; aviation. - Stabilize after 2021; and Carbon-offsets in some - Voluntary offsetting in 2021 & mandatory countries. in 2027. Federal U.S. EPA AQ - Enforce & maintain NAAQS. See MDE - AQ below. GHG - Reduce by 2025 - 26% of 2005 levels (same as See ICAO above. ICAO goals). FAA AQ & GHG - Aligned with ICAO goals. See ICAO above. Maryland
MDE AQ - Return O3 Non-attainment areas to Attainment. BWI Marshall & MTN emissions in SIP. MCCC GHG - Reduce by 2030 - 40% of 2006 levels. MDOT MAA included. Non-Governmental ACI-NA GHG - Reduce based on airport-specific goals. See Task 3. - Implement ACA Program. A4A GHG - Aligned with ICAO goals. See ICAO above. Notes: A4A - Airlines for America; ACI-NA - Airports Council International (North America); Airport Carbon Accreditation; FAA – Federal Aviation Administration; ICAO - International Civil Aviation Organization; MCCC - Maryland Commission on Climate Change; MDE - Maryland Department of Environment; U.S. EPA - Environmental Protection Agency; UN-FCCC - U.N. Framework Convention on Climate Change.
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Based upon this information, the features considered as “central” and worthy of consideration in the MDOT MAA air emission and GHG reduction goal formulation are summarized as follows:
“Essential” GHG Goals . International Goals - Consistency with the U.N. “Paris Agreement” is mostly aimed at international travel and not wholly applicable to airports, including BWI Marshall and MTN, the exception being the call for “voluntary” reductions of GHGs. . Federal Goals - Consistency with the current U.S. Cost-Effective & Most Attainable EPA GHG goal (e.g., 26% of 2005 levels by 2025) BWI Marshall and MTN emissions is comparable to the MCCC goal. inventories help to identify pollutants and their sources of . Maryland Goals - Consistency with the MCCC goal greatest significance and reduction (e.g., 40% of 2006 levels by 2030) is of local potentials. significance. . Non-Governmental Goals - Consistency with ACI-NA goal of “airport-specific” goal-setting and ACA for BWI Marshall and MTN.
Using this information, the formulation of MDOT MAA’s goals is discussed in Section 3.
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3. BWI Marshall & MTN Air Emissions & GHGs Serving as “Baseline” for air emissions and GHG reductions, it is first instructive to know the types and sources of pollutants associated with BWI Marshall and MTN. Conventionally referred to as “air emission inventories” and GHG “footprints,” these 2015 “benchmarks” for both airports are shown to the right and discussed below. 3.1. Criteria Pollutant Emissions For this analysis, an assortment of important and useful metrics are noted: a.) Inventory Size - Any air emissions inventory is broken out by pollutant Air Emission Inventories type (e.g., CO, NOx, PM, etc.). In this way, the magnitude of each airport is easily viewable. For overall comparison, the overall air emissions for each airport are also provided. Specifically, MTN represents only 15 percent of BWI Marshall. Total 4,300 tons
b.) Types of Emission - Consistent with the vast majority of commercial and general aviation (GA) airports, CO, NOx PM, SOx and HC are the most prevalent types of emissions at BWI Marshall and MTN. At MTN, BWI Marshall Emissions lead emissions from GA aircraft are also expected to occur, but are minimal and not included. c.) Sources of Emissions - Again, characteristic of commercial aircraft engines, auxiliary power units (APUs), GSE and motor vehicles are Total 700 tons the main sources of air emissions. At
GA airports, aircraft and motor vehicles are predominant. d.) Amounts of Emissions - As shown, CO and NOx are the principal emissions followed by HC, SOx and MTN Emissions PM.
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Based upon these figures, the following information is considered “essential” in the formulation of MDOT MAA’s goals for criteria pollutants: “Essential” Factors for Reducing Air Emissions
. Value for the Money - Compared to MTN, total emissions for BWI Marshall are far greater and represent the biggest opportunity to reduce.
. Most Attainable - Aircraft represent the biggest source of emissions and NOx is the most prevalent pollutant. 3.2. GHGs Differing from air emissions, GHGs are segregated by categories: . Category I: Owned and controlled by MDOT MAA. Examples include motor vehicle fleets; maintenance, landscaping, snow removal vehicles; boilers and emergency generators. . Category II: Owned and controlled by non-MAA entities. Examples include airlines and cargo carriers, ground support equipment, fueling vehicles, aircraft maintenance facilities, terminal tenants, etc. . Category III: Public-related (e.g., passengers traveling to and from the airport). These divisions identify the ownerships and responsibilities for GHG management. The GHG categories for BWI Marshall are illustrated in Figure 1.
Figure 1: BWI Marshall GHG Categories
All Categories Category I (MAA-Owned) Category II (Others)
As shown for All Categories, Category I (MDOT MAA-Owned) is by far the smallest source of GHGs (~1%). Within this category, traffic operating with the airport boundaries is the largest source of GHGs followed by the Central Utility Plant Boilers and MDOT MAA employee trips. For Category II, aircraft represents the vast majority of GHG emissions. (Category III GHGs are not shown; MDOT MAA has little to no control of these.)
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Based upon these figures, the following information is considered noteworthy in developing MDOT MAA GHG pollutant goals: “Essential” Factors for Reducing GHGs
. Total MDOT MAA GHGs - The comparatively small amount (e.g., 1%) of MDOT MAA- owned (Category I) GHGs compared to the overall total at BWI Marshall represents some limitations on MDOT MAA’s goal-formulation.
. Value for the Money - Among the sources of MDOT MAA-Owned GHGs, on-site traffic, the CUP boilers and MDOT MAA staff trips represent the best goal-making opportunities.
. Most Attainable - Aircraft represent the biggest source of airport-wide GHGs and the most meaningful aim of GHG goal-setting. The data for MTN is not shown as GHGs associated with this airport are significantly less than BWI Marshall and the opportunities fewer. 4. Formulating MDOT MAA Air Quality & GHG Goals The principal aim of Task 1 is the formulation of Air Quality and GHG goals considered relevant to MDOT MAA and applicable to BWI Marshall and MTN. Properly defining the overall approach, methodology and intended endpoints are considered “strategic” to this process. This section describes this process. 4.1. Approach The overall approach to formulating the goals encompasses three independent criteria. In brief, the goals must be (i.) appropriate, (ii.) meaningful and (iii.) achievable at BWI Marshall or MTN. These criteria are symbolically illustrated to the right and briefly described below. . Appropriate - characterized as being applicable and practicable based on the intended outcome(s). . Meaningful - considered to be effective and measurably beneficial towards achieving the goal(s). . Achievable - meaning attainable within given timeframes, financial resources and other relevant parameters and considerations. Working with these guidelines, the formulation of Air Quality & GHG Goals MDOT MAA air quality and GHG goals was Formulation Criteria undertaken following the methodology described in the next section.
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4.2. Methodology In basic terms, the overall methodology for MDOT MAA goal-setting involves (i.) the identification of candidate measures, objectives and goals; (ii.) the evaluation of their relevance and applicability to MDOT MAA; and (iii.) the selection of those that most closely meet the three fundamental criteria described above. This section discusses the application of this process. Terms & Concepts The progression towards air quality and GHG goals also entails the use of three common terms particular to this application. For clarification, these terms are defined as follows: . Measures - Procedures, actions and other strategies to achieve management and render reductions in air emissions and GHGs. As an example, the provision of charging stations and other incentives for electric vehicles (EV) will help reduce motor vehicle and GSE emissions. . Objectives - Defined and expected achievement(s) attained from the implementation or adoption of emission control and reduction measures. For example, the future use of gate power and air conditioning will help reduce the use of aircraft APU thereby reducing exhaust emissions. . Goals - Principal aims or targets that meet the envisioned and stated outcomes. As an example, achieving a reduction of GHGs Air Quality & GHG Goals by 15 percent below 2010 levels by 2020. Formulation Process
The graphic provided to the right generally illustrates the connected and hierarchical relationship between these three terms (e.g., Measures, Objectives and Goals). These concepts are better understood with example “real-world” applications to air quality and GHGs at airports, as provided in Table 5. Table 5 Airport Air Quality & GHG Goals, Objectives & Measures Goals Objectives Measures Air Quality Minimize impacts to air Reduce diesel PM emissions by Retire and replace old diesel quality. 25% from 2000 levels by 2020. vehicles as soon as practicable. Reduce lead emissions at Eliminate use of leaded avgas by Incentivize sale and use of motor GA airports. 2018. vehicle gasoline (mogas). Greenhouse Gases Minimize Airport-related Reduce GHG emissions from Require use of electric GSE. GHGs. GSE. Add sustainable power to Use up to 100 million gallons per Partner with airlines and provide every flight. year by 2015. infrastructure.
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Consistent with the definition of terms provided above, the goals establish the initiative, the objectives set the standards and the measures provide the means. 4.3. MDOT MAA Air Quality & GHG Initiatives As a starting point to this undertaking, MDOT MAA air quality and GHG initiatives already in place (or planned for) at BWI Marshall and MTN are identified. This information was obtained from prior Air & GHG Emission Management Plans, Environmental Assessments (EA) / Impact Statements (EIS), in-the-field surveys and “first-hand” knowledge of the two airports. From this baseline of information, Table 6 contains a partial listing of these features that are viewed as meeting the three goal-formulation criteria described above in Section 4.1.1. (e.g., Approprate, Meaningful, Achievable). Additional MDOT MAA initiatives are provided in the Appendices. Table 6 Example Air Quality & GHG Initiatives In-Place at BWI Marshall & MTN Classifications Descriptions Air Quality & GHG Benefits Airfield Layout & Centralized terminal location and Reduce aircraft taxi times and Operations nearby runway/taxiway resultant emissions. proximities. Sufficient airfield capacity. Reduce airfield delays, idling aircraft and emissions. High-speed parallel and cross Reduce aircraft taxi distances, taxiways. times and emissions. Terminal Facilities Preconditioned air and gate- Reduced aircraft APU use and furnished power. emissions. Advanced design and Reduced energy use and electric- construction features. generated emissions. Ground Access Consolidated Rental Car Facility Reduce customer bus transport (CRCF). and emissions. Smart parking technology. Reduce “roaming” for parking spaces and emissions. Promote mass transit. Reduce motor vehicle trips and the emissions. Cell phone lot. Reduce motor vehicle idling and the emissions. Institutional MDOT MAA alternative-fuel fleet Reduce use of petroleum fuels vehicles. and the GHG emissions. Energy from renewable energy Reduce energy use from carbon- sources. based fuels and GHGs. Solar-panel installations. Reduce energy use from carbon- based fuels and GHGs. Air Quality & GHG Management Tri-annual updates of MDOT Plans MAA airports air emissions, GHGs and reduction methods.
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As shown, most of these features are primarily intended to improve airfield operations and others are designed to reduce energy and fuel usage. However, inherent benefits to air quality and GHG emissions are also realized. 4.4. Candidate Goals, Objectives & Measures For the purposes of evaluating and identifying candidate goals, objectives and measures considered appropriate for Task 1, the following approach and procedures were used: a.) Sources of Information A wide assortment airport air emission and GHG Air Quality Goals programs and initiatives supportive of MDOT MAA’s goals were identified and evaluated. In addition to HNTB and KBE staff knowledge, these sources of information and their applications are listed in the Appendices. Examples include domestic and foreign airport strategies, Airport Cooperative Research Program (ACRP) publications, aviation governmental and industry guidelines and relevant web-based databases. b.) Evaluation As a means of evaluating the materials and information described above for MDOT MAA’s purposes, they are segregated by the following features (or applications): GHG Goals . Provision: Identification of the site, facility or operation (e.g., on-airport motor vehicles, renewable energy, construction, etc.) of the applications. . Description: Summary explanation or definition (e.g., ground power unit, smart parking, etc.) of the applications. . Benefit: Application’s expected reductions in air emissions and/or GHGs. . Source: Identification of airport of applications (e.g., BWI Marshall, BOS, DEN, etc.). . Stakeholder: Primary involvement and/or beneficiary (MDOT MAA staff, airlines, tenants, etc.). . Timeframe: Relative time period of implementation and utilization (e.g., short - or long-term). . Reduction Potential: Relative measure of emission and/or GHG reductions (e.g., Low, Medium, High). . Costs: Relative costs of implementation (e.g., Low, Moderate, High). The outcomes of the analysis are detailed in the Appendices and discussed below. c.) Prospective Candidates Using the three-criteria of Appropriate, Meaningful and Achievable (see Section 4.1.1) for identifying goals, objectives and measures worthy of consideration by MDOT MAA, the outcomes of this approach can be summarized as follows:
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Recommended Goals Given the breadth of possible goals (or “end-points”) directed at air quality and GHGs, a hierarchical approach to setting MDOT MAA candidate goals is useful (see accompanying figures). For example, “High-Level” Goals such as eliminating air pollution or reversing climate change are unfeasible. “Intermediate-Level” Goals such as improving air quality regionally or eliminating carbon emissions are also unrealistic. By comparison, goals (shown with blue shading) aimed at reducing airport emissions and minimizing MDOT MAA’s carbon footprint are recommended. Corresponding Objectives & Measures From establishing the MDOT MAA goals of Airport Emission Reductions and Minimizing Carbon Footprint, objectives serve as “bridges” between the goals and corresponding measures. For ease of review, these objectives and measures are listed and described in Table 7 (arranged in alphabetical order).
Table 7 Candidate MDOT MAA Air Emissions & GHG Goals Goals Objectives Measures A. Reduce Airport 1. Advocate participation. a. Provide incentives for staff & Emissions tenants. 2. Anticipate implementation. a. Include goals, objectives & measures into airport development plans. 3. Authorize Air Quality Mission & a. Select goals. develop Action Plan. b. Refer to Port of Portland example. c. Review & approve by MDOT MAA management. d. Revise & update periodically. 4. Commit to goals & objectives at all a. Encourage management & staff levels. involvement. 5. Communicate air quality benefits & a. Post achievements in public spaces. emission reductions. b. Prepare Press Releases. c. Publish articles. d. Present at conferences. e. Advise airport, governmental & community leaders. f. Communicate to MDOT MAA staff, tenants & stakeholders. 6. Design air emission reduction a. Prepare & insert requirements in measures in capital improvements. project plans & specifications. 7. Educate a. Convey information & data to management & staff. b. Invite regulators, schools, NGOs on airport tours.
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Table 7 Candidate MDOT MAA Air Emissions & GHG Goals Goals Objectives Measures 8. Establish & monitor targets for a. Use tracking software aimed at emission reduction measures. monitoring progress. 9. Expand and advance current emission a. Add EV charging stations. reduction programs. b. Incentivize public transport.
10. Implement goals & objectives & a. Set timeframe, budgets & involved measures. parties.
11. Measure - Progress of goals & a. Set metrics for accountability. objectives.
12. Monitor air quality. a. Conduct periodic monitoring to establish baseline conditions & changes.
A. Reduce Airport 13. Reduce emissions or maintain to a. Prepare Emission Reduction Plan Emissions current conditions. b. Create “all” eGSE fleet. (cont.) c. Install all gate AC & power. d. Incentivize & facilitate electric vehicles e. Minimize APU use. f. Promote & accommodate Public Transit. g. Upgrade Central Utility Plant (CUP). h. Implement & incentivize construction-reduction measures. i. Expand solar energy. j. Incentivize and facilitate alt-fuel vehicles 14. Undertake leadership role & a. Identify, incentivize & hold responsibilities. accountable staff.
B. Reduce 1. Develop GHG Mission Statement. a. Select goals. “Carbon” b. Approve by MDOT MAA Footprint management. c. Revise & update periodically. 2. Prepare GHG Action Plan. a. Develop & Implementation Plan. 3. Develop GHG reduction targets. a. Set reduction targets & timelines. 4. Achieve ACI ACA. a. See Task 3 (Carbon Accreditation). 5. Attain “no net increase” in GHGs a. Refine approach & feasibility. compared to current conditions. 6. Attain MCCC target. a. Refine approach & feasibility. 7. Communicate air quality benefits and a. Communicate air quality benefits emission reductions. and emission reductions. 8. Expand emission reduction programs. a. Expand emission reduction programs.
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5. Next Steps Upon MDOT MAA’s review of, and feedback on, Task 1, the recommended goals, objectives and measures will be further developed and advanced in line with Task 2 (see Section I). This task will accomplish the following: . Select: Choose the components of Task 1 that fulfill MDOT MAA’s plans. . Prioritize: Arrange selected elements in order of preference. . Refine: Develop the elements in further details. . Establish: Determine the timeline, funding sources, review and approval process, advocates and stakeholder roles. The outcomes of this task will position MDOT MAA closer to achieving the Air Quality and GHG goals.
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[End of Report]
Prepared by: KB Environmental Sciences, Inc. in association with HNTB
List of Preparers KBE - Mike Kenney, Paola Pringle, Christin Gentz, Dave Wood. MDOT MAA - Robin Bowie, Christine Varney HNTB - Quality Control Review Rob Bolich, Kim Hughes
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Sources of Information
Titles/Sources Descriptions Applications ACRP Report 43: Identifying activities which Provides reference to cost, Guidebook of Practices for promote environmental savings, implementation period, Improving Environmental stewardship. and staff requirements for various Performance at Small initiatives. Airports (2011) ACRP Report 56: Various greenhouse gas Provides a supporting list of Handbook for Considering emission reduction strategies possible greenhouse gas reduction Practical Greenhouse Gas for airports. strategies and funding Emission Reduction opportunities. Strategies for Airports (2011) ACRP Report 80: Describes sustainability, its Provided examples of Guidebook for benefits, and identifies sustainability goals and targets Incorporating different applications in for traditional airports. Sustainability into traditional airport Traditional Airport construction and projects. Projects (2012) ACRP Synthesis 21: Airport Energy efficiency Provided best practices for airport Energy Efficiency and Cost improvements implemented energy efficiency. Reduction (2010) nationwide. Airport Greenhouse Gas Decision-support tool to assist Provides emission reduction Emissions Assessment and in prioritizing and selecting potential of strategies applicable Reduction (AirportGEAR) GHG reduction strategies most to BWI and MTN. Tool (2011) appropriate for a specific airport. Airport Industry Information and data from Provides feasibility of adopting Sustainability Research by other completed airport measures, programs, and policies KBE (2017) sustainability plans and in-place at other airports (e.g. reports. SEA, SFO, PDX) Baltimore-Washington Most recent on-hand Provides criteria pollutant and International Thurgood emissions inventory for BWI. greenhouse gas emissions by Marshall (BWI) 2013 source. Greenhouse Gas Emissions Inventory Martin State Airport Most recent on-hand Provides criteria pollutant (MTN) Air Quality emissions inventory for MTN. emissions by source. Technical Report (2013) National Emissions Database providing an Provided criteria pollutant Inventory (NEI) Database estimate of air emissions of emissions inventories and (2017) criteria pollutants, precursors, enplanement data for airports and hazardous air pollutants. comparable to BWI/MTN (e.g. BOS, PHL, LGU). Sustainable Aviation Database providing Provides information on Guidance Alliance (SAGA) sustainable principles and sustainable practices tailored to (2017) practices geared towards the the airport characteristics of BWI airport industry. Marshall and MTN.
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Web-based Research by Individual airport websites Provides information on KBE (2017) provide air quality and GHG- environmental policies and related information. practices conducted by the airports (e.g. BWI, LAX, LHR)
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Attachment – Air Quality and Greenhouse Gas Reduction Measures Matrix
Benefit Emission Reduction Potential Costs Time Application/Category Initiative Description AQ- GHG- Airport Stakeholder Capital O&M Staff Estimated Frame Low Moderate High Related Related Costs Costs Effort Payback BWI Marshall Existing/Planned Initiatives
Reduces taxi time and excess GHG emissions from Centralized Locations of aircraft engines and minimizes GSE travel distances ------main terminal and operation times.
Short timeframe (i.e., 30 to 45 minutes) between Airfield Design and Improved Commercial touch-down to take-off reduces excess GHG ------Operations Aircraft turn-around times emissions from idling aircraft engines.
Provide Infrastructure for MDOT MAA purchased and installed 8 GPUs and 8 Pre-Conditioned Air (PCA) ------PCAs for passenger gates. and Ground Power (GPU)
New construction and renovation projects are Construction/Green Implementation of green recommended to meet LEED "Silver" certification ------Design Building Standards level or equivalent standards.
MDOT MAA encourages tenants to purchase U.S. EPA Energy STAR certified appliances and Energy Efficient Appliances ------furnishings at the airport, reducing energy demands in the terminal area.
Baseline energy audits to comply with EmPOWER Energy Performance Maryland, a State initiative to reduce electrical ------Tracking consumption by 15% from 2007 by 2015. Energy Management Conversion of constant air volume (CAV) air handling units to variable air volume (VAV) air HVAC Conversion Program ------handling units based on demand reduces energy demands.
Motion-Detection Lighting Using sensors and photo-cells, these devices reduce ------Circuits unnecessary illumination and electric consumption.
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This equipment is used to produce ice during "off- Thermal Storage Systems peak" hours when electricity demands area-wide ------are lower.
Installed Energy Efficient Replaced 64 escalators and moving walkways with Elevators, Escalators and ------more energy efficient versions. Auto walks
Using electronic sensors and other remote devices, Automated Energy these systems monitor and control lighting and ------Management System mechanical systems (i.e., HVAC).
Installed Energy Efficient Replaced 40,000 lights with energy efficient lighting ------Lighting in the terminal and garages.
Central Utility Plant Improvements. Since 1998, Evaluated and Upgraded MDOT MAA has been replacing older absorption ------the Central Utility Plant chillers at the Central Utility Plant with high- efficiency electric chillers.
Lighting improvements will be in place for several Runway Airfield Lighting runways, replacing the light fixtures with efficient ------Improvements (LED) and long-life LED light fixtures. Hydrant fueling carts at 26 terminal gates eliminate Ground Service Hydrant Fueling the need for motorized fuel trucks and the resultant ------Equipment emissions.
Built a Consolidated Rent- Built CRCF with CNG busses to shuttle customers to ------A-Car Facility (CRCF) and from the facility.
RTA, ICC Bus, MTA Bus and WMATA Bus service are Promote Public Transit to all available at BWI Marshall. Travelers can also ------the Airport access MARC, AMTRAK, and Light Rail trains. Encouraging Alternatively BWI Marshall promotes hybrid car rentals and Fueled Vehicles for Rental Ground satellite lot shuttle vehicles. Many car rental ------Cars and Commercial Transportation companies offer hybrid or "green" rental options. Vehicles Support Conversion of Tenant Fleet Vehicles to Increased alternative fueled ground support vehicles ------Alternatively Fueled to 30%. Vehicles
Conversion of Airport Fleet A number of MDOT MAA vehicles are fueled with Vehicles to Alternatively alternative fuels thereby reducing emissions over ------Fueled Vehicles the full life-cycle
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This facility allows temporary parking of airport patron motor vehicles while waiting for arriving Cell Phone Lot ------flights, thereby reducing idling vehicles in the terminal area and the resultant emissions.
Exclusive lanes for commercial buses and vans Dedicated Commercial reduce roadway congestion and excess vehicle ------Vehicle Lanes emissions.
Kiosks located in the main terminal building and the parking structures allow patrons to pay for parking Pay-and-Go Parking ------before leaving thereby avoiding exit queues, idling vehicles and the associated emissions. Zagster partners with BWI Marshall to provide bicycles to travelers, employees and members of the public. MDOT MAA constructed BWI Trail which Promote Bicycle Use by follows the airport perimeter and serves as an ------Employees/Public intermodal transportation facility linking communities with the light rail stations, other trails and the BWI rail station. The parking guidance system includes ultrasonic Smart Parking sensors over each parking space to indicate ------availability to reduce congestion within the garages. Many of BWI Marshall busses use CNG. MDOT Alternative Fueling Station MAA's facilities also include an on-site quick-fill CNG ------fueling station. 80 co-mingled recycling containers throughout the Enhanced a Waste Material Use and terminal and 33 large front end containers on the Reduction/Recycling ------Recycling airfield. Both airports expanded their recycling Program programs. Overall increase to 35% recycled. Conduct Regular Periodic air quality assessments are required to Performance Greenhouse Gas Emission support the Maryland State Implementation Plan ------Measurement Inventories under the Clean Air Act. MDOT MAA is committed to purchasing at a Renewable Energy minimum 5% of its electricity from renewable ------Purchasing energy sources. Renewable Energy Installed Building-mounted Solar project installed on top level of BWI Marshall Solar Photovoltaic (PV) Daily Garage. Designed to produce over 600,000 ------Panels KWh of electricity a year.
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Other Airport Programs Improvements in UK's aviation carbon intensity arising from more efficient ATM, more efficient Implementing an Air aircraft operations, and the substitution of some Traffic Management aircraft APU usage with more efficient/low carbon LHR Long- Airlines Low Low Medium >10 years System (ATM)/Efficient alternatives. (EX: Continuous climb, flight plannable (Heathrow) term Aircraft Operations direct routes, optimum flight levels, speed control, queue management, continuous descents, ground taxiing).
Provide Infrastructure for Landside Power/Preconditioned Air for all remaining Airlines/Airpor Short- Pre-Conditioned Air (PCA) SAN High Medium Medium >10 years gates (continually install as gates are refurbished) t Personnel term and Ground Power (GPU)
Working with airline Massport is coordinating with the FAA Office of Airlines/Airpor partners to reduce Environment and Energy and MIT to demonstrate Long- Cost savings BOS t Low Low Medium emissions with single possible surface traffic management strategies to term* in fuel Personnel/FAA engine taxiing reduce aircraft emissions and fuel burn.
Developed a comprehensive plan of Area Navigation (RNAV) that fully utilizes NextGen technology and Airlines/Airpor Short- Area Navigation (RNAV) DIA ------Aircraft Design and procedures to allow aircraft to have more efficient t Personnel term Operations routes. Munich Airport levies landing charges based on NOx Landing charges calculated levels. This gives engine and aircraft manufacturers MUC Airlines/Airpor Long- Cost savings Low Low Medium according to emissions a long-term incentive to invest in the development (Munich) t Personnel term* in fuel of aircraft producing few contaminants. Perfect Flight "Case Study": The plane was allowed to taxi without having to wait on the ground, take off in a continuous climb (rather than a series of LHR Long- Support Fuel Efficiency Airlines Low Low Medium -- steps) to reach cruising altitude and make a (Heathrow) term* continuous descent. The flight used 350 kg less fuel that normal saving 1 tonne of CO2. In right conditions an engine can be turned off while the aircraft is taxiing to and from the runway. Some EMA (East Long- Reduced Engine Taxi (RET) Airlines Low Low Medium -- airlines do this at East Midlands bringing benefits to Midlands) term* local noise, air quality, and CO2 emissions. Using just one engine to taxi to and from our Support Single Engine runways, NOx has dropped 16-35% per taxi in and LHR Long- Airlines Low Low Medium -- Taxiing 7%-34% per taxi out. There was also less CO2 - 19% (Heathrow) term* to 36% per taxi in and 7% to 35% per taxi out. Pioneered its Environmental Management System (EMS), which provides a systematic approach to Environmental Airport Long- managing the airport's environmental impacts and DIA ------Management System Personnel term to promoting and encouraging continual Business Planning environmental performance improvement. Formalize and incorporate baseline sustainability Incorporate Baseline Airport Short- standards into the Airport's standard specifications, DIA Low Low Medium None Sustainability Standards Personnel term documents, and contracts
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Educate tenants on sustainability practices, develop Engage Tenant in the Airport baseline assessment of tenant current practices, Short- Airport's Sustainability SLC Personnel/ ------initiatives, and data, learn about tenant challenges term Program Tenants for implementing the initiatives The neutrality level recognizes the airport has achieved a 50 percent reduction in carbon emissions that last 3 years. Stockholm-Arlanda has achieved this by increasing energy efficiency, ARN Airport Long- Carbon Neutral Airport ------using/purchasing all renewable energy, biofuel (Stockholm) Personnel term replacement of oil in heating airport buildings, the aquifer thermal energy storage (ATES) plant and purchasing carbon offsets. Approx. 98% of O'Hare Modernization Program Airport Short- Construction Recycling construction and demolition debris has been ORD Medium None Medium 2-5 years Personnel term recycled and prevented from entering landfills. The Chicago Department of Aviation requires contractors to use the newest, most efficient Low-emission Construction Airport Short- construction equipment available. Older equipment ORD Low Low High None Construction Equipment Personnel term must be retrofitted with oxidation catalysts/particulate filters. Terminal 2 Expansion awarded LEED Platinum certification for drought-resistant landscaping, less Airport Short- LEED Certification SAN ------green waste produced, and almost 70% less Personnel term maintenance. DFW adopted "continuous commissioning" into the day-to-day O&M program at the airport. The ongoing monitoring program allows staff to discover problems within systems immediately. The rapid Continuous Retro- Airport Long- assessment serves to maintain optimal efficiency DFW -- -- High High Medium 2-5 years commissioning Personnel term* and increase preventive maintenance to increase the life of the system. The airport's fine-tuning of building heating and cooling has significantly lowered energy consumption. Los Angeles World Airports purchased 19,119,539 Enter into a Green Power kWh of green power (from biomass, bio-waste, Airport/Utilitie Short- LAX High Low Medium None Purchasing Agreement geothermal, small hydroelectric solar and wind s term Energy Management power) 338,171 SF of vegetated green roofs installed on Install Green Vegetated O'Hare facilities benefitting water management, Airport Short- Roof for Greater Building ORD Medium Low Medium 6-10 years roof longevity, reduction of energy costs, acoustic Personnel term Insulation buffering, and air emissions reduction. The white roof structure helps reduce the urban Apply Solar Reflective Airport Short- heat island effect by reflecting solar energy and PHL Medium Low Medium 6-10 years Paint Personnel term reducing building's heating and cooling needs.
Install High-Efficiency LAX replaced lights and fixtures that serve streets, Airport Short- LAX Medium Low Medium >10 years Equipment and Controls parking lots, and installed automatic light sensors. Personnel term
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Retrofitting Escalators and Retrofitting run-on-demand technology for LHR Airport Short- Travellators for On- escalators and travellators. From trials, this is High Low Medium >10 years (Heathrow) Personnel term Demand Use estimated to cut energy use by 50%. Develop and energy baselines metering, tracking, Airport Energy metering, tracking, and analysis system. The program target includes Long- PDX Personnel/Utili Medium Low Medium <2 years and analysis billing PDX concession tenants for water, electricity term* ties and natural gas consumption. Installed 28 charging ports for electric vehicles for passenger use and 44 charging ports for airlines' GSE Electric Vehicle and GSE Airlines/Airpor Short- to provide infrastructure for zero emissions SAN Medium Medium High >10 years Charging Stations t Personnel term transportation. Continual conversion of conventional GSE to electric.
Continuous PCA and Gate Continuously installing preconditioned air and gate Airlines/Airpor Short- PHL High Medium Medium >10 years Electrification at All Gates electrification at all of its gates. Many funded t Personnel term through VALE.
Support Alternatively In 2011, eight airlines at LAX signed a joint Airlines/Airpor Short- Fueled Ground Service agreement for the purchase and use of renewable LAX Low Low Medium None Ground Service t Personnel term Equipment synthetic diesel fuel for their GSE at this airport. Equipment
Narita limits APU usage to five-minute windows Long- Limiting APU Usage upon arrivals and prior to departure. Reliance on NAR Airlines Low Low Medium Fuel Savings term* gate electrification systems, GPUs, and PCAs.
Annual reporting of GSE equipment operating at LAX and associated emissions, and requires GSE GSE Emission Reduction operators to reduce emissions from their GSE fleets Airlines/Airpor Long- Possible GSE LAX ------Policy operating to no more than 2.65 grams per brake- t Personnel term* fuel Savings horsepower hour (gm/bhp-hr) of hydrocarbons (HC) plus nitrogen oxide (NOx) by December 31, 2021. All service vehicles entering Airport Ground Transportation Center are equipped with Automatic Vehicle transponders. Vehicles operators can be billed Short- Identification System/Anti- based on the number of times they access and the ATL Tenants ------term idling measures amount of time they spend at the GTC creating a disincentive to dwell excessively and reduce emissions. 80% of permitted ground transportation vehicles Ground Transportation (taxis, hotel shuttles, off-airport parking shuttles) Short- Ground SAN Tenants Low Low High >10 years Transportation Fleet Conversion have converted to hybrid or alternative fuel term technology. The airport authority promotes the use of public Provide Transit Fare Airport Short- transport by offering its employees 50% discounts SAN Low Low Medium None Discounts to Employees Personnel term on the commuter rail system.
Provide Priority Vehicle Passengers traveling to Logan Airport in hybrid Airport Short- Parking for Emissions BOS Low Low Low None vehicles have preferred parking. Personnel term Friendly Vehicles
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Logan TMA Preferential Carpooling, which provides Provide Preferential free parking at the West Garage to employees of Airport Short- Car/Vanpool Parking for BOS Low Low Low None Logan TMA member companies who carpool in Personnel term Employees groups of three or more Provide Transit Fare The Commuter Cash program, which financially Discounts and / or rewards employees ($3/day) who switch from Airport Short- BOS Medium High Medium None Alternative Mode driving alone to either carpooling, bicycling, walking, Personnel term Subsidies or using public transportation. Offers employees various commuting options such Airport Short- Rideshare Programs as vanpools, carpools, public trans, bicycling. Also LAX Low Low Medium None Personnel term distributes monthly transit passes at no cost.
Employees are encourages to work a "9/80"/non- Allow Flexible Work Airport Short- traditional work schedule to reduce commuter miles LAX Low Low Low None Schedules for Employees Personnel term and congestion. The ITF provide airport users with multiple locations Installation of the outside the terminal area to pick-up and drop off, Airport Short- Intermodal Transportation LAX ------park cars, check in, and get to flights taking the LAX Personnel term Facilities train. Using cleaner-burning fuels in the Port's fleet. Shuttle busses operating on CNG, all diesel vehicles Ground Transportation Airport Short- using Biodiesel, ultra-low sulfur diesel standard for PDX Low Low Medium None Fleet Conversion Personnel term construction projects and fire trucks. 23,000 gallons of kitchen grease turned into biofuel annually. The system is available to everyone work at Heathrow companies and matches members by Employee Rideshare location and working hours. As a reward for taking LHR Airport Short- Low Low Medium -- Commuting par, they can also use priority parking bays in (Heathrow) Personnel term several airport car parks and obtain discounted offers. Recycle cooking oil and turn it into biodiesel which Airport Creating Biodiesel from LHR Short- can be used by diesel vehicles. The biodiesel is used Personnel/Loc ------Cooking Oil (Heathrow) term by local private hire companies. al Businesses Currently, 21 driverless Pods able to carry up to 4 passengers and their luggage. The electric cars Personal Rapid Transport LHR Airport Long- provide transport between business car parks and High High High >10 years System (Heathrow) Personnel term Terminal 5. The trip is on demand at the touch of a computer screen with a wait time of 0-15 seconds. At the Stockholm-Arlanda airport, Eco taxis have a separate que, which gives precedence over Conversion of Taxi to Eco- conventional taxis. This has an effect on taxi ARN Airport Short- Low Low Medium taxi companies, as the waiting time for Eco taxis is (Stockholm) Personnel term shorter. Only Eco taxis will be accepted after July 2011. SFO launched this three-year program in conjunction with rental car companies operating at Pilot Green Car Rental Short- the Airport. The program provided financial SFO Tenants Low Low High None Incentive Program term incentives to the rental car companies to increase the number of fuel efficient cars to 15% of their
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inventory. The program also discounted customers renting a "green car".
Anyone dropping off departing passengers can avoid Airport Passenger drop-off congestion at the terminal curbs by using SFO's Kiss Airport Short- SFO Medium Medium Medium None area & Fly area. From here passengers will conveniently Personnel term take AirTran's Blue Line operating 24 hours/day. The airport has placed recycling and trash compactors near gates on each concourse. The trash Airport Short- Off-aircraft Recycling compactors will require a card swipe to open and SEA Low Low Medium >10 years Personnel term charge a fee to the airline/store/restaurant retailer, while recycle bins will open for free.
Develop Solid Waste Developed the SAMP for SEA and fully integrated Airport Short- SEA Medium Low Medium None Management Plan sustainability goals and objectives into the plan. Personnel term
Improving waste and recycling signage increases understanding of what can be recycled, improving Improve Recycling Signage Airport Short- contamination of recycling bins. SEA redesigned SEA Medium Low Medium >10 years in Terminals Personnel term their recycling bins to make them more noticeable to the public increasing public recycling by 40%. Require use of Beginning in 2012, food vendors are required to use Airport Short- Compostable or Reusable compostable service ware to support HJAIA's goal to ATL Personnel/ ------Low Low Medium None term Tableware divert 50% of its waste from landfill by 2015. Tenants All 41 onsite restaurants and 3 main prep kitchens Airport Food Composting and participate in the airport-wide composting program Short- Material Use and SAN Personnel/ Low Low Medium >10 years Donations saving money on waste hauling and disposal term Recycling Tenants services. The program at PDX allows restaurants to donate unsold, ready-to-eat food products such as sandwiches, salads, parfaits, baked goods, and Airport Concessionaire Food Short- produce. One of the main goals of the waste PDX Personnel/ ------Low Low Medium None Donation Program term minimization team is to get items that can serve a Tenants higher and better purpose out of the Port’s waste streams. Airport Massport began a composting pilot program at the Short- Composting Pilot Program BOS Personnel/Ten Low Low Medium -- Logan Office Center. term ants
Reuse Materials with Source reduction through the purchase of recycled Airport Short- LAX ------Recycled Content products and product reuse. Personnel term Liquid collection stations have been installed so Liquid Collection/Refill travelers can reuse the bottle at filtered water Airport Short- ORD ------Station bottle refill stations when cleared through security. Personnel term Re-using the bottles reduce waste sent to landfills.
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DEN collected 70% of deicing fluid in 2014-2015 Airport Short- Recycling Deicing Fluid winter season that prevented more than 1.39 DIA ------Personnel term million gallons of fluid release. Drainage gutters and channels leading to underground basins capture the deicer run off. It is then mechanically and chemically treated in the MUC Airport Short- Recycling Deicing Fluid ------airport's recycling plant, being distilled and (Munich) Personnel term converted back to its original state through additives. Heathrow is trialing the 'Turnstile' material recovery facility to analyze the waste streams to better Automatic waste stream understand their waste output. The turnstile sorts LHR Airport Short- ------sorter through up to 4-6 tonnes of waste per day and can (Heathrow) Personnel term recover up to 10 different waste streams. Over the 12-month trial, it has sorted 100 tonnes of waste. Mayfield Farm is a reed bed treatment plant and has been designed and built to treat deicer coming from the airport, using natural processes to remove Natural De-Icer run off LHR Airport Short- around 7 tonnes of organic pollution annually. The ------filter (Heathrow) Personnel term water from the de-icing is sent to a set of reed beds where naturally occurring bacteria break down around 95% of glycol. Created a strategic energy plan that defines energy goals in a manner than balances the provision of Developed a Strategic Airport Short- specific, operationally aligned actions, with the SAN Medium Low Medium >10 years Energy Management Plan Personnel term flexibility to accommodate changes in airport ops, climate, and technology. Installation of sub-monitors will allow the airport to gather detailed data on energy usage in order to identify the best projects to implement in terms of Installed Tenant Energy Airport Performance efficiency. Monitoring tenant usage directly will Long- Sub-Metering System (Sub SAN Personnel/Utili Medium Low Medium >10 years Measurement allow for more equitable sharing of costs related to term* Monitoring) ties energy use between the Airport and its tenants, discouraging excessive energy consumption and potentially creating incentives to conserve energy. Energy auditing provides a mechanism to ensure all of the AP efforts to improve energy Airport Long- Performed Energy Audits efficiency/conservation are maintained and remain SAN Medium Low Medium <2 years Personnel term* effective. The process will identify potential opportunities for energy improvement.
Purchase 100% of electric energy from renewable Airport Purchased renewable Short- sources by selecting cost-effective options in the PDX Personnel/Utili ------energy term energy market for Renewable Energy Credits. ties
Renewable Energy Installed 12-kV microgrid electrical system to lower cost of energy, allow the airport to purchase Installed Microgrid Airport Short- electricity in bulk, increase reliability/resiliency in AP SAN ------Electrical System Personnel term power supply while facilitating distribution of renewable and sustainable energy airport-wide.
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Use renewable natural gas from the Cedar Hills Airport Short- Utilize Local Landfill Gas Landfill to fuel entire bus fleet and transport SEA Personnel/Utili High Medium Medium 2-5 years term passengers between SEA and the rental car facility. ties
20 building integrated wind turbines installed to Installed Building-Mounted Airport Short- provide electrical output of approximately 100,000 BOS High Low Medium >10 years Wind Turbines Personnel term kwh annually.
VALE funded Geothermal HVAC system (120 wells) Geothermal Airport Short- for new terminal. The system is expected to reduce PWM High Medium Medium 2-5 years Heating/Cooling System Personnel term oil used for the terminal by 90%.
Quaternary groundwater close to the surface (process water) is used for cooling power centers Ground-Source Cooling MUC Airport Short- instead of precious tertiary groundwater (drinking High Medium Medium 2-5 years System (Munich) Personnel term water). The process water comes from wells created by the airport.
These include the installation of ground source heat Install Geothermal Heating pumps which reduce carbon emissions from heating EMA (East Airport Short- High Medium Medium 2-5 years System and cooling the extended passenger terminal by Midlands) Personnel term 80% compared to traditional technology. Initiatives from ACRP/Other sources Virgin Atlantic began measuring pilot's fuel use before and after flight. The study consisted of sending Virgin’s pilots various types of communications about their fuel use. It was by Support Fuel Efficiency providing this information about fuel use, combined Long- -- Airlines Low Low Medium Fuel Savings Targets for Aircraft with a variety of additional messages or incentives, term* that led pilots to change how they operated in a way that led to substantial fuel savings. This experiment prevented 21,507 tons of CO2 into the atmosphere and saved 6,828 metric tons of fuel.
Aircraft Design and Operations Tow aircraft to the holding point of the runway to Short- Tow Aircraft to Runway save fuel and reduce environmental impact by using -- Airlines Low Medium Medium Fuel Savings term lower-emitting vehicles.
The installation or expansion of a hydrant fueling system at aircraft parking positions may eliminate on airport fuel truck operations and their associated Install or Expand Hydrant Airport Short- greenhouse gas (GHG) emissions. In addition to -- High High High >10 years Fueling System Personnel term reducing GHG emissions, a hydrant fueling system may improve safety by having less trucks operating on the airfield, and reduce operating costs.
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Engine power is only applied to the extent necessary Encourage Airlines and during aircraft take-off, rather than applying Short- Pilots to De-rate Aircraft maximum thrust throughout the entire process. This -- Airlines -- -- Low Low Medium Fuel Savings term Takeoff minimizes fuel burn and may decrease some air pollutants (NOx). Carbon offsetting is a way for Offer Voluntary Carbon individuals/organizations, to "neutralize" their Airport Short- -- Medium Low Medium None Offsets for Passengers proportion of an aircraft's carbon emissions on a trip Personnel term by investing in carbon reduction programs. Business Planning Lease agreements for tenants could include Include environmental environmental performance objectives. Included Airport Short- clauses in lease ------Low Low Medium -- would be requirements for tenants to provide Personnel term agreements results/reports for environmental analyses. Systematic Evaluation - Re- Evaluate and maintenance existing systems as an Airport Long- Commissioning/Optimizati accessible and effective way of improving energy -- Medium Low Medium >10 years Personnel term* on efficiency. Automatically control all non-emergency built-in interior/indoor lighting to turn off during all after-hours periods. High-efficiency Equipment Implement a program to ensure that the lighting Airport Short- -- Medium Low Medium >10 years and Controls control system Personnel term is being properly used to adjust lighting levels during all afterhours periods. During the winter, decrease the temperature by 10- Energy Management 15 degree Fahrenheit in the baggage handling room. This way the building's HVAC system won't waste Decrease Temperature in energy by increasing the temp in attempt to Airport Short- ------Low Low Low <1 year the Baggage Handling Area compensate for lost heat due to the area being Personnel term highly trafficked. Resulting in $2k/year annually in utility cost savings and 3,756 therm/year in gas savings. The terminal building is largely unoccupied outside of operating hours. Ventilating and air conditioning Turn off Air Handler Units Airport Short- the air during this timeframe is an unnecessary use ------Low Low Low <1 year at Night Personnel term of energy. Modify the schedule to reduce energy consumption, costs, and extend equipment life, Airport Ground Service Retrofit older equipment with catalytic converters Short- Retrofit GSE -- Personnel/Ten ------Low Low Low -- Equipment and particulate traps. term ants Because vehicle idling can quickly compound emissions due to the consumption of fuel at very inefficient engine power settings, curb unnecessary Implement Surface Ground idling of vehicles using airport roadways. In general, Airport Short- Transportation Idling -- Low Low Medium None Transportation emissions can be greatly reduced by promoting Personnel term Restrictions idling reduction. Enforcement of these restrictions by way of tickets/fines may increase airport revenue.
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Where feasible, airport operators should consider Airport Short- Reduce Shuttle Bus Trips reducing the number of shuttle bus trips. Options ------Medium Medium High -- Personnel term could include providing large capacity vehicles. Install a dedicated area within the rental car facility Encourage Rental Car for customers to pick up vehicles for rent or park Airport Short- Facility Use of "Ready and vehicles for return. This relieves congestion in the -- Personnel/Ten ------Low Low High -- term Return" Systems rental car area and removes unnecessary vehicle ants idling. Adding minimum recycling requirements in tenant Include Recycling procedures/lease agreements ensures that tenants Airport Material Use and Requirement in Tenant are aware the Airport's expectation to reduce Short- -- Personnel/Ten ------Low Low Medium -- Recycling Procedures/Lease waste. Including this language would help increase term ants Agreements participation in recycling programs, reducing overall waste at the Airport. Conduct Routine Routine maintenance of airport vehicles, Airport Long- Maintenance of equipment, and facilities aids in their efficient use ------None Medium High -- Personnel term* Equipment of Facilities and helps reduce emissions. Performance Life cycle costs incorporate both the initial purchase price of a piece of equipment and the operating Measurement Perform Life Cycle Cost costs over the life of the equipment. This analysis Airport Long- Analysis for New ------can help MDOT MAA choose equipment with the Personnel term* Equipment Purchases lowest long-term energy and maintenance costs to the airport. Replace refrigerants with natural or lower global Airport Short- Refrigerants Refrigerant Replacement warming potential gases. Establish a goal of zero use -- Medium Low Medium >2 years Personnel term of CFC-based refrigerants in new systems.
Snow-based cooling systems use snow collected Use Snow as an Energy Airport Short- Energy Renewable Energy during the winter to chill the liquid used for the -- Medium Medium Medium Source Personnel term savings cooling system in the summer.
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Task 2 Feasibility of Air & Greenhouse Gas
Emission Reduction Measures Report
Prepared for: Maryland Department of Transportation Maryland Aviation Administration
December 2017
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EXECUTIVE SUMMARY
This Task 2 Report is the second among six tasks that will collectively provide the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA) with overall guidance and specific recommendations aimed at reducing air emissions and greenhouse gasses (GHGs). The outcome of this task is considered appropriate for Baltimore/Washington International Thurgood Marshal Airport (BWI Marshall) and Martin State Airport (MTN). The purpose of this task is to evaluate the overall feasibility of a select group of Objectives and Measures that best fit MDOT MAA’s Air Emission and Greenhouse Reduction Goals established under Task 1. There are six components, or steps, which make up this task: . Identify Objectives & Measures: Select Objectives (and corresponding Measures) from Task 1 with the best prospects for achieving the goals. . Qualitatively Evaluate: Identify the candidate measures that exhibit the greatest potential benefits. . Conduct Ranking: Analyze candidates taking into consideration their overall effectives, compatibility and other relevant factors. . Set Priorities: Determine and assign near- to long-term priority levels. . Assess Feasibility: Based on relative costs, levels-of-effort, appropriateness and potential benefits, designate those that are the most feasible. . Identify Final Measures: Select the measures having the greatest potential for meeting the goals. Based on the outcomes of this task, there is a wide variety of Objectives and Measures that are viewed as potentially effective and feasible when applied to reducing air emissions and GHGs associated with BWI Marshall and MTN. These include (but are not limited to) the following: . Air Quality & GHG Reduction Policies: Prepare and formalize guiding principles for managing and attaining Goals and Objectives. . Tenant Participation: Obtain commitments, active involvement and meaningful contributions from airport tenants and service providers. . Zero- and Low-Emission Vehicles: Provide facilities, support and other incentives for electric and alternative-fueled vehicles. There are three observations also worth noting about the Objectives and Measures in terms of meeting the Goals of reducing air emissions and GHGs: . Applicability - The vast majority candidates are viewed as fitting and effective at BWI Marshall and MTN as they are purposely pre-selected for this application. . Planning & Implementation - In all cases, they are adaptable and adjustable in terms of implementation, phasing and inclusiveness. . Multi-Purpose - Reductions in both air emissions and GHGs are expected to occur from most applications.
Undertaken in a series of steps, or stages, starting with the formulation of guiding principles, progressing to groundwork preparation then on to implementation with specific measures, the approach provides for verifying progress and alterations, if necessary to meet the overall goals.
Terms and Concepts
For this report, the following terms, concepts and their definitions are used (listed in alphabetical order): . Air Emissions - Consists of the U.S. EPA “criteria pollutants” (and their precursors). . BWI Marshall - Baltimore/Washington International Thurgood Marshall Airport. . Carbon Footprint - The overall total of GHG emissions. . Criteria Pollutants - The U.S. EPA has established National Ambient Air Quality Standards (NAAQS) for six criteria pollutants (and their precursors) including: carbon monoxide (CO), lead (Pb), nitrogen dioxide (NO2), sulfur dioxide (SO2), ozone (O3) and particulate matter 10 and 2.5 microns in diameter (PM10/2.5). These compounds are defined as the most common pollutants that cause impacts to the human, natural and physical environments. . Emissions - Criteria pollutants and their precursors. . Goals - Any objective, purpose and/or achievement that has been pre-identified as an intended outcome or accomplishment. . Greenhouse Gases (GHGs) - Compounds that are involved in global warming, or climate change. In the case of airport-related GHGs, the vast share comprises the following: carbon dioxide (CO2), methane (CH4) and nitrous oxides (N2O). Taken altogether, they are expressed as CO2 equivalents (CO2e). . Initiatives - Specific projects, programs and/or actions undertaken to support and achieve specified goals. . MDOT MAA - Maryland Department of Transportation Maryland Aviation Administration. . Measures - Procedures, actions and other strategies to achieve management and render reductions in air emissions and GHGs. . MTN - Martin State Airport. . Objectives - Expected achievement(s) attained from the implementation or adoption of emission control and reduction measures. . Targets - A quantifiable intermediate, overall or end result to be achieved within a fixed timeframe.
Table of Contents 1. Introduction & Background Information ...... 1 2. Purpose of Task 2 ...... 2 3. Approach & Methodology ...... 2 4. Feasibility Analysis ...... 3 5. Summary & Recommendations ...... 13
List of Tables Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks ...... 1 Table 2 Example Task 1 Air Quality & GHG Goals, Objectives & Measures ...... 2 Table 3 Candidate Air Quality & GHG Objectives & Measures ...... 4 Table 4 Air Quality & GHG Objectives & Measures ...... 6 Table 5 Ranked Objective & Measures ...... 7 Table 6 Feasibility Assessments ...... 10 Table 7 Example Objectives, Measures & Actions ...... 14
List of Figures Figure 1 Feasibility Analysis Steps ...... 3 Figure 2 Air Quality Priority Levels ...... 9 Figure 3 Recommended Objectives & Measures ...... 13
1. Introduction & Background Information This report is one among six that, taken together, are designed to develop and evaluate strategies aimed at reducing air emissions and greenhouse gases (GHGs) associated with Baltimore/Washington International Thurgood Marshall Airport (BWI Marshall) and Martin State Airport (MTN). Prepared for the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA), the six reports are listed in Table 1.1
Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks
Task Title Description Outcomes No. 1 Air Emissions & GHG Goals Short- and long-range goals Identification and Formulation pertaining to air emissions and description of goals. GHG. 2 Feasibility of Air & GHG Airport-related air and GHG Identification and Reduction Measures emission reduction measures effectiveness of measures. and/or policies. 3 Airport Carbon Accreditation Benefits and costs of certification Recommendation for ACA Assessment under the ACI-NA Airport Carbon certification. Accreditation (ACA) Program. 4 MDOT MAA Air Quality, Air quality and GHG messaging Recommendations and GHG & Carbon Messaging topics, audiences and methods. examples for messages and methods. 5 Air Quality & GHG Updates estimations of air and Up-to-date emissions Management Plans Update GHG emissions. inventories. 6 Air Emissions & GHG Effectiveness and costs of air and Cost/Benefit of reduction Emission Reduction GHG emission reduction methods. Measures measures.
Under Task 1 (Air Emission and GHG Goals Formulation), the overarching goals, objectives and measures for reducing air emissions and GHGs associated with BWI Marshall and MTN were developed using a “top-down” process. These terms are defined below: . Goals - Principal aims or targets that meet the outcomes envisioned by the MDOT MAA. . Objectives - Expected achievement(s) to be attained from the adoption of the emission reduction measures. . Measures - Actions and other strategies that provide reductions in air emissions and GHGs. Table 2 contains the goals and some example objectives and measures taken from the Task 1 Report.
1 Task 2 (Feasibility of Air & GHG Reduction Measures) and Task 6 (Air Emissions and GHG Emission Reduction Measures) are similar in their overall purposes and deliverables.
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Table 2 Example Task 1 Air Quality & GHG Goals, Objectives & Measuresa Goals Objectives Measures Reduce diesel PM emissions by 25% from Retire and replace old diesel vehicles Reduce 2000 levels by 2020. as soon as practicable. Air Eliminate use of leaded avgas by 2018. Incentivize sale and use of motor Emissions vehicle gasoline (mogas). Reduce GHG emissions from GSE. Require use of electric GSE. Reduce GHGs Use up to 100 million gallons per year by Partner with airlines and provide 2015. infrastructure. aTask 1: Air Emissions & GHG Goals Formulation Report contains the full listing of Goals, Objectives and Measures.
It is noteworthy that the initial development of the Task 1 Goals, Objectives and Measures followed a three-tiered approach based on the following criteria: . Appropriate - characterized as being applicable and practicable based on the intended outcome(s). . Meaningful - considered to be effective and beneficial towards achieving the goal(s). . Achievable - attainable within given timeframes, financial resources and other relevant parameters and considerations. 2. Purpose of Task 2 The purpose of this task is to evaluate and determine the overall feasibilities of the Goals, Objectives and Measures identified in Task 1. In this case, the determinations of feasibility were based on the following factors:
. Compatibility - consistent and well-matched with MDOT MAA’s Corporate and Environmental Mission Statements (see Task 1 Report); . Credibility - resulting in actual reduction (or minimization) of air emissions and GHGs; . Cost Reasonable - resulting in meaningful reductions of air emissions and/or GHGs at costs considered appropriate for the benefits; . Objectivity - based upon well-balanced and unbiased interpretations of information, data and other support; . Practicability - capable of being implementable, available in the short- or long-term and put into practice; . Reasonableness - based on intelligent, experienced and well-founded evaluation of the relevant factors. 3. Approach & Methodology Evaluating the feasibility of the candidate Air and GHG Reduction Goals, Objectives and Measures involved a six-step process:
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Step 1: Identify Objectives & Measures: Using the outcomes from Task 1, select the Objectives and Measures that best help 1. I.D. Obj. & Measures meet (or support) the principal Goals.
Step 2: Qualitatively Evaluate: Conduct 2. Qualitatively Evaluate initial evaluations of the Step 1 outcomes using non-quantitative means. Step 3: Conduct Ranking: Based on a numerical scaling system, rank the Objectives and Measures from most-to- least beneficial.
Step 4: Set Priorities: Using a system based Figure 1: Feasibility Analysis Steps on sequencing and timing, assign near-to long-term priority levels. Step 5: Assess Feasibility: Based on relative costs, levels-of-effort, appropriateness and potential benefits, designate those that are the most feasible. Step 6: Identify Final Measures: From the results of this analysis, identify the Objectives and Measures that have the best potential for meeting, or supporting the overall goal of reducing air emissions and GHGs associated with BWI Marshall and MTN. Figure 1 provides an illustrated view of the Feasibility Analysis approach. 4. Feasibility Analysis Following the methodology described above in Section 3, this section describes the outcomes of the analysis. Step 1. Identify Objectives & Measures: Taken from Task 1, a sample listing of the Objectives & Measures is listed in Table 3.2 From this, nearly all of the Objectives are viewed as potentially capable of contributing to achieving (or advancing) MDOT MAA’s air emissions and GHG reduction goals. Examples include (but are not limited to) the following (listed in alphabetical order):
2 The complete listings of these Objectives and Measures are provided in the Task 6 Report.
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Table 3 Candidate Air Quality & GHG Objectives & Measures No. Name Description Goal I: Reduce Air Emissions A1 Air Quality Monitoring Testing/sampling of outdoor air in the airport vicinities. A2 Air Quality Policy Guiding principles for managing and attaining MDOT MAA’s Air Quality Goals and Objectives. A3 Aircraft Engine & APU Achieving reductions of aircraft emissions by facilitating Reductions single-engine taxiing, gate-furnished A/C and power and other candidate measures. A4 Alternative Airport Access Accommodating and/or incentivizing low- or no-emission Travel Modes vehicles and conveyances. A5 Construction Emission Guidelines and/or requirements for construction-related Reduction Measures vehicles, equipment and practices A6 Energy Conservation Design features, building materials and/or operational Measures practices aimed at reducing energy-producing emissions. A7 Fossil Fuel Reduction Nonpetroleum-based fuels for energy, transport and other uses. A8 GSE Fleet of Low-/No- Replacement of diesel- and gasoline-powered ground Emission Engines support equipment with electric or alternative fuels. A9 MDOT MAA Participation Top-Down buy-in from MDOT MAA management to at all Levels departments and staff. A10 Program Promotion Publicizing goals, objectives and achievements aimed at reducing emissions, (see Task 4, Air Quality, Greenhouse Gas & Carbon Messaging Report.) A11 Progress Measurement Methods and means for determining statuses of goals, Methods objectives and/or effectiveness of emission reduction measures. A12 Solar Energy Expansion Reduce fossil fuel-based energy emissions by increasing solar-based energy production. A13 Targets & Milestones Establish quantitative and measurable indicators of progress for Objectives and Measures. A14 Tenant Participation Involvement and contributions by airport tenants and service providers. A15 Training & Education Instructional programs and materials for MDOT MAA staff, airport tenants, service providers and passengers. A16 Zero- and Low-Emission Providing facilities, support and other incentives for Vehicles electric and alternative-fueled vehicles. Goal II: Reduce GHGs G1 Air Quality Objectives & The Goal I Objectives and Measures provided above (A1 - Measures A16) also apply to reducing GHGs. G2 GHG Policy Guiding principles for MDOT MAA’s GHG Goals and Objectives. G3 Airport Carbon Attaining formal recognition through ACI for GHG Accreditation management (see Task 3, Airport Carbon Accreditation Assessment).
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Table 3 Candidate Air Quality & GHG Objectives & Measures No. Name Description
G4 Carbon Neutrality Balance CO2 emissions with emissions saved. G5 GHG-forming substances Reduce use of non-carbon GHG-forming fluorinated gases (e.g., chlorofluorocarbons (CFCs). G6 Purchase/Sell GHG Acquire and/or sell credits to offset GHG emissions Emission-Reduction generated by MDOT MAA- and/or other airport Credits operations, passengers, tenants, service providers. G7 Renewable Energy Generate, purchase and/or use energy produced from nonpetroleum-based sources: bio., hydro, solar, wind, geothermal, etc. G8 Waste Reduction & Reduce airport solid wastes to help minimize landfilling Recycling and/or incineration GHG emissions.
Step 2. Qualitatively Evaluate For this step, the Objectives and Measures identified in Step 1, were evaluated using two sets of factors, described as follows: . Goal Evaluation Factors: These evaluation criteria consisted of the Task 1 (Air Emission and GHG-Related Goals) factors: (i.) Appropriate, (ii.) Meaningful and (iii.) Achievable (see in Section I for more information). . Feasibility Evaluation Factors: These evaluation factors represent the overall feasibility of the objectives and measures as applied to BWI Marshall and MTN. They comprised the following: - Effective: Capability of rendering the desired results. - Cost-Reasonable: Approximate costs relative to effectiveness. - Phase Adaptable: Applicable and implementable by phase (e.g., Near- and Long- Term). The outcomes of this analysis are presented in Table 4.
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Table 4 Air Quality & GHG Objectives & Measures
No. Name Goal Factorsa Feasibility Factorsb
Objectives/Measures Goal I: Reduce Air Emissions A1 Air Quality Monitoring A2 Air Quality Policy A3 Aircraft Engine & APU Use Reductions A4 Alternative Airport Access Travel Modes A5 Construction Emission Reduction Measures A6 Energy Conservation Measures A7 Fossil Fuel Energy Use Reduction A8 GSE Fleet of Low-/No-Emission Engines A9 MDOT MAA Participation at all Levels A10 Program Promotion A11 Progress Measurement Methods A12 Solar Energy Expansion A13 Target & Milestone Reductions A14 Tenant Participation A15 Training & Education A16 Zero Emission Vehicles Goal II: Reduce GHGs G1 A1 - 16: Air Emission Reduction Objectives & Goalsc G2 GHG Policy G3 Airport Carbon Accreditation G4 Carbon Neutrality G5 GHG-forming substances G6 Purchase/Sell GHG Emission-Reduction Credits G7 Renewable Energy G8 Bio- & Other Non-Petroleum-Based Fuels G9 Waste Reduction & Recycling Checkmarks () represent level of feasibility: = Least, = Moderate, = Most a Task 1 Evaluation Factors (see Section I). b Feasibility Factors (see Section IV). c Means the results for Goal I: Reduce Air Emissions also apply to Goal II: Reduce GHGs.
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From Table 2, there are three observations worth noting about the Objectives and Measures in terms of meeting the two primary goals of reducing air emissions and GHGs: . Applicability - The vast majority are viewed as appropriate as they are purposely pre- selected for this application. . Planning & Implementation - In all cases, they are adaptable in terms of phasing and timing. . Multi-Purpose - Reductions in air emissions and GHGs are expected to occur from most applications. Step 3. Conduct Ranking Based on the outcomes of Step 2, this step ranks the Objectives and Measures according to their potentials for achieving the MDOT MAA Air Emissions and GHG Reduction Goals. Listed in numerical order from highest to lowest, the results are shown in Table 5.
Table 5 Ranked Objectives & Measures Rank No. Name Rank No. Name Goal I: Reduce Air Emissions 1 A2 Air Quality Policy 9 A3 Aircraft Engine & APU Use MDOT MAA Participation at all Alternative Airport Access 2 A9 10 A4 Levels Modes Construction Emission 3 A15 Training & Education 11 A5 Reductions 4 A13 Target & Milestone Reductions 12 A16 Zero Emission Vehicles Progress Measurement 5 A11 13 A6 Energy Conservation Measures Methods Fossil Fuel Energy Use 6 A10 Program Promotion 14 A7 Reduction 7 A18 Tenant Participation 15 A12 Solar Energy Expansion GSE Low-/No-Emission 8 A8 16 A1 Air Quality Monitoring Engines Goal II: Reduce GHGs 1 G2 GHG Policy 6 G9 Waste Reduction & Recycling Air Emission Reduction 2 G1 7 G3 Airport Carbon Accreditation Objectives 3 G5 GHG-forming Substances 8 G4 Carbon Neutrality Bio- & Other Non-Petroleum- Purchase/Sell GHG Emission- 4 G8 9 G6 Based Fuels Reduction Credits
5 G7 Renewable Energy - - -
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Step 4. Set Priorities Under this step, the outcomes from Step 3 are more tightly prioritized according to their potentials for achieving MDOT MAA’s Air Emissions and GHG Goals. For ease of sorting and review, the priority levels are defined as follows:
. Level I: Near-Term - Exhibiting the greatest overall potential benefit and effectiveness in the near term (1 year).
. Level II: Mid-Term - Considered to have significant potential benefit between the short and longer terms (1 to 2 years).
. Level III: Long-Term - Viewed as having benefits in the longer term (2 to 3 years). Figure 2 provides an overview of the results arranged top-to-bottom according to the assigned levels-of-priority. As a Level I, Near-Term Priority, A2: Policy Development is viewed as “topmost” in the overall approach to Goal I: Reduce Air Emissions. This initial task will serve as the guiding principles for managing and attaining MDOT MAA’s Air Quality Goals. Among the Level II, Mid-Term Priorities, A10: Program Promotion, A13: Targets & Milestones and A15: Training & Education provide structure, support and accountability to the program. The Level III, Long-Term Priorities are aimed at specific measures (e.g., A3: Aircraft Engine & APU Use, A4: Alternative Access Modes, A5: Construction Emission Reductions). Finally, it is particularly noteworthy that the all of the Level I, II and III Priorities under Goal I: Reduce Air Emissions also apply to Goal II: Reduce GHGs.
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Goal I: Reduce Air Emissions
A14: Tenant Participation
Level III Goal II: Reduce Greenhouse Gases
G3: Carbon Accreditation
Figure 2: Air Quality Priority Levels As shown, it is recommended that the overall approach is to carry out the program in a step-wise fashion beginning with the Level I and II “foundational” elements (e.g., A2 & A3, Air Quality and GHG Policies; A10, Program Promotion; A11, Progress Measurement Methods) and then progress to implementing the individual actions (e.g., A3, Aircraft Engine & APU Use; A5, Construction Emission Reductions, A8, No/Low Emission GSE). It is noteworthy that all of the Level I, II and III Priorities under Goal I: Reduce Air Emissions also apply to Goal II: Reduce GHGs. Step 5. Assess Feasibility To help ensure that the Air Emissions and GHG Goals are attainable and the Objectives and Measures are realistic, this step provides additional support towards attaining the intended outcomes based upon their capability, or probability, of implementation and success. In this case, the measure of “feasibility” is based primarily upon the following three criteria:
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. Established - Shown to be used or applied at other airports for purposes that similar to those envisioned under this task.
. Precedent - Demonstrated prior and ongoing experience in its application and success at BWI Marshall and MTN.
. Strategic - Already included or considered among plans, programs and other initiatives by MDOT MAA. The results of this analysis are provided in Table 6. As shown, well over half of the initiatives meet all three of the feasibility criteria indicating there are multiple prospects with high probability for helping MDOT MAA achieve the Air Emissions and GHG Goals. Importantly, and in all cases, the candidates have been used or applied at other airports for purposes similar to those envisioned under this task. For example, under the Established Criteria, the Initiative A2, Air Quality Policy is used at other airports to set the guiding principles for attaining their air quality goals and objectives. It is also noteworthy that many of the proposals are already in-place at BWI Marshall. Under the Precedent Criteria, two examples include A3, Aircraft Engine & APU Reductions and A12, Solar Energy Expansion. Similarly, under the Strategic Criteria, A10, Program Promotion was featured under Task 4, Air Quality, Greenhouse Gas & Carbon Messaging Report. Finally, there are three prospects that either have little prior application in the airport sector, with no precedence at BWI Marshall or MTN or are not identified among MDOT MAA’s current or near-term initiatives for reducing air emissions or GHGs. An example is G3, Carbon Neutrality. Table 6 Feasibility Assessment Feasibility No. Name Description Established Precedent Strategic Goal I: Reduce Air Emissions See Task 1, Air Emissions & Air Quality A2 Greenhouse Gas Goals Formulation Policy Report for MDOT MAA policy. Aircraft Engine Gate A/C & elect. installed at BWI A3 & APU Marshall. Reductions BWI Trail which follows the airport perimeter and serves as an intermodal Alternative transportation facility linking A4 Airport Access communities with the light rail Travel Modes stations, other trails and the BWI Marshall Rail Station. Construction Guidelines and/or requirements for Emission A5 construction-related vehicles, Reduction equipment and practices Measures
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Table 6 Feasibility Assessment Feasibility No. Name Description Established Precedent Strategic Energy Design features, building materials A6 Conservation and/or operational practices aimed at Measures reducing energy-producing emissions. MDOT MAA promotes hybrid car rentals and satellite lot shuttle vehicles. Fossil Fuel A7 Many car rental companies offer hybrid Reduction or "green" rental options at BWI Marshall. GSE Fleet of A 30 percent increase of alternative Low-/No- A8 fueled ground support vehicles was Emission implemented at BWI Marshall. Engines See Task 1, Air Emissions & MDOT MAA Greenhouse Gas Goals Formulation A9 Participation at Report for proposed MDOT MAA all Levels policy. See Task 4, Air Quality, Greenhouse Program Gas & Carbon Messaging Report A10 Promotion containing recommendations for promoting program. See Task 5, Air Quality & GHG Management Plan Update which Progress contains methods and metrics for A11 Measurement determining statuses of goals, Methods objectives and/or effectiveness of emission reduction measures. MDOT MAA installed solar panels on the top level of BWI Marshall’s daily Solar Energy A12 garage. The panels are designed to Expansion produce over 600,000 kilowatt-hour of electricity a year. See Task 1, Air Emissions & Greenhouse Gas Goals Formulation Report and Task 5, Air Quality & GHG Targets & A13 Management Plan Update for metrics Milestones for determining statuses of goals, objectives and/or effectiveness of emission reduction measures. A 30 percent increase in Conversion of Tenant A14 Tenant Fleet Vehicles to Alternatively Participation Fueled Vehicles at BWI Marshall. Instructional programs and materials Training & A15 for MDOT MAA staff, airport tenants, Education service providers and passengers.
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Table 6 Feasibility Assessment Feasibility No. Name Description Established Precedent Strategic Zero- and Low- A number of MDOT MAA vehicles are A16 Emission powered with alternative fuels or Vehicles electric engines. Goal II: Reduce GHGs See Task 1, Air Emissions & Greenhouse Gas Goals Formulation G2 GHG Policy Report for proposed MDOT MAA policy. See Task 3 Report, Airport Carbon Airport Carbon G3 Accreditation Assessment for Accreditation recommendations for MDOT MAA. Carbon Offset CO2 emissions with emissions G4 Neutrality saved or credits. Reduce GHG- Reduce use of non-carbon GHG- G5 forming forming substances. substances Purchase/Sell Acquire and/or sell credits to offset GHG Emission- GHG emissions generated by MDOT G6 Reduction MAA- and/or other airport operations, Credits passengers, tenants, service providers. Generate, purchase and/or use energy Renewable produced from nonpetroleum-based G7 Energy sources: bio., hydro, solar, wind, geothermal, etc. MDOT MAA initiated the recycling Waste program at both BWI Marshall and G9 Reduction & MTN to increase their recycling rate Recycling from 28 to 35 percent.
Step 6: Identify Final Measures Under this final step, the initiatives that offer the overall best potential for attaining the Air Quality and GHG Goals are identified. This listing is comprised largely based on the outcomes of the prior five steps - with a particular emphasis on Step 5. For ease of review, Figure 3 provides an illustrated view of this recommendation.
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A9, MDOT MAA Participation
A14, Tenant Participation
Figure 3: Recommended Objectives & Measures
As shown, the only initiatives that are not considered good candidates are G4, Carbon Neutrality and G6, Purchase/Sell GHG Emission-Reduction Credits. These were rejected because they do not mitigate or reduce air emissions or GHGs, but provide an appearance that actual reductions are being made. It is also recommended that the overall approach is to carry out the program in a step-wise fashion beginning with the “foundational” elements (e.g., A2 & A3, Air Quality and GHG Policies; A10, Program Promotion; A11, Progress Measurement Methods) and then progress to implementing the individual actions. Table 7 provides a sampling of these actions. 5. Summary & Recommendations Based on the outcomes of this task, there is a wide variety of Objectives and Measures that can aid MDOT MAA in achieving the Goals of Reducing Air Emissions and GHGs. The six-step process of this feasibility analysis provides a systematic approach to meet the overall goals to reduce GHGs and air emissions.
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Table 7 Example Objectives, Measures & Actions Objectives Measures Actions A10, Program Promotion a. Post achievements in public spaces. 1. Air Quality, GHG & Carbon Messaging (See Task 4 Report) Communicate air quality b. Prepare press releases. benefits & emission reductions. e. Advise airport, governmental & community leaders. f. Communicate to MDOT MAA staff, tenants & stakeholders. A13, Targets & Milestones a. Use tracking software aimed at 1. Use a Computerized Maintenance Management System Establish & monitor targets for monitoring progress. 2. Work with Airport Industry to Develop Benchmarking emission reduction measures. Databases A11, Progress Measurement a. Set metrics for accountability. 1. Conduct Regular Criteria Pollutant and GHG Emission Methods Inventories (See Task 5 Report) Measure progress of goals & c. Incentivize & facilitate electric 1 Electric vehicle and GSE charging stations objectives. vehicles d. Minimize APU use. 1. Minimize the Use of APUs e. Promote & accommodate Public 1. Promote public transit to the airport Transit. g. Implement & incentivize 1. Recycle and Reuse Construction and Demolition Materials construction-reduction measures. 2. Implement a Construction Vehicle Idling Plan 3. Specify Low-emission Construction Vehicles and Equipment 4. Provide Priority Vehicle Parking for Emissions Friendly Vehicles i. Incentivize and facilitate alt-fuel 1. Convert Airport Fleet Vehicles to Alternatively Fueled vehicles Vehicles 2. Support Conversion of Tenant Fleet Vehicles to Alternatively Fueled Vehicles 3. Support Alternatively Fueled Vehicles for Rental Cars and Commercial Vehicles 4. Support Alternatively Fueled Taxis 6. Participate in a GHG Registry and/or Accreditation Program (See Task 3 Report)
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[End of Report]
List of Preparers KBE - Mike Kenney, Paola Pringle, Christin Gentz. MDOT MAA - Robin Bowie HNTB - Quality Control Review: Rob Bolich, Kim Hughes
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Task 3 Airport Carbon Accreditation Assessment
Prepared for: Maryland Department of Transportation Maryland Aviation Administration
June 2017
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EXECUTIVE SUMMARY This report will assist the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA) in evaluating the benefits and feasibility of certifying Baltimore/Washington International Thurgood Marshall Airport (BWI Marshall) and Martin State Airport (MTN) in the Airport Council International (ACI) Airport Carbon Accreditation (ACA) Program. Specifically, this report identifies the ACA-required data and information “on- hand” by MDOT MAA and that which requires collection or development. Any key “gaps” in these materials are also identified and discussed. From this assessment, the following findings are the most noteworthy and potentially helpful to MDOT MAA staff: . BWI Marshall/MTN Distinction - Should MDOT MAA attain ACA certification, it would be the first (and only) in the Eastern U.S. to do so. . Achievable Certification Levels - It is presently within MDOT MAA’s ability to attain ACA Level 1 (Measure) for BWI Marshall. . Administrative “Buy-In” - The ACA and requisite Carbon Management Program would need to be developed, and agreed to, at the highest levels of MDOT MAA. Recommendation for Achieving ACA . MDOT MAA’s Advantage – Using existing It is within MDOT MAA’s capacity to materials. MDOT MAA has a “head-start” in attain Airport Carbon Accreditation computing BWI Marshall’s carbon footprint for (ACA) Level 1 (Measure) for BWI the ACA application requirements. Marshall and should be considered. . Data & Information Gaps - There are “gaps” for Providing “back-up” data and Level 1 and much of the required materials are information is “key.” dated. Little data currently exists for MTN. . Documentation - In addition to the Carbon Management Program, the ACA application also requires backup documentation of GHGs at BWI Marshall and MTN. . Verification - The application (and supporting materials) will need to be certified by an ACA-approved Verifier. . Costs & Timeline - Inclusive of data collection/development, program setting, carbon footprint computation, documentation, verification and ACA fees, the estimated cost to attain Level 1 is about $64,000 (including application and verification fees) and would take four months to achieve. Based upon the findings of this report combined with MDOT MAA’s “track-record” for launching environmental initiatives, it is recommended that MDOT MAA consider Level 1 ACA for BWI Marshall.
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Table of Contents 1. Introduction & Purpose of the Report ...... 1 2. Common Terms & Definitions ...... 2 3. About the ACA Program ...... 3 4. ACA Levels & Credentials ...... 4 5. Why Participate in the ACA Program? ...... 5 6. ACA Accreditation Scopes ...... 5 7. ACA Application Process ...... 7 8. Application/Participation Fees ...... 7 9. Computing the Carbon Footprint ...... 7 10. MDOT MAA ACA Application Options, Data Requirements & Gaps ...... 8 10.1 Level 1 Requirements (Mapping) ...... 8 10.2 Level 2 Requirements (Reduction) ...... 11 10.3 Level 3 Requirements (Optimization) ...... 12 10.4 Level 3+ Requirements (Neutrality) ...... 15 11. Recommended MDOT MAA ACA Application Approach ...... 15 12. Timeline ...... 16 13. Estimated Costs ...... 17 14. Recommendations ...... 17
List of Tables Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks ...... 1 Table 2 Common Terms & Definitions ...... 2 Table 3 ACA Certification Requirements – By Level ...... 4 Table 4 Typical Airport Carbon Footprint Scopes ...... 5 Table 5 Annual ACA Participation Fees ...... 7 Table 6 Data Required for MDOT MAA ACA Level 1 Accreditation ...... 9 Table 7 Level 1 ACA Estimated Costs ...... 17
List of Figures Figure 1 ACA Airports in North America ...... 3
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1. Introduction & Purpose of the Report The aim of this report is to assist MDOT MAA staff in evaluating the participation in the Airport Carbon Accreditation (ACA) program - sponsored by the Airports Council International (ACI). The primary focus is on (i.) attaining accreditation as well as (ii.) a review of the requirements (e.g., what data and information must be collected, documented, and verified). Report Objective This report is designed to Further, this work identifies those components of the data and assess the benefits and information already “on-hand” (or is retrievable) by MDOT feasibility of, and identify MAA and those that require data development. In this way, “gaps” in, the information or “key” features of the application process are understood and any data required to, attaining “gaps” that must be closed are identified. Airport Carbon Accreditation (ACA). This Report is the third among six tasks that collectively provide the MDOT MAA with overall guidance and specific recommendations aimed at reducing air emissions and greenhouse gasses (GHG) considered appropriate for Baltimore/Washington International Thurgood Marshall Airport (BWI Marshall) and Martin State Airport (MTN). The six tasks are listed and described in Table 1. 1 Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks Task Title Description Outcomes No. 1 Air Emissions & GHG Goals Short- and long-range goals Identification and Formulation pertaining to air emissions and description of goals. GHG. 2 Feasibility of Air & GHG Airport-related air and GHG Identification and Reduction Measures emission reduction measures effectiveness of measures. and/or policies. 3 Airport Carbon Accreditation Benefits and costs of certification Recommendation for ACA Assessment under the ACI-NA Airport Carbon certification. Accreditation (ACA) Program. 4 MDOT MAA Air Quality, Air quality and GHG messaging Recommendations and GHG & Carbon Messaging topics, audiences and methods. examples for messages and methods. 5 Air Quality & GHG Updates estimations of air and Up-to-date emissions Management Plans Update GHG emissions. inventories. 6 Air Emissions & GHG Effectiveness and costs of air and Cost/Benefit of reduction Emission Reduction GHG emission reduction methods. Measures measures.
Although it is intended that each task be prepared and published separately, they are developed concurrently for mutual support and overall consistency. Upon completion, a compendium of all six tasks will also be provided upon the completion of the overall program.
1 Task 2 (Feasibility of Air & GHG Reduction Measures) and Task 6 (Air Emissions and GHG Emission Reduction Measures) are similar in their overall purposes and deliverables. 1 | Page
2. Common Terms & Definitions There are a number of terms and acronyms that are unique, but commonly used, in connection with the ACA program and they are defined in Table 2 (listed in alphabetical order):
Table 2 Common Terms & Definitions Terms Definitions Airport Carbon The ACI certification program acknowledging airports for the quantification, Accreditation control and/or reduction of GHGs (or carbon footprint). (ACA) Airport Carbon & Computer software developed by, and available from, ACI to calculate airport- Emissions related GHGs. Reporting Tool (ACERT) Airports Council Industry trade organization representing airports around the world. International (ACI) Base year The Carbon Footprint year against which past and future-year Carbon footprints are compared. Carbon emissions Carbon-based compounds involved in global warming and mostly comprising carbon dioxide (CO2) and methane (CH4) but also inclusive of nitrous oxides (N2O) and hydrofluorocarbons (HFCs). Carbon footprint The sum total of GHGs associated with a source taking into account the emissions and reductions. Carbon A strategy (or “blueprint”) for controlling and reducing GHG emissions. Management Plan Carbon dioxide A product of fossil fuel combustion and among the most common of the GHGs. (CO2) Direct control The authority to control sources of GHGs under one’s ownership and/or jurisdiction. Greenhouse Gases Compounds that absorb atmospheric radiation thereby contributing to global (GHG) warming (see also carbon emissions). GHG Protocol The widely-accepted approach and methodology adopted by ACI for quantifying GHGs. Guide The means to “steer” sources not under one’s ownership or jurisdiction to reduce GHGs. Influence The means to encourage sources not under one’s ownership or jurisdiction to reduce GHGs. Levels Degrees of ACA certifications from Level 1 to 3+ (see Section 4). Offsets GHG reductions (i.e., “credits”) used to mitigate GHG emissions elsewhere. Organizational The institutional limits of ownership and/or control with respect to GHG Boundary emissions.
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Table 2 Common Terms & Definitions Terms Definitions Carbon Mission Written declaration stating an organization’s commitment to reducing GHG Statement emissions (or carbon footprint). Scopes Categories of GHG emissions defined by source ownership (see Section 5). Stakeholders Airlines, ground handlers, tenants, passengers, transport providers and other parties that are not directly affiliated with the airport owner. Verifier Independent and certified auditor of ACA applications.
3. About the ACA Program MDOT MAA Distinction Should MDOT MAA attain ACA it Initiated in 2008, the ACA program enables airports in all would be the first and only airport five ACI regions 2 to adopt and implement carbon on the East Coast to do so. management policies, methods and processes and to gain public recognition of their achievements. 3 To date, over 180 airports worldwide (with over 60% in Europe) have attained accreditation (there are four levels as discussed in Section 4). 4 Of the North American airports, 14 are located in the U.S. and they are shown in Figure 1 along with their ACA-certification level.
Figure 1: ACA Airports in North America
2 Baltimore/Washington Marshall and Martin State are in the ACI-North American Region. 3 Airport Carbon Accreditation Guidance Document, Issue 9 v2. WSP UK, London. August 2015 4 For a current listing of ACA-certified airports go to: http://www.airportcarbonaccredited.org/ 3 | Page
A “handful” of other U.S. airports are either preparing or considering the program but the total number are not known. 4. ACA Levels & Credentials As shown to the right, there are four levels of ACA - each with progressively higher thresholds of carbon (i.e., GHG) reporting, managing and offsetting. All U.S. airports that are ACA-certified have attained Level 1 (i.e., measuring their Scope 1 and 2 emissions) and majority have achieved Levels 2 (i.e., also managing/reducing these emissions) and a select few have attained Level 3 (i.e., adding Scope 3 emissions to the program). One airport has achieved Level 3+ (i.e., offsetting Scope 1 and 2 emissions). It is intended that with each level of achievement, there are increased efforts and responsibilities placed on the airport – and in some cases, their tenants and patrons. As expected, commensurate with the higher levels, there are also increased costs for preparation, verification, maintenance and membership required for the ACA designation. Of course, with higher levels of accreditation there is added recognition. Notably, it is customary for airports to first attempt and achieve Level 1 and then consider the benefits verses costs of attaining advanced certifications. However, there are exceptions and opportunities to this common practice. Table 3 summarizes the requirements for each level of ACA Levels ACA accreditation. It should be noted that each subsequent level includes all the requirements of the lower level(s), plus its own additional requirements. Table 3 ACA Certification Requirements – By Level Level Carbon Carbon Plan Emissions Carbon Stakeholder Offsetsb Footprint Reductions Footprinta Engagement 1 - Measure ------2 - Reduce ------3 - Influence 3 - Off-set a Within airport area to guide and Influence. b Emissions under direct airport control.
As a final matter, the ACA program requires verification by an independent third party. The verification typically involves analysis of the methodology, data collection techniques and the calculation process that was used in developing the carbon footprint. Verifiers are certified by the ACA program, but they are hired by (and their fees are paid directly by) the applicant whose work they are verifying. A list of certified verifiers is available on the ACA website. The fee for
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verification of an airport’s carbon footprint reportedly ranges from $5,000. to $10,000. - depending on the Verifier and/or level-of-effort. 5. Why Participate in the ACA Program? The ACA Guidance Document previously referenced suggests that participation in the ACA program can help an airport achieve the following:
ACA Program Benefits . Foster Awareness - Raise the profile of energy efficiency and GHG reductions across all MDOT MAA ACA Paradox departments and functions; MDOT MAA could achieve some of the benefits of the ACA . Demonstrate Commitment - Reveal executive-level program without actually commitment to reducing MDOT MAA-related GHG attaining accreditation. to stakeholders such as staff, tenants, suppliers, environmental regulators and the general public; However, ACA provides recognizable public, agency and . Advance Goals - Provide the framework for advancing stakeholder distinction. the Air Quality and Greenhouse Gas Goals Report with setting objectives and targets; and . Increase Credibility - Expand environmental standings within international, national, state, regional and local aviation and environmental settings. As a practical matter, an airport could achieve benefits of the ACA program without attaining accreditation. For example, emission management policies, procedures, processes, agreements with partners, etc. could all be achieved outside the ACA program. The main difference with attaining accreditation within the ACA program would be agency, public and stakeholder recognition. 6. ACA Accreditation Scopes This section focuses on the scopes (i.e., sources and administrative boundaries) associated with the ACA program. These scopes are listed in Table 4 categorized according to the GHG Protocol definitions of Control, Guide and Influence. Table 4 Typical Airport Carbon Footprint Scopesa Sources Control Guide Influence Scope 1 – Direct Emissions Stationary Boilers, furnaces, burners, -- -- Sources turbines, heaters, incinerators, engines, firefighting exercises, flares, etc. Mobile Fleet vehicles (airside/landside), -- -- Sources trucks, employee cars, buses, GPUs, business travel Process Onsite waste management, waste -- -- Emissions water management
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Table 4 Typical Airport Carbon Footprint Scopesa Sources Control Guide Influence Other Leaks from plants (e.g., -- -- refrigerants), fire suppression CO2, methane, fuel tanks (optional) Scope 2 – Indirect Energy Emissions Energy Emissions from purchased -- -- electricity, heating, cooling, etc. Scope 3 – Other Indirect Emissions Aircraft -- Aircraft ground Take-off, landing, movements, engine start- approach, climb, up to idle (run ups), engine cruise reverse thrust, taxiing, APU, PCA Stationary -- Boilers, furnaces, burners, 3rd party boilers, Sources turbines, heaters, furnaces, burners, incinerators, engines turbines, heaters, firefighting exercises, flares incinerators, engines operated by contractors or close partners Mobile Business travel of airport Vehicles, GSE equipment, Business travel (3rd Sources authority staff and GPUs operated by 3rd parties), surface parties, staff travel in own access (passengers), vehicles/commute, haulage staff travel- commute (3rd parties), 3rd party-owned vehicles Process -- Off-site Management of waste Emissions management/disposal of where disposal airport waste arrangements are made by 3rd parties Infrastructure -- Grid power and fuel Grid power and fuel consumed by close purchased by other partners 3rd parties aExample only. Control: Facilities, services, activities and equipment for which the airport company has ownership/control. Guide: Facilities, services, activities, and equipment owned/controlled by subcontractors, close partners, and suppliers for which the airport company can provide guidance. Influence: Facilities, services, activities, and equipment owned/operated by loose partners, tenants, customers, government agencies, etc. for which the airport company.
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7. ACA Application Process The ACA application process is done via an online tool. 5 Access to the tool is achieved by registering for the ACA program. It should be noted that only reporting on CO2 is required, although an airport can voluntarily report on other GHGs, if desired. • Electrical Usage In addition to completing the application, additional documents are required to be uploaded –to the ACA application. These documents could include (but are not necessarily limited to fuel throughput registers, energy consumption readings and waste recycling files. 8. Application/Participation Fees There are fees for the ACA application depending on the level of certification and the “band” the airport falls into - determined by official passenger figures. In the case of BWI and MTN the fees are listed in Table 5, by Level. The fee is due annually in order for accreditation to renew.
Table 5 Annual ACA Participation Fees Level Fee 1 $16K
2 $26K 3 & 3+ $35K
9. Computing the Carbon Footprint Computing the Carbon Footprint is, by far, the most data-intensive aspect of the Level 1 ACA as it must be in compliance with a GHG Protocol. This can be accomplished in two ways: . ACERT - A computer-based tool (called the Airport Carbon Emissions Reporting Tool) developed by ACI that can be used (at no cost) to compute airport-related GHG emissions based upon the provision of pertinent input data. . Airport-Specific Data Base - A set of databases containing Level 1 ACA airport - and source-specific operational data (e.g., fuel Based on the data and consumed, energy utilized, wastes recycled) combined information requirements with appropriate GHG emission factors. combined with the application and membership costs, Level 1 Many ACA airports have used the ACERT - particularly for ACA is the most practicable for Level 1 certification - as it is comparatively easy to use and MDOT MAA in the beginning. provides a recognizable format for the Verifier to follow. Other airports have used their own databases to achieve a higher degree of accuracy and/or to be consistent with other GHG reporting requirements. In a few cases, airports have used ACERT for some applications and their own databases for others.
5 www.aca-application.org 7 | Page
10. MDOT MAA ACA Application Options, Data Requirements & Gaps In the following sub-sections, the requirements for each ACA level are summarized, with a determination as to what data are readily available for MDOT MAA and what “gaps” may exist. 10.1 Level 1 Requirements (Mapping) The requirements of Level 1 participation comprise the following: . Scopes - Definition of the scope and organizational boundary of the Airport’s Carbon Footprint which should include: - A detailed list of activities and facilities which are under MDOT MAA’s direct control (identified as Scope 1 and Scope 2 emissions); - For each emission source the department(s) or Level 1 Mapping function(s) that has responsibility for the activity or facility; and - A summary list of activities and facilities that fall within the definitions of Guide and Influence (i.e., Scope 3) and defining the body or bodies that has primary responsibility. . Carbon Footprint - Submission of a verified Carbon Footprint of those emissions within MDOT MAA’s direct control (i.e., Scope 1 and 2 activities and facilities).
. GHG Types - The scope of GHGs included as mandatory in the program comprises CO2 only. MDOT MAA may include emissions of other GHGs on a voluntary basis. . Other GHG Emissions - Leased or rented equipment that is under the control of MDOT MAA or is under the control of a leasing company but is operated for the sole benefit of MDOT MAA. . Other Scopes – MDOT MAA can choose to report on emissions sources identified as Scope 3; however, this is not mandatory at Level 1. . Carbon Mission Statement – MDOT MAA must show written evidence of commitment to energy, GHG and/or carbon reductions at the highest level (i.e., CEO & Executive Director). This can be an independent statement for the purpose of the ACA program application . Carbon Footprint Report - A report documenting the achievement of the above requirements. . Verification - Engage an ACA-certified Verifier to verify the Report, before submission, to ensure that the Carbon Footprint calculations meet the accreditation requirements. Annual Renewal - In order to remain at Level 1, MDOT MAA must submit a Carbon Footprint of Scope emissions on an annual basis along with payment of the renewal fee. This submittal must be independently verified every second year. Required Data - In Table 6 the Scopes 1 and 2 GHG sources are listed with the data required for each. The table indicates if the data are in-hand, if they are readily available from an existing source(s), or if they represent a data “gap” that needs to be closed. 8 | Page
Table 6 Data Required for MAA ACA Level 1 Accreditation MDOT MAA-Owned Vehicles, Facilities & Practices Source Airport Fuel Fuel Fuel Data Status Type Unit Used BWI Available but not up-to-date (2011). MDOT MAA Vehicles MTN [ ] [ ] [ ] Possible data gap. BWI Available but not up-to-date (2011). Staff Transport MTN [ ] [ ] [ ] Possible data gap. Ground BWI Available but not up-to-date (2011). Service Possible data gap. Equipment MTN [ ] [ ] [ ] (GSE)
Other BWI tbd tbd tbd To be determined. May not be required. Vehicles MTN tbd tbd tbd To be determined. May not be required. BWI Available through January 2018. Fire Training MTN [ ] [ ] [ ] Possible data gap.
Emergency BWI Available through January 2018 Generators MTN [ ] [ ] [ ] Possible data gap.
BWI [ ] [ ] [ ] Possible data gap. Chillers MTN [ ] [ ] [ ] Possible data gap.
Glycol Usage BWI tbd tbd tbd To be determined. May not be required. (De-icing) MTN tbd tbd tbd To be determined. May not be required.
Aircraft / BWI tbd tbd tbd To be determined. May not be required. Other MTN tbd tbd tbd To be determined. May not be required. BWI On hand. Refrigerants MTN [ ] [ ] [ ] Possible data gap. Construction BWI On-hand. MTN tbd tbd tbd To be determined. May not be applicable. Electricity Generation & Heating Buildings (MDOT MAA-Owned) Fuel Fuel Fuel Comments Source Airport Type Unit Used
Central BWI Available through January 2018 Heating Plant (CHP) MTN [ ] [ ] [ ] Possible data gap.
BWI N/A N/A N/A No on-site electric power generation. Power Plant MTN N/A N/A N/A No on-site electric power generation.
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Table 6 Data Required for MAA ACA Level 1 Accreditation Electricity Purchased by MDOT MAA from Off-Site Generation
Source Airport Used Comments
Electricity Purchased BWI On hand. from Off-Site Supplier MTN On hand.
Electricity Purchased BWI N/A No electricity re-sold to tenants. Re-sold to Tenants MTN N/A No electricity re-sold to tenants. Heat (Steam or Hot Water) Purchased from Off-Site Generation Source Airport Used Comments
Heat Purchased from BWI N/A No off-site heat purchased. Off-Site Supplier MTN N/A No off-site heat purchased or sold.
Heat Purchased fm. Off- BWI N/A No off-site heat purchased or sold. Site/Re-sold to Tenants MTN N/A No off-site heat purchased or sold.
Heat Generated by BWI Unk. To be determined. Airport/Sold to Tenants MTN Unk. TBD Waste Managementb Source Airport Used Comments BWI Available but not up-to-date (2011). Solid Waste Processing MTN [ ] Possible data gap. BWI Available but not up-to-date (2011). Solid Waste Recycling MTN [ ] Possible data gap. aData Status: = On-hand, [ ] = Data Gap, tbd = to be determined, N/A = not applicable. bWaste (from offices, restaurants, terminals, aircraft cabins / Industrial Waste (from all airport and aircraft maintenance activities / Wood or Plant Material / Composting
Data Gaps The Data Gaps for Level 1 ACA are not overly extensive for BWI Marshall, but up-to-date data are significantly absent. Document Gaps Back-up documents will be required for every item that is included in the Level 1 ACA. These documents could include (but may not be limited to): (i.) receipts and invoices, (ii.) meter reading, (iii.) bills-of-lading, (iv.) manifests, etc. MDOT MAA Carbon Mission Statement Gap In order to comply with this part of the application process, MDOT MAA must develop a Carbon Mission Statement and it must be signed off “at the highest level.” As examples of “the highest level,” the ACA Guide names the CEO, COO or Board of Directors. The Mission Statement should
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also be posted on MDOT MAA’s website or otherwise published to comply with the requirement for “public availability.” 10.2 Level 2 Requirements (Reduction) For information, the requirements of Level 2 participation comprise the following: . Level 1 Materials - Submission of a verified Carbon Footprint and demonstration that all other Level 1 participation requirements have been fulfilled. The Base Year targets set by MDOT MAA must also be verified for Level 2 applications. Level 2 Reduction . Carbon Management Plan - Covering facilities and activities over which MDOT MAA has direct control - the Plan should contain the following: - MDOT MAA’s Carbon Mission Statement - Name of high-level committee or body that has responsibility for carbon/energy matters - Procedures for preparing and checking an accurate carbon footprint - Monitoring of consumption of fuel & energy - Carbon/energy reduction targets - Programs or control mechanisms to ensure operations minimize emissions - Consideration of the emissions impact of investments - Awareness training about emissions for staff - Process of self-assessment & auditing to monitor progress . Targets - Identification of the emissions reductions metric(s) to be used (absolute or relative targets). . Reductions - Demonstration of reductions in the chosen emissions metric vs. the average of the past three years. (Note: there are exceptional circumstances where an increase in emissions may be acceptable.) . Carbon Management Measures - Specific examples of Carbon Management Measures might include:
- Energy demand reductions through audit, “Key” Level 2 Requirement measurement, management, automated meter Attaining Level 2 ACA requires reading (AMR), automated monitoring & targeting demonstrating GHG reduction (AM&T). over a three-year period - Clean energy supply such as combined heat & power, compared to a “Base Year” renewable energy sources (on-site or off-site). condition. Providing “back-up” materials for past years is a - Low energy design standards for refurbishment and “key” challenge. new build, compulsory inclusion of carbon reduction studies in all new projects.
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- Options for alternative fuel airport vehicles (electric, hybrid, hydrogen, LPG, etc.). - Staff communications and engagement plans. - Equal or preferential appraisal for carbon-reducing investment projects. - Program to examine and reduce supply-chain-related emissions. A recent measure may comprise the solar photovoltaic (PV) system installation whereby the efficiencies gained by the action demonstrate decreases in energy consumption and emissions from non-renewable sources as compared to the No-Action Alternative. Annual Renewal - In order to remain accredited at Level 2 MDOT MAA must fulfil the following requirements on an annual basis.
. Updated Carbon Footprint - Annual submission of a Carbon Footprint comprising Scopes 1 and 2 emissions over which MDOT MAA has direct control (as per Level 1). This submittal must be independently verified every second year. . Updated Carbon Plan - Submission of a revised Carbon Management Plan at least every 3 years, including the specific activities undertaken and showing how MDOT MAA has responded to: - Changing organizational and operation circumstances; - Changes to legal requirements and statutory codes; - Scientific evidence of climate change and MDOT MAA’s actions; - Explanation of how major infrastructure changes have impacted the reductions metric, and - Development and/or utilization of new technologies and management processes. Level 2 Participation “Gaps” - The gaps for Level 2 certification include all those noted for Level 1 - plus the development and documentation of an updated Carbon Footprint and Carbon Management Plan. 10.3 Level 3 Requirements (Optimization) The requirements of Level 3 participation comprise the following: . Levels 1 & 2 Materials - Fulfil all the requirements Levels 1 & 2, including: - An updated and verified Carbon Footprint. The Base Year must be verified for Level 3 sources; - On-going implementation and maintenance of the Carbon Management Plan; and Level 3 Optimization - Demonstration of reductions in the emissions metric vs. the average of the past three years.
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. Revised Carbon Management Plan - Expansion of Carbon Footprint to include Scope 3 emissions sources and activities that are central to BWI Marshall and/or MTN’s operation and that MDOT MAA can be expected to guide or have some influence over. These include (but may not be limited to): - The aircraft landing and take-off (LTO) cycle Stakeholder Participation including auxiliary power units (APU), fixed Involvement of non-MAA ground power and GSE; entities in BWI/MTN-wide - Off-site passenger and MDOT MAA staff access; Emissions Reduction - MDOT MAA staff business travel; and initiative(s) can be advance with or without involvement in - Other significant CO2 emissions sources which the ACA Program. MDOT MAA may be able to guide or influence (for example emissions from metered electricity that is sold on to tenants at the airport). . Carbon Footprint - Submission of a verified Carbon Footprint including Scope 3 emission sources. . Stakeholder Engagement Program - Evidence of the development and implementation of a Stakeholder’s Engagement Plan, the main objective of which is to “encourage the sharing of best practice and co-operation in achievement of emissions reduction programs. MDOT MAA must also demonstrate that it has on-going dialogue and cooperation, with stakeholders. At a minimum, stakeholder engagement should include: - Identification and categorization of stakeholders the airport can guide and/or influence; - Allocation of clear roles and responsibilities for engaging and facilitating partnerships with key stakeholders; - Details of communications and training provided to third parties; and - A clear Implementation Plan of the intended approach to engage stakeholders, including specific proposed actions and timing. Specific examples of ways in which MDOT MAA could work with stakeholders to reduce carbon emissions include (but are not limited to): - Campaigns to raise the profile of energy efficiency and low carbon practices; - Airport-wide initiatives to encourage and facilitate the use of operational practices, equipment or vehicles to reduce the overall Carbon Footprint; - Adoption of MDOT MAA’s Carbon Mission Statement by tenants and other stakeholders. For example, working with airlines to reduce ground running and taxiing time; - Require that designers and contractors ensure that the airport’s infrastructure plans reflect and implement MDOT MAA’s Carbon Mission Statement; - Providing training on energy efficiency and carbon management techniques;
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- Setting minimum performance standards for example for building / retail unit refurbishment, Backup Documentation operational practices and vehicle fleets; The ACA application process is - Using incentives and cost structures to encourage as much about providing good practice and use of efficient vehicles; backup documentation as it is about computing GHGs and - Adding carbon/energy reduction requirements into formulating Carbon Mission lease/contractual conditions; and Statement and Management - Form strategic partnerships with tenants. Airlines Plans. and/or contractors to collaborate on carbon/energy reduction investment projects and opportunities. Annual Renewal - In order to remain at Level 3, MDOT MAA must fulfil the following requirements on an annual basis: . Updated Carbon Footprint - Annual submission of a carbon footprint comprising Scope 1 and 2 emissions over which MDOT MAA has direct control (as per Level 1) and specific Scope 3 emissions. This carbon footprint must be independently verified every second year. . Progress Towards Targets - Description of how the carbon footprint demonstrates progress towards meeting agreed targets and improved performance against the defined baseline. . Revised Carbon Management Plan - Submitted every three years demonstrating progress towards meeting declared targets, details of specific activities undertaken and showing how the airport has responded to: - Changing organizational and operational circumstances; - Changes to legal requirements and statutory codes; - Revised scientific evidence of climate change and expectations of corporate behaviour; - Development and accessibility of new technologies and management processes; and - Evidence of on-going stakeholder engagement activities (annually). Level 3 Carbon Footprint “Gaps” - The data requirements to calculate the necessary expansion of the Carbon Footprint for BWI to comply with Level 3 is easily attainable as this data has been collected for GHG emissions inventories in the past. Although a GHG emission inventory has not been completed for MTN, the data requirements should be relatively straightforward to fill. Stakeholder Engagement Program “Gaps” - Level 3 participation would require the development and implementation of a plan to engage stakeholders, as discussed above. Annual renewals at Level 3 require evidence of on-going stakeholder engagement activities, in addition to all the renewal requirements discussed above for Levels 1 and 2. After three successful renewals at Level 3, an airport can opt for a 3-year renewal cycle.
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10.4 Level 3+ Requirements (Neutrality) The requirements of Level 3+ certifications are the same as those for Level 3 with the following additional requirement: . Offsets - Purchase of offsets to cover residual emissions in Scope 1 and 2. Evidence of purchase must be provided. It is unlikely that MDOT MAA could attain ACA Level 3+ for two to three years so it is not discussed further in this report. Level 3+ Neutrality 11. Recommended MDOT MAA ACA Application Approach A “phased” approach to achieving the ACA Level 1 designation may be the most practical approach. In this way, the effort, participation, costs and/or benefits of the program can be measured and assessed in a “step-wise” fashion. For example, MDOT MAA may first develop the objectives and assess the viability of attaining the accreditation. Assuming a positive outcome, then considerations given to the desired level(s) and timeframe(s) for achieving the certification will become clear. Following this decision-making process, the delineation, inventory and verification steps can be completed and the application submitted. Consistent with the ACA requirements, a six-step Work Plan aimed at completing the application for Level 1 is shown to the right and discussed 1. Go Forward Decision as follows: . Step 1: Go Forward Decision - Under this step, MDOT MAA staff 2. Data will assess the feasibility, benefits and costs of the ACA and Collection/Development determine (i.) if it is viable and (ii.) which level (i.e., Level 1, 2) is initially desirable. 3. Compute Carbon . Step 2: Data Collection & Development - This step will involve the Emissions assembly of appropriate data and supporting materials comprising: (i.) scope operational data and (ii.) appropriate back- 4. Develop Carbon up materials. Mission Statement . Step 3: Compute Carbon Footprint - Using the data collected and developed under Step 2 combined with appropriate emission 5. Prepare Application factors, the GHG emissions inventory will be computed. . Step 4: Carbon Management Mission Statement - This step involves the development of a written document that describes 6. Verification MDOT MAA’s Carbon Management Mission Statement. . - Using data from Task 2, this step Step 5: Application Preparation 7. Submit Application will involve the preparation of the ACA application.
. Step 6: Verification - Under this step, a qualified ACA Verifier will ACA Approach for MDOT conduct an “independent” review of the application and MAA
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supporting materials. Missing or incomplete data and/or materials will also need to be provided. . Step 7: Submit Application - This step involves the preparation of the application and submittal to the ACA Administrator. Again, missing or incomplete data and/or materials will also need to be provided during this step. Importantly, should MDOT MAA elect to pursue ACA Level 2, this approach would be reconfigured to account for the added requirements. 12. Timeline The estimated timeline for achieving ACA certification varies somewhat based upon (i.) Level of certification (ii.) availability of data and supporting materials, (iii.) application verification time, (iv.) application submittal date and (v.) ACI review and approval. An estimated timeline for Level 1 for is provided below:
As shown, it would take at fa minimum four months to obtain Level 1 ACA.
16 | Page 13. Estimated Costs Again, assuming that the objective is to first attain Level 1 ACA certification, the estimated costs are shown in Table 7 and reflect “conservatively high” assumptions. Table 7 Level 1 ACA Estimated Costs Step Feesa,b 1. Go Forward Decision $2,000. 2. Data Collection & Development $9,000. 3. Compute Carbon Footprint $9,000. 4 . Carbon Mission Statement $3,000. 5. Prepare Application $6,000. 6. Collect & Assemble Backup $8,000. 6. Verificationc $8,000. 7. Application Feed $19,000. Estimated Total $64,000.
a.Assistance provided by “outside” consultant. b.Fees are based on an average hourly rate of $100/hr. c. Includes Verifier fee and responses. d. Includes application fee and responses. 14. Recommendations Based upon the findings of this report combined with MDOT MAA’s “track-record” for launching environmental initiatives, it is recommended that MDOT MAA consider Level 1 ACA for BWI Marshall. The benefits of this initiative follow: . First East Coast ACA Airport - Should MDOT MAA attain ACA certification, it would be the first (and only) in the Eastern U.S. to do so. . Expand Environmental Program - As an Environmental Steward, MDOT MAA has a long track-record of initiatives and ACA will help to advance these achievements. . Recognition as Aviation Industry Leader - Given that ACA is the most recognized certification for carbon management for airports, this attainment will identify MDOT MAA as a “leader” in the aviation industry. . Consistency with State Goal - The Maryland Commission on Climate Change Greenhouse Gas Reduction Act calls for the state-wide goal of a 25 percent reduction of the 2006 Baseline levels by 2020 (and 40% by 2030). The ACA will demonstrate MDOT MAA’s recognition with this goal. Based upon the findings of this report combined with MDOT MAA’s “track-record” for launching environmental initiatives, it is recommended that MDOT MAA consider Level 1 ACA for BWI Marshall.
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Prepared by: KB Environmental Sciences, Inc. in association with HNTB List of Preparers KBE - Mike Kenney, Paola Pringle, Christin Gentz. HNTB - Kim Hughes MDOT MAA - Robin Bowie
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Task 4 MDOT MAA Air Quality, Greenhouse Gas & Carbon Messaging Report
Prepared for: Maryland Department of Transportation Maryland Aviation Administration
July 2017
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EXECUTIVE SUMMARY
Among environmental topics, air emissions and greenhouse gases are second only to noise (and sometimes surpasses noise) among the impacts to those that live near airports as well as those who are concerned about climate change. This situation overlooks and underrates the achievements airports have made improving environmental performance and reducing their air pollution and greenhouse (GHG) footprints. Adding to the problem is the failure of the aviation industry, in general, and airports, in particular, to convey this message adequately.
This Task 4 Report presents recommendations to the Task 4 Objective Maryland Department of Transportation Maryland Aviation Task 4 is aimed at assessing and Administration (MDOT MAA) towards making improvements improving MDOT MAA’s to their air quality and GHG messaging methods. (Task 4 is messages and messaging among six that are aimed at improving air quality and methods pertaining to air reducing GHGs associated with Baltimore/Washington quality and greenhouse gases International Thurgood Marshall Airport (BWI Marshall) and associated with BWI Marshall Martin State (MTN) Airports. and MTN. The overall approach to formulating air quality and GHG messages encompasses three important criteria. That is, the messages should be (i.) appropriate, (ii.) meaningful and (iii.) cost-effective. Other considerations include the audience, the messenger and the method. Based upon the assessment of these factors, the following provides a summary listing of the findings and recommendations contained in this report:
. Airport-related Perceptions - Airports are commonly perceived to be potentially significant sources of air pollution and GHGs. This expectation is exacerbated by the perception that airports are doing little to mitigate this problem.
. Communication Gap - The misunderstanding of airport air quality and GHG reduction measures is due, in large part, to a communication gap between the airport and the opposing viewpoints.
. Messaging Benefits - Delivering a clear message is the key to effective communication when it comes to airport air quality and GHGs.
. Airport Messages - A clear message is needed to reduce misunderstandings of air quality and GHG accomplishments and goals.
. Current MDOT MAA Messaging - There are few messages at BWI Marshall and none at MTN that specifically address air quality or GHGs.
. Top-Ten Messaging Recommendations - A prioritized list of methods is provided as a starting-point for MDOT MAA consideration in improving their air quality and GHG messaging methods. The outcomes of this task are designed to be used in support of the other six tasks comprising this assignment. These include Task 1: Air Emission and GHG-Related Goals; Task 2: Feasibility of Air & GHG Reduction Measure; Task 3: Airport Carbon Accreditation Assessment; Task 5: Air Quality & GHG Management Plans Update and Task 6: Air Emissions & GHG Emission Reduction Measures.
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Table of Contents 1. Introduction & Purpose of the Report ...... 1 2. Why Messaging? ...... 1 3. Messaging Benefits ...... 2 4. Key Terms ...... 3 5. Messaging Requirements ...... 4 6. Messaging Methods ...... 5 7. Creating an Effective Message ...... 8 8. MDOT MAA Messaging ...... 9 9. Message Design ...... 10 10. Costs and Effectiveness of Messaging Methods ...... 11 11. Potential BWI Marshall & MTN Messaging Methods ...... 12 12. Recommendations ...... 15
List of Tables Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks ...... 1 Table 2 Air Quality & GHG Messaging Benefits ...... 2 Table 3 Methods Currently Used by Other Airports ...... 6 Table 4 Current BWI Marshall and MTN Messaging Methods ...... 10 Table 5 Effectiveness & Costs of Air Quality/GHG Airport Messaging Methods ...... 11 Table 6 Recommended ...... 15
List of Figures Figure 1 Rebalancing through Messaging ...... 2 Figure 2 Elements of Messaging ...... 4 Figure 3 Communications Gap ...... 5 Figure 4 Heathrow Air Quality Report ...... 6 Figure 5 Tampa International Airport Environmental Branding ...... 6 Figure6 BWI Marshall Bike Trail ...... 9 Figure 7 Air Quality & GHG Message Formulation Criteria ...... 10 Figure 8 BWI Marshall Website Air Quality & GHG Page ...... 12 Figure 9 Air Quality & GHG Press Release ...... 13 Figure 10 BWI Marshall Main Terminal Banners ...... 13 Figure 11 BWI Marshall Terminal Area Window Display ...... 13 Figure 12 BWI Marshall CRCF GHG Placard ...... 14 Figure 13 MTN Unleaded Fuel Story ...... 14
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1. Introduction & Purpose of the Report This task is designed to assist the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA) in developing and advancing messaging methods pertaining to air quality and greenhouse gases (GHGs). It is the fourth among six tasks collectively aimed at providing MDOT MAA with guidance and recommendations on reducing air emissions and GHG associated with Baltimore/Washington International Thurgood Marshall Airport (BWI Marshall) and Martin State Airport (MTN). The six tasks are listed and described in Table 1.1 Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks Task Title Description Outcomes No. 1 Air Emissions & GHG Goals Short- and long-range goals Identification and Formulation pertaining to air emissions and description of goals. GHG. 2 Feasibility of Air & GHG Airport-related air and GHG Identification and Reduction Measures emission reduction measures effectiveness of measures. and/or policies. 3 Airport Carbon Accreditation Benefits and costs of certification Recommendation for ACA Assessment under the ACI-NA Airport Carbon certification. Accreditation (ACA) Program. 4 MDOT MAA Air Quality, Air quality and GHG messaging Recommendations and GHG & Carbon Messaging topics, audiences and methods. examples for messages and methods. 5 Air Quality & GHG Updates estimations of air and Up-to-date emissions Management Plans Update GHG emissions. inventories. 6 Air Emissions & GHG Effectiveness and costs of air and Cost/Benefit of reduction Emission Reduction GHG emission reduction methods. Measures measures.
2. Why Messaging? Among environmental topics, air quality is second only to noise (and sometimes surpasses noise) as the most significant concern to those that live and work near airports. They include local residents and their representatives; existing and future business owners; land-use planners; and, investors and developers. The U.S. Environmental Protection Agency (EPA) and Maryland Department of Environment (MDE) also have an interest as the areas surrounding BWI Marshall and MTN do not meet all of the National Ambient Air Quality Standards (NAAQS). Moreover, as the leading cause of climate change, greenhouse gases (GHG) are also of major concern. Emerging as the foremost environmental threat locally, nationally, and world-wide, global warming is advancing at a record pace. Although aviation reportedly represents only two to three percent of man-made GHGs, aviation, in general, and airports, in particular, are viewed as potentially significant (and growing) sources. Finally, nearby residents are also now more
1 Task 2 (Feasibility of Air & GHG Reduction Measures) and Task 6 (Air Emissions and GHG Emission Reduction Measures) are similar in their overall purposes and deliverables. 1 | Page
concerned about whether their proximity to commercial and general aviation (GA) airports may be resulting in unhealthy exposures to airborne contaminants. Recent environmental studies at airports, coupled with increased media scrutiny, have added to this growing unease. Among the outcomes of profile-raising, the spotlight is focused on airports more than ever and it’s understandable that society can approve of the aviation industry practices one moment and oppose them the next. This occurrence overlooks and underrates the achievements airports have made improving environmental performance and reducing their air pollution and GHG “footprints” Figure 1: Rebalancing Through Messaging (see Figure 1). Therefore, in this case, “Messaging” means communicating the accomplishments, plans and goals attained and envisioned pertaining to air quality and GHGs. In this way, the perception and reality of MDOT MAA’s role in these matters are in better balance. 3. Messaging Benefits Communicating the overall philosophy and primary aims of MDOT MAA’s approach to improving air quality and reducing GHG emissions provides an array of benefits to both the current operations and future growth at BWI Marshall and MTN. These benefits include (but are not limited to) those shown in Table 2 (listed in alphabetical order): Table 2 Air Quality & GHG Messaging Benefits Benefit Description Acknowledge Convey the necessity and MDOT MAA’s motives for improving air quality Importance and reducing GHG emissions. Acquire Commitment Obtain assurance and follow-through from participants that improving air quality and reducing GHGs is important and achievable. Build Support Enlist and expand participation by growing the “base” of involvement, support and backing. Change Behavior Encourage and incentivize participants and stakeholders to adopt measures aimed at improving air quality and reducing GHGs. Create Vision Provide and clarify the goals, objectives and initiatives aimed at air quality and GHGs. Correct Misconceptions Provide information and data necessary to reconcile conflicting perceptions pertaining to impacts and benefits.
Create Public Support Garner backing from public, communities and NGOs.
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Table 2 Air Quality & GHG Messaging Benefits Benefit Description Generate Agency Obtain agency endorsements and verification that achievements and Support progress are made. Demonstrate Establish status as innovator and frontrunner among peers, public, Leadership agencies, etc. Draw Attention Publicize goals and achievements directed towards both internal (e.g., staff, tenants, passengers) and external (e.g., press, agencies, community groups) audiences. Enable Comparisons Provide data for comparisons to other airports, sources of emissions and statewide/regional conditions. Foster Awareness Generate interest and participation from passengers, staff, community groups, etc.
Fulfill Perceptions Meet expectations for improving air quality and reducing GHGs by agencies, community groups and NGOs. Generate Buy-in Obtain commitments from participants and beneficiaries. Involve Stakeholders Enlist stakeholders as participants and messengers. Obtain Feedback Receive input from participants, stakeholders and other interested parties. Promote Achievements Publicize accomplishments in improving air quality and reducing GHGs. Provide Assurances Demonstrate that goals and objectives remain priorities. Show Progress Track achievements towards meeting goals and objectives.
Based upon the information presented in this section, there are a large number and wide array of benefits available to MDOT MAA by communicating the accomplishments, goals and objectives pertaining to improving air quality and reducing GHGs associated with BWI Marshall and MTN. 4. Key Terms As discussed previously in Section 2, the term “Messaging” means promoting the achievements and communicating the goals of the MDOT MAA aimed at reducing air emissions and GHGs associated with BWI Marshall and MTN.2 From this, there are four key terms that apply to the development, implementation and success of the messaging. These terms are defined as follows and displayed as Figure 2.
. Audience - The “audience” represents the intended recipients of the messaging. They include the general and traveling public; nearby communities and their leaders; airport tenants and staff; governmental and non-governmental agencies (NGOs); and the media. In a “two-way”
2 Task 1, Air Emission and GHG-Related Goals identifies the candidate goals and Task 2, Feasibility of Air & GHG Reduction Measures prioritizes them based on their cost-effectiveness.
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exchange, the audience also plays the role of “Messenger” by providing both input and feedback on air quality and GHG matters.
. Messenger - As the owner/operator of BWI Marshall and MTN, MDOT MAA is the primary “Messenger” for developing and delivering the air quality/GHG messages to the audience. As discussed below, the spokesperson or media-form are principal to this function. In some instances, “surrogates” also serve as the airport messenger, as in the case of tenants and trade organizations that promote “air quality and GHG-friendly” initiatives.
. Message - The message is communicated by Figure 2: Elements of Messaging MDOT MAA with the emphasis on “improvement” in the case of air quality and “reduction” measures when it comes to GHGs.
. Method – This refers to the ways and means by which the message is conveyed. This includes the overall approach (e.g., publicizing, promotional, clarification), the mode (e.g., spoken word, print, electronic), the media (e.g., brochures, websites, conferences) and the timeframe (e.g., immediate, periodically, annually). Taken together, and expanded upon in Section 6, these key messaging elements serve as guideposts for communicating MDOT MAA’s achievements and goals in support of improving air quality and reducing GHG. 5. Messaging Requirements As discussed in Section 2, there are a variety and growing number of concerns, as well as achievements, related to air quality and GHGs associated with airports. However, even the most well-intentioned, appropriate and coherent information often fails to communicate the intended message. This resulting “Communication Gap” is depicted in Figure 3 and the following provides examples: . Message Needs to be Received A concise, yet comprehensive message is needed for communicating important information to the audience. If the information is not understood or does not resonate with the audience, then the message may not be received; there is a failure in the communication. . Message Needs to be Relevant In the most basic terms, the following questions signify four of the most important aims of messaging: . Why is there a message?
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. What is it about? . How does the message affect me? . Why should I care? For the intended audiences, the answers provide motivation to receive and accept the message, in this case when the message pertains to air quality and Figure 3: Communication Gap GHGs. Developing and
distributing related messages for the sake of providing information is also effective, but less so when the intended audience is not directly affected or otherwise vested. Informational brochures and some website contents are two common examples. . Message Must be Understood In some cases, there are two distinct languages used to communicate environmental topics (including air quality and GHGs): (i.) the airport message largely based on scientific and statistical language of the “experts,” and (ii.) the intuitively-grounded language of the public. For example, airport brochures and other written or electronic media often contain tables and graphs illustrating reductions in air emissions and GHGs as tons/years. On the other hand, the audience just wants to know the impacts - and they want it stated in terms that they can relate to. Effective messaging involves reducing the communication gap and facilitating two-directional exchanges. Section 6 provides suggestions on attaining these messaging prerequisites. 6. Messaging Methods There are a number and assortment of methods that can be used to communicate MDOT MAA’s messages pertaining to air quality and GHG. These methods are easily differentiated by their intended purpose and “real-world” applications. For the purposes of this report, the following overview highlights these features: Commonly-Used Methods
The most commonly used methods for communicating information pertaining to airport-related air quality and GHGs conform to existing forms of messaging. A sampling of these traditional means is described as follows:
. Web-Sites - Airport websites are common essential tools for posting operational information (e.g., airline schedules, driving directions and transportation modes, parking facilities), customer services, development plans and news releases and for reaching multiple audiences. The platform allows for an airport-specific design, ease of navigation, uploading and other modifications and reaching multiple audiences with internet access.
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. Air Quality & GHG Reports - Periodically (in some cases annually), airports publish reports summarizing their past achievements and future goals pertaining to Air Quality and GHGs. For the most part, the intended audience are the general public, governmental agencies and NGOs. The London Heathrow Report is shown as Figure 4.
. Printed Media - Airport information centers contain a variety of brochures pertaining to nearby hotels, transportation modes and local attractions. Community newspapers and fliers are also commonly published with information of local interest, including airport news. Figure 4: Heathrow Air Quality Report . Displays - Display boards, banners and videos are frequently used in airport terminals and gates for passenger information, promotions, advertising and wayfinding. For maximum effect, these media are typically displayed prominently and are changeable.
. Branding - As a means of providing “eye-catching” messages that succinctly convey the airport’s philosophy on environmental matters (including air quality and GHGs), logos and mission statements are used in both printed and electronic media. (An example from Tampa International Airport is Figure 5.)
. Press Releases - When notices and messages are purposefully announced, press releases are often prepared and distributed to the media. Mostly promotional of airport-related developments, achievements and milestones, this practice is typically reserved for cases of particular significance. Figure 5: Tampa International Airport Additional examples of airport messaging are shown in Environmental Branding Table 3. Table 3 Methods Currently Used by Other Airports Method – Airport - Description Climate Action Plan (San Francisco International Airport) - SFO recently produced a climate action plan structured around the mission to become “the cleanest, greenest, and most sustainable airport in the world” published on the airport website. The document displays measures the airport has taken to reduce, offset, and mitigate emissions. By reporting its sustainability performance to the public, the airport showcases efforts made by the authority and enhances the transparency of airport operations and the effects on the environment.
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Table 3 Methods Currently Used by Other Airports Method – Airport - Description Educational Display (Seattle-Tacoma International Airport) - The airport finalized and installed the new Sustainable InSights campaign at gate holding areas throughout the Terminal. This campaign highlights and describes sustainability initiatives that passengers can see on the airfield.
Environmental Communication Program (Los Angeles International Airport) - LAX has executed an on-going environmental communications program to demonstrate its commitment to sustainability. Public relations staff exhibit at environmental events and forums; prepare case histories and media story placements to show how LAX is a front-runner among U.S. airports using the latest techniques, methods, and technologies in source reduction and recycling, alternative-fuel vehicles, energy conservation, and air quality management. LAX also publishes a Creating Communication Lines with the public to create a positive image of the airport within the community.
Fact Sheets (Detroit Metropolitan Airport) - The airport created a one-page “fact sheet” that provides the public with pertinent information such as airport statistics, economic impact, advantages to the airport, and improvement projects. A fact sheet provides a quick source of information and is especially advantageous to reporters looking to get background information to conduct an interview or write an article on the airport.
Interactive Digital Display (Boston Logan International Airport) - BOS has previously mounted 32 solar panel units on the roof of the Terminal B Garage. The airport now reports in real-time on a dedicated website the power production to the general public from these solar panel units. The users can view current power generating figures as well as historical data. Linking this to a display within the terminal would educate the travelling public on the benefits of this initiative.
Media Centre (Heathrow Airport) - The Heathrow Media Centre is a part of the airport’s website that is constantly updated with press releases and articles related to expansion, current changes happening to the airport, and corporate and operational headlines. A unique feature of the media centre is a live feed coming from Heathrow’s various social media sites. This platform allows the public to stay up-to- date with progress happening within the airport and in relation to the community.
Public Address (PA) System Recording (Boston Logan) - The airport showcases initiatives and milestones achieved through an automated voice recording playing over the PA system at people movers to other terminals and parking garages.
Sustainability Brochure (Tampa International Airport) - This brochure provides a brief and stimulating look into the airport’s sustainable management plan. The brochure gives an overall summary of sustainability goals and a list of planned initiatives to help achieve them. It also showcases TPA’s recent achievements in lowering emissions, efficient energy consumption, and recycling—all to reduce and mitigate carbon emissions.
An expanded and detailed matrix of other airport messaging methods and associated costs and staff effort is provided in Section 10.
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Methods Based on Airport Size & Function
The size and function of an airport often shapes the overall approach and particular methods for air quality and GHG messaging by commercial service and general aviation (GA) airports.
. Commercial Service Airports - Commercial service airports typically have access to an assortment of BWI Marshall & MTN messaging resources afforded, in large part, by their Messaging Methods The message concepts apply available staff and budget. These include (but are not to both airports but the limited to) an “in-house” team of environmental, emphasis is on BWI Marshall marketing and public relations staffs that (working as it generates far more individually or taken together) can target, design and emissions and has a greater implement a messaging initiative. In some cases, number of stakeholders. specialized “outside” consultants can augment or fulfill this function.
. GA Airports - GA airports typically minimize the use of more costly messaging tools and instead rely on a variety of low cost methods due to budget constraints and smaller staffing. GA airport managers view the airport website to be the most cost-effective way to inform tenants, nearby communities and the general public of air quality and GHG goals, achievements and initiatives.3 A greater emphasis is also placed on sponsoring events to raise public awareness, particularly to the nearby communities. Brochures and printed newsletters are also used. BWI Marshall and MTN are representative of commercial service and GA airports, respectively. 7. Creating an Effective Message Messaging methods and tools pertaining to air quality and GHGs can be developed and distributed with input, contributions and evaluation from an assortment of groups and/or individuals. These contributors include (but may not be limited to) the following:
. Environmental Staff - This group has the technical knowledge of the issues and experience working with policies, projects, and initiatives.
. Advertising/Marketing Staff - This group offers information on publication and display styles, formats, illustrations, narrative and other MDOT MAA dissemination guidelines. Services also include providing formats and appearances for consistency.
. Public Relations Department - This office can aid in preparing a message and serve as the spokesperson. Additional contributions include coordination with “outside” contacts (e.g., newspapers), publication form and formats (e.g., electronic or print, press kits)) and message distribution (e.g., individual, group or mass).
. Airport Managers - The airport directors and department heads can set policy to assure commitment to implementing and achieving the goals and objectives. They can also serve as a spokesperson.
3 Based on an Airport Manager Survey conducted in 2008 for ACRP Report 28: Marketing Guidebook for Small Airports, 2010. 8 | Page
. Consultants & Advisors - Specialists in messaging and media mechanisms (e.g., websites, printed and electronic media, broadcasting) can aid and augment airport staff. Consultants specializing in air quality and GHGs can contribute to technical aspects of the intended message. Other advisors familiar with national, state and local agencies, NGOs, community groups and other intended audiences afford access to these organizations and social media. In the case of MDOT MAA, these resources are likely already available to provide their specialized expertise, experiences and services in support of air quality and GHG messaging. 8. MDOT MAA Messaging Based on information on the MDOT MAA and airport websites combined with site visits by preparers of this report, messaging is already in place. Examples of its messaging includes the following: . BWI Marshall & MTN Websites – Both have websites providing general airport information including flight information, travel directions and maps. The Capital Improvements Program is provided on the BWI Marshall website which enhances the relationship with the community and stakeholders. Presently, neither website contains environmental-related material. . MDOT MAA Website – MDOT MAA has a dedicated environmental page on its website. It contains MDOT MAA’s Environmental Management Policy and Mission Statement, as well as recent environmental planning documents. . Neighbors Committees - The BWI Neighbors Committee is composed of representatives from several nearby communities; they meet quarterly to discuss airport-related issues. MDOT MAA staff attend to address questions posed by neighbors and inform them of upcoming activities and developments that may affect the area. . Regional & Local Economic Impact Study Brochure - This study reports on the economic impacts of BWI Marshall and MTN including their contributions to the region’s employment and revenues generated by airport activity. The brochure helps generate public support by highlighting the airport’s positive economic impacts. . BWI Marshall New Horizons Report - This report provides an environmental overview of BWI Marshall for airport neighbors and members of the aviation community interested in its relationship with the environment. This dated (2004) report contains only a brief Figure 6: BWI Marshall Bike Trail discussion of air quality and does not address GHGs. Other messaging examples are provided below in Table 4.
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Table 4 Current BWI Marshall and MTN Messaging Methods Method – Description Thomas A. Dixon, Jr. Aircraft Observation Area & Friendship Park - Located on the south side of BWI, this observation area engages the public and showcases airport operations in a positive manner while providing a recreational area for the community. BWI Marshall Cardio Trail (Figure 6) - Consists of two loops within the terminal for traveling passengers. The outdoor trail connects hikers, bicyclists, walkers and joggers to the airport, community resources, public transportation and other area recreation facilities. The trails provide both recreational and positive health benefits to visitors and those in the surrounding community. Clean Fuel Vehicle Decals - Alternative-fuel shuttles at BWI Marshall provide public awareness of MDOT MAA’s commitment to environmental-friendly transportation. BWI Marshall Digital Monitors - Showcase and encourage passengers to take part in initiatives implemented at the airport. Highly trafficked areas such as baggage claim are ideal places for maximum viewing. Community Relationships – MDOT MAA maintains an active relationship with the nearby communities by hosting open houses, giving tours and maintaining attractions such as the Glenn L. Martin Aviation Museum. These events enhance the relationship with the local community and other airport stakeholders.
9. Message Design The overall approach to formulating air quality and GHG messages encompasses three important criteria. In brief, the messages should be (i.) appropriate, (ii.) meaningful and (iii.) cost-effective at BWI Marshall or MTN. These criteria are symbolically illustrated in Figure 7 and briefly described below. Appropriate - characterized as being applicable and practicable based on the intended applications and outcomes. Figure 7: Air Quality & GHG Message Meaningful - considered to be relevant and Formulation Criteria beneficial towards achieving the goal(s). Cost-Effective - meaning realistic and practical within given timeframes, financial resources and other relevant parameters and considerations. Working with these guidelines, the formulation of MDOT MAA air quality and GHG messaging is undertaken following the methodology described in the next section.
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10. Costs and Effectiveness of Messaging Methods Messaging methods (including those for air quality and GHGs) have varying levels of effectiveness and cost. For example, Press Releases are both comparatively effective and low cost. In contrast, TV Advertising is considered to offer relatively low effect and has high costs. For evaluation purposes, Table 5 contains an alphabetical listing of potential methods, their relative effectiveness and costs. This information is based in part on ACRP Report: Marketing Guidelines for Small Airports, other airport feedback and the preparers of this task.
Table 5 Effectiveness & Costs of Air Quality/GHG Airport Messaging Methods
Messaging Methods Effectiveness Cost MDOT MAA Potential Adopt an AQ/GHG Messaging Plan $$ Advertising – Billboard Displays $$$ ✔ Advertising - Internet $$ Advertising - Other Outdoor (Buses, etc.) $$ ✔✔✔ Advertising - Trade Journals $$ Advertising - TV $$$ ✔✔✔ Airshows $$$ Articles - Newspaper Magazine $$ ✔✔✔ Awards & Special Recognitions $ Board Participation - Non-Profit Organizations $ ✔ Digital Video $$$ Direct Mail $$$ ✔✔ Earned Media $$ Educational Programs $$$ ✔✔✔ Interviews (Radio and TV) $$ Logo & Branding $ Monitoring Data Available to Public $$ n/a Networking - Business, Civic, Non-Profit Groups $$ ✔✔✔ Networking - Professional & Industry Organizations $$ Networking - Strategic Partnerships $$ ✔✔ Networking - Tradeshows & Conferences $$$ Newsletter - Electronic $ ✔✔ Newsletter - Print $$ Open Houses/Airport Tours $$ ✔✔✔ Press Coverage - Newspaper, TV, Radio $$ Press Kit $ ✔✔✔ Press Releases $ Public Service Announcement $ ✔✔✔ Report Annual AQ & GHG Initiatives $$ Showcase AQ/GHG Initiatives $$$ ✔✔✔ 11 | Page
Table 5 Effectiveness & Costs of Air Quality/GHG Airport Messaging Methods
Messaging Methods Effectiveness Cost MDOT MAA Potential Social Media $ Speeches - Chambers and Business Associations $ ✔✔✔ Speeches - Community Events $ Sponsoring Community Events $$$ ✔ AQ/GHG Brochure $$$ Website $$$ ✔✔✔ White Papers $$$ Source: Airport Cooperative Research Program Report 28: Marketing Guidelines for Small Airports, 2010. Relative Effectiveness - Relative Costs - $$ Potential MDOT MAA Measure - ✔✔✔
As shown, methods such as (i.) Adopt an Air Quality & GHG Messaging Plan, (ii.) Presentations at Community Events, (iii.) Logo & Branding and (iv.) Educational Programs are among those that are considered to be the most cost-effective for the purposes of air quality messaging for BWI Marshall or MTN. These are described further in Section 6. By comparison, Billboard Displays is an example that is not viewed cost-effective. 11. Potential BWI Marshall & MTN Messaging Methods A variety of appropriate and cost-effective messaging methods are possible for BWI Marshall and MTN. These methods have been adapted from both airport and non-airport applications. Methods already in place at BWI Marshall are also listed among these recommendations. The following provides descriptions of those that have the greatest potential for adoption, implementation and success. BWI Marshall Website - The current website already serves as the primary source of information for the airport. As electronic media, it can be expanded and updated to highlight MDOT MAA’s achievements and goals pertaining to air quality and GHGs. Possible features would include management commitments, relevant and recent data, portals for stakeholder involvement, learning tools for kids and videos for dynamic viewing (see Figure 8). Another possibility would be to have a positive message or initiative appear whenever a web search is conducted for the term Figure 8: BWI Marshall Website Air Quality & GHG Page “BWI Marshall Air Quality.”
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Press Releases - Paper and electronic media are commonly-used methods for announcing achievements, milestones and plans, and MDOT MAA publishes this form of information on a regular basis. A listing of past and current press releases is provided on the MDOT MAA website for public access. An example press release on the topics of air quality and GHGs is provided as Figure 9. Terminal Displays - The BWI Marshall and MTN terminals provide “high-profile” space that could be used for featuring air quality and GHG initiatives. An example Figure 9: Air Quality & GHG Press Release of this concept for the BWI Marshall Main Terminal is shown as Figure 10. Digital displays and information screens with automated slideshows would offer the capability of presenting multiple messages. Large portable posters and banners would also be used as they are easily transported and have the advantage of being viewed by large audiences in multiple locations. Other forms of display messaging would include backlit wall dioramas, floor stands and wall or window wraps. An example of a widow display at BWI Figure 10: BWI Marshall Main Terminal Banners Marshall is provided as Figure 11. Engagement Placards - Messaging to an audience actively involved in the initiative serves to create immediate impressions and even “calls-to-action.” Participatory recipients are also more apt to identify and take ownership with the message. As shown in Figure 12, the BWI Marshall Consolidated Rental Car Facility (CRCF) Shuttle Bus provides this opportunity for promoting MDOT MAA’s Air Quality and GHG achievements and goals.
Figure 11: BWI Marshall Terminal Area Window Display
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Third-Party Recognition - A positive story in the local newspaper is perceived by the public as unbiased and credible and is a good way to promote initiatives. In this case, the audience perceptions are grounded and affirmed by “third parties” independent from the subject. As an example, Figure 13, provides a facsimile of a local newspaper reporting on the availability of unleaded fuel at MTN.
Other Effective Methods - In addition to the messaging methods highlighted above, there are several other concepts for air quality and GHGs initiatives that are Figure 12: BWI Marshall CRCF GHG Placard considered effective. A synopsis of each of these follow (listed in alphabetical order):
. Airport Tours & Open Houses - Provide escorted visits for general public, agency staff and other stakeholders at BWI Marshall emphasizing air quality and GHG achievements and goals.
. Annual Reports - Publish Annual (or other periodic) reports on emission trends, measures, goals and strategies at BWI Marshall and MTN (see Figure 4).
. Brochures - Prepare printed and electronic flyers or booklets describing MDOT MAA’s achievements improving air quality and reducing GHGs for distribution to traveling public, at conferences, and for other promotional opportunities.
. Educational Programs - Conduct workshops for adults and teens and “teach-ins” for children aimed at Figure 13: MTN Unleaded Fuel Story developing awareness of airport-related environmental initiatives.
. Logo & Branding - Design an emblem that “brands” and symbolizes MDOT MAA’s philosophy on improving air quality and reducing GHGs (see Figure 5).
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. Messaging Plan - Using the outcomes and recommendations from this task, develop and implement a plan for messaging identifying the audience, the messages, the messengers and methods.
. Organizational & Community Events - Participate in local, regional and national events promoting and providing information pertinent to improving air quality and reducing GHGs at BWI Marshall and MTN.
. Recording & Response Plan for Air Quality Complaints - Develop and implement procedures for receiving and responding to complaints, inquires and other communications pertaining to airport emissions from both airport and non-airport parties. 12. Recommendations This report has identified and discussed several important considerations when it comes to messaging on the topics of air quality and GHGs. These include the benefits, the, participants, the criteria, and message examples. From this, a number of messaging methods are identified that are considered to be appropriate, meaningful and cost-effective for BWI Marshall and MTN. For ease of review, the “Top-Ten” leading applications are listed in order of priority in Table 6. Rough estimates of costs and approximate timeframes are also shown. Table 6 Recommended “Top Ten” Messaging Methods for BWI Marshall & MTN Messaging Methods Priority Costsa Timeframeb Comments (pg. No.) 1. AQ/GHG Messaging $18 Short term Use Task 4 Report and Plan (pg. 15) recommendations, develop specifics and to formalize methods. 2. Logo & Branding (pg. 7) $10 Short term Develop emblem representing MAA’s Air Quality and GHG Program. 3. BWI Marshall & MAA $20 Medium term Create and add Environmental Page Website (pg. 13) to websites 4. Press Releases / Press $10 Medium term Inform media of air quality and GHG Kits (pg. 13) reduction accomplishments. 5. Newspaper/journal $10 Long term Publish human-interest and articles (pg. 15) promotional information in local and national media. 6. Brochures (pg. 15) $8 Medium term Distribute at Information desk, meeting, and conferences. 7. Shuttle Bus Placards $200 Long term Add overhead placards to shuttle (pg. 14) buses 8. Airport Tours (pg. 15) $15 Long term Escort agency staff, community leaders, media on airport/terminal tours. 9. Terminal Displays (pg. $200 Long term Create poster and window displays. 14) 10. Presentations & $20 Medium term Give talks at local meetings and Speeches (pg. 15) professional conferences. aEstimated costs: $1,000s, bTimeframe: Short = 6 months, Medium = 12 months, Long = 1 to 2 years.
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Following these recommendations would allow MDOT MAA to advance air quality and GHG messaging that is appropriate, meaningful and cost-effective.
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[End of Report]
Sources of Information ACRP Report 28: Marketing Guidebook for Small Airports ACRP Report 43: Guidebook of Practices for Improving Environmental Performance at Small Airports Web based research by KBE Site visits by KBE of BWI Marshall and MTN.
Prepared by: KB Environmental Sciences, Inc. in association with HNTB List of Preparers KBE - Mike Kenney, Paola Pringle, Christin Gentz, Dave Wood MAA - Robin Bowie, Christine Varney HNTB - Quality Control Review: Rob Bolich, Kim Hughes
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Task 5 Air Quality & GHG Management Plans Update
Prepared for: Maryland Department of Transportation Maryland Aviation Administration
August 2017
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EXECUTIVE SUMMARY This Task 5 Report is designed to furnish the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA) with up-to-date emission estimates for Baltimore/Washington International Thurgood Marshall Airport (BWI Marshall).1 The analysis was conducted for the years 2016, 2020 and 2025, and include the U.S. Environmental Protection Agency (U.S. EPA) criteria pollutants (and their precursors) as well as greenhouse gases (GHGs). Appropriately, guidelines and models developed by the Federal Aviation Administration (FAA) and the U.S. EPA were used. This is the fourth among six tasks collectively aimed at providing the MDOT MAA with guidance and recommendations on reducing air pollutant emissions and GHG associated with BWI- Marshall. Based on the outcomes of this analysis, the following are considered to be the most significant:
. Types of Emissions - CO and NOx comprise the two leading forms of criteria pollutant
emissions, with VOC, SO2 and PM10/2.5 emitting in far lesser amounts. . Sources of Emissions - Aircraft and off-airport motor vehicles are the largest contributors of criteria emissions in 2016, 2020 and 2025. . Changes in Emissions – Overall, the criteria pollutant emissions decrease with time even though aircraft operations are expected to increase. This can be attributed to the fact that aircraft emissions will be offset in the future by the decreases in emissions from motor vehicles. . GHG Emissions - The majority of the GHG emissions, approximately 90 percent, are classifiable as Scope 3, those associated with the activities of BWI Marshall, but are owned and controlled by the public and tenants. Notably, MDOT MAA has the most control and management potential over Scopes 1 and 2, approximately 10 percent of emissions. The results are typical of major commercial airports such as BWI Marshall. Specifically, aircraft operations comprise the largest sources of emissions due in large part to the amount of fuel throughput and combustion. The emissions occur both on- and off-airport throughout the landing/take-off (LTO) cycle. Other on-airport sources include ground access vehicles associated with airport passengers, vendors, employees and cargo. Compared to prior emission inventories, this update reveals the following similarities, differences and trends: . Total Emissions – Total criteria pollutant emissions show an increase from prior studies. These increases are due largely to changes in aircraft fleet mix as well as differences in the emission models used.
. Types of Emissions – CO still represents the greatest type of emissions followed by NOx for both current and prior emission inventories.
1 Prior emission inventories were prepared in September 2013.
. Sources of Emissions – Aircraft continue to be the dominant source of emissions, followed by ground access vehicles. These sources combined comprise approximately 70 to 90 percent of total emissions depending on pollutant type. . GHG – Total GHG emissions are shown to decrease substantially compared to the 2013 Air Quality Management Plan (AQMP) due to the inclusion of aircraft cruise emissions in prior emission inventory. The outcomes of this emissions inventory are varied and beneficial. These applications include (but are not limited to) the following: . Air quality assessments prepared under the National Environmental Policy Act (NEPA); . Support for BWI Marshall’s component of the State Implementation Plan (SIP); . Meeting the requirements of the General Conformity Rule of the Federal Clean Air Act (CAA); and . Enabling MDOT MAA to achieve their air quality and GHG reduction goals.
Terms and Concepts For the purposes of this report, the following terms, concepts and definitions are used (listed in alphabetical order): . Air Emissions - Consists of the U.S. Environmental Protection Agency (U.S. EPA) “criteria pollutants” and their precursors. . Auxiliary Power Units (APUs) - On-board engines that supply power to an aircraft while taxiing and when parked at the gate (when the main engines are powered off). . BWI Marshall - Baltimore/Washington Thurgood Marshall International Airport. . Criteria Pollutants - The National Ambient Air Quality Standards (NAAQS) for six criteria pollutants (and their precursors) including: carbon monoxide (CO), lead (Pb), nitrogen dioxide (NO2), sulfur dioxide (SO2), ozone (O3) and particulate matter (PM) which includes particulate matter with a diameter of 10 microns or less (PM10) and a diameter of 2.5 microns or less (PM2.5). . Emission Factors - The relationship between the amount of emissions produced and the amount of raw material processed (e.g., in the case of GHGs, the amount of fuel burned, vehicle miles traveled, etc.).
. Greenhouse Gases (GHG) - GHG associated with airports include carbon dioxide (CO2), methane (CH4), and nitrous oxides (N2O). For ease of overall measurement and comparison, GHG emissions are expressed as CO2 equivalents (CO2e). . Greenhouse Gas Inventory Scopes - GHGs are defined by the source(s) of emissions, their ownership and control, called “Scopes”. In the case of MDOT MAA, these are defined as follows: . Scope 1/Direct - GHG emissions from sources that are owned and controlled by the reporting entity (e.g., the MDOT MAA) such as on-airport stationary sources (e.g., boilers, emergency generators, etc.) and airport-owned motor vehicles (e.g., fleet cars, vans, trucks, landscaping equipment, etc.). . Scope 2/Indirect - GHG emissions associated with the generation of petroleum- based electricity consumed or produced by the MDOT MAA and airport tenants; and . Scope 3/Indirect and Optional - GHG emissions that are attributable to sources and activities of the MDOT MAA airports but are owned and controlled by others. Examples include aircraft-engine emissions, emissions from airport tenants as well as ground transportation to and from the airports. . Ground Support Equipment (GSE) - Vehicles and equipment designed to service aircraft while parked at the gate or when operating in the terminal area (e.g., baggage tugs, belt loaders, etc.).
. Global Warming Potential (GWP) - A relative measure of how much heat GHG traps in the atmosphere when compared to CO2. GWP values of 1 for CO2, 28 for CH4, and 265 for N2O (based on a 100-year period) were used.2 . National Ambient Air Quality Standards (NAAQS) - Numerical values of ambient (i.e., outdoor) concentrations and time periods for the criteria pollutants. . Stationary Sources - Source of air pollutant emissions that have fixed locations and generally release emissions through stacks (e.g., fossil fuel-fired boilers).
2 Intergovernmental Panel on Climate Change (IPCC), Fifth Assessment Report (AR5), https://www.ipcc.ch/report/ar5/.
Table of Contents 1. Introduction & Purpose of the Report ...... 1 2. Air Quality Guidelines & Regulations ...... 2 2.1 Air Quality Standards ...... 2 2.2 Air Quality Management Agencies ...... 2 2.3 Attainment/Nonattainment Status ...... 2 2.4 State Implementation Plans ...... 4 2.5 Air Monitoring Data ...... 4 3. GHG Guidelines & Regulations ...... 5 3.1 International Guidelines ...... 5 3.2 Federal Guidelines ...... 5 3.3 Maryland Guidelines ...... 6 4. Sources of Emissions at BWI Marshall ...... 7 5. Air Emissions Inventory ...... 7 5.1 Prior Emission Inventories ...... 7 5.2 Sources of Information & Data ...... 8 5.3 Aircraft ...... 9 5.4 Auxiliary Power Units (APU) ...... 9 5.5 Ground Support Equipment (GSE) ...... 9 5.6 Ground Access Vehicles (GAV) ...... 9 5.7 Stationary Sources ...... 10 5.8 Sources of GHG Information & Data ...... 10 6. Emission Inventory Results ...... 11 6.1 Criteria Pollutants ...... 11 6.2 Greenhouse Gases ...... 13 7. Comparison to the 2013 AQMP ...... 17 8. Conclusion ...... 18
List of Tables Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks ...... 1 Table 2 Air Quality Regulatory Agencies ...... 3 Table 3 Anne Arundel County Attainment/Nonattainment Designations ...... 3 Table 4 Ambient Air Quality Monitoring Data ...... 4 Table 5 Emission Sources at BWI Marshall ...... 7 Table 6 BWI Marshall Emission Inventories ...... 8 Table 7 Sources of Information and Data ...... 8 Table 8 Criteria Pollutant Emissions Inventory Summary (tons/year) ...... 11 Table 9 CO Emissions Inventory by Source & Year ...... 12 Table 10 VOC Emissions Inventory by Source & Year ...... 13
Table 11 NOx Emissions Inventory by Source & Year ...... 13 Table 12 GHG Emissions Inventory for 2016, by Source & Scope ...... 14 Table 13 GHG Emissions Inventory for 2020, by Source & Scope ...... 15 Table 14 GHG Emissions Inventory for 2025, by Source & Scope ...... 16 Table 15 GHG Emissions Inventory by Scope (MT of CO2e) ...... 16 Table 16 Comparison with Prior 2013 AQMP Criteria Pollutant Emission Inventory (tons) ...... 18
Table 17 Comparison with Prior 2013 AQMP GHG Emissions Inventory (MT CO2e) ...... 18
List of Figures Figure 1 Criteria Pollutant Emissions Inventory Summary ...... 12 Figure 2 Total GHG Emissions Inventory by Year ...... 14 Figure 3 GHG Emissions Inventory Summary by Scope and Year ...... 17
1. Introduction & Purpose of the Report This report is prepared under Task 5 Air Quality & GHG Management Plans Update, and is among six produced for the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA). The six reports are designed to aid MDOT MAA with improving air quality and reducing the carbon footprint associated with BWI Marshall and Martin State (MTN) Airports. All six tasks included the assignment, are listed and described in Table 1.3
Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks Task Title Description Outcomes No. 1 Air Emissions & GHG Goals Short- and long-range goals Identification and Formulation pertaining to air emissions and description of goals. GHG. 2 Feasibility of Air & GHG Airport-related air and GHG Identification and Reduction Measures emission reduction measures effectiveness of measures. and/or policies. 3 Airport Carbon Accreditation Benefits and costs of certification Recommendation for ACA Assessment under the ACI-NA Airport Carbon certification. Accreditation (ACA) Program. 4 MDOT MAA Air Quality, Air quality and GHG messaging Recommendations and GHG & Carbon Messaging topics, audiences and methods. examples for messages and methods. 5 Air Quality & GHG Updates estimations of air and Up-to-date emissions Management Plans Update GHG emissions. inventories. 6 Air Emissions & GHG Effectiveness and costs of air and Cost/Benefit of reduction Emission Reduction GHG emission reduction methods. Measures measures.
In this report, an up-to-date emissions inventory for BWI Marshall is provided. The analysis presents a baseline year, 2016 and future years, 2020 and 2025, data for the U.S. EPA criteria pollutants, their precursors, and GHG. The intended use is multifaceted including: Task 5 Purpose & Objectives . Air quality assessments prepared under the National Environmental Policy Act (NEPA); . Support for BWI Marshall’s component of the State Implementation Plan (SIP); . Meeting the requirements of the General Conformity Rule of the Federal Clean Air Act (CAA); and . Enabling MDOT MAA to achieve its air quality and GHG reduction goals.
3 Task 2 (Feasibility of Air & GHG Reduction Measures) and Task 6 (Air Emissions and GHG Emission Reduction Measures) are similar in their overall purposes and deliverables.
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These achievements and goals, overall, comprise the six-task program outlined in Table 1. Additional information on the emissions inventories data, assumptions, methodology and results is presented in the Appendix. 2. Air Quality Guidelines & Regulations This section provides an overview of relevant governmental regulations associated with air quality and GHGs. 2.1 Air Quality Standards The U.S. EPA promulgates air quality regulations at the national level under the federal CAA including the primary National Ambient Air Quality Standards (NAAQS) that are health-based and the secondary standards that are environmental-oriented (e.g., decreased visibility, impacts to vegetation and damage to physical structures). The NAAQS are set for six common air pollutants, referred to as “criteria” air pollutants. These compounds are comprised of carbon monoxide (CO), nitrogen dioxide (NO2), ozone (O3), sulfur dioxide (SO2), lead (Pb), particulate matter (PM) which includes particulate matter with a diameter of 10 microns or less (PM10) and a diameter of 2.5 microns or less (PM2.5).
2.2 Air Quality Management Agencies On the federal level, management of air quality is administered by the U.S. EPA under the CAA. In Maryland, the Department of Environment (MDE) is responsible for air monitoring, enforcing the NAAQS, permitting stationary sources and development of the SIP. Regionally, the Ozone Transport Commission (OTC) is involved in efforts to address the ground- level ozone problem in the Northeast and Mid-Atlantic areas (including Maryland). On a local level, the Baltimore Metropolitan Council (BMC) assists MDE with SIP development. The Maryland Department of Transportation (MDOT), in collaboration with the BMC and the Federal Highway Administration (FHWA), prepare the Transportation Improvement Plan (TIP). Table 2 provides a listing of the federal, regional, state, and local agencies and their roles. With respect to aviation, the FAA is responsible for ensuring that airport projects follow the NEPA process and the General Conformity Rule of the CAA.
2.3 Attainment/Nonattainment Status The U.S. EPA designates areas as either meeting (i.e., “Attainment”) or not meeting (i.e., “Nonattainment”) the NAAQS. Areas that were formally Nonattainment and are on the path to Attainment are classified as Maintenance. Ozone nonattainment areas are also classified as extreme, severe, moderate, or marginal and PM nonattainment areas as either serious or moderate.
Anne Arundel County is presently designated Nonattainment for O3 and SO2 (with respect to the
2008 and 2010 standards, respectively) and is designated a PM2.5 Maintenance area. Table 3 lists the designations for each criteria pollutant for Anne Arundel County.
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Table 2 Air Quality Regulatory Agencies Agency Roles and Responsibilities Federal Environmental Protection Agency Sets clean air policies under the CAA; promulgates the (U.S. EPA) NAAQS; approves SIPs. Also, regulates aircraft emissions. Within Region 3 and headquartered in Philadelphia, PA. Federal Aviation Administration Involved in airport projects/actions evaluated under (FAA) NEPA and the General Conformity Rule of the CAA. The FAA Eastern Regional Offices are in Jamaica, NY. Federal Highway Administration Involved with MDOT and BMC in development of the (FHWA) TIP and RTP for the Baltimore area.
State Department of the Environment Implements air quality programs state-wide including air (MDE) monitoring, stationary source permitting, and development of the SIPs. The central regional offices are headquartered in Baltimore, MD. Department of Transportation Works with the FWHA and BMC on the regional (MDOT) components of the TIP. Headquartered in Hanover, MD.
Regional Ozone Transport Commission Involved in O3 transport issues in the Northeast and (OTC) Mid-Atlantic areas. Local Baltimore Metropolitan Council Involved in development of the Baltimore area SIP and (BMC) TIP. Headquartered in Baltimore, MD.
Source: KB Environmental Sciences, Inc., July 2017. Notes: CAA = Clean Air Act, NAAQS = National Ambient Air Quality Standards, NEPA = National Environmental Policy Act, SIP = State Implementation Plan, TIP = Transportation Improvement Plan.
Table 3 Anne Arundel County Attainment/Nonattainment Designations Pollutant NAAQS Designation Carbon Monoxide (CO) 1971 (1-hour/8-hour) 35 ppm/9 ppm Attainment Standard Ozone (O3) 2008 (8-Hour) Standard 0.070 ppm Nonattainment (Moderate) Nitrogen Dioxide (NO2) 1971 (1-hour/Annual) 100 ppb/53 ppb Attainment Standard Sulfur Dioxide (SO2) 2010(1-hour/3-hour) 75 ppb/0.5 ppm Nonattainment Standard 3 Particulate Matter (PM10) 1987 (24-hour) Standard 150 µg/m Attainment 3 3 Particulate Matter (PM2.5) 2012 (24-hour/Annual) 35 µg/m /12 µg/m Attainment Standard Lead (Pb) 2008 (3-month) Standard 0.15 µg/m3 Attainment Source: U.S. EPA, Green Book at https://www.epa.gov/green-book, July 2017.
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2.4 State Implementation Plans The CAA requires states with Nonattainment or Maintenance areas to develop SIPs that demonstrate compliance with the NAAQS. Common features include attainment timeframes and milestones, emissions inventories, and pertinent emission control and mitigation strategies to achieve attainment. 4 For O3, in 2013, MDE issued a SIP to meet the 8-hour 1997 ozone standard by 2012. The SIP included commitments by the state to meet the requirements for serious Nonattainment areas, as well as commitments to meet the U.S. EPA requirements for the Baltimore region, including contingency plans for 2008 and 2012 rates of progress, and an analysis of reasonably available control measures (RACM). In 2016, the U.S. EPA published a notice of proposed rulemaking (NPR) for the state of Maryland; it included its proposed approval of the SIP submitted by MDE in 2013.5
2.5 Air Monitoring Data MDE operates 25 air quality monitoring stations throughout Maryland. Table 4 lists those that encompass all six of the U.S. EPA criteria pollutants and are nearest to BWI Marshall. As shown, the closest is 1 mile east of the airport (Public Works - Anne Arundel County) and the most distant is 25 miles away (McMillan - Washington D.C.). As shown, all the monitoring data shows compliance with the NAAQS. Table 4 Ambient Air Quality Monitoring Data
Site Name Year Pollutant NAAQS (Distance to BWI Marshall) 2014 2015 2016 Public Works - Anne Arundel County 12 µg/m3 9 9 9 PM2.5 (1 mile E) 35 µg/m3 23 23 24 PM10 150 µg/m3 36 38 32 3 PM10 150 µg/m 36 38 32 Oldtown Fire Station - Baltimore City 53 ppb 16 16 15 NO2 (8 miles NE) 100 ppb 52 51 54 Furley Rec. Center - Baltimore City O3 0.07 ppm 0.065 0.065 0.069 (12 miles NE) Essex - Baltimore County 0.5 ppm 0.03 0.02 0.01 SO2 (13 miles NE) 75 ppb 22 22 20 9 ppm 1 2 2 CO 35 ppm 2 5 2
4 MDE, Baltimore Serious Nonattainment Area 0.08 ppm 8-Hour Ozone State Implementation Plan. SIP Number: 13-07. (June 17, 2013). 5 U.S. EPA, 40 CFR Part 52 Approval of Promulgation of Air Quality Implementation Plans; Maryland; Reasonable Further Progress Plan, Contingency Measures, Motor Vehicle Emission Budgets for the Baltimore 1997 8-Hour Ozone Serious Nonattainment Area [EPA-R03-OAR-2015-0788;FRL-9949-70- Regioon 3], August 1, 2016.
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Table 4 Ambient Air Quality Monitoring Data
Site Name Year Pollutant NAAQS (Distance to BWI Marshall) 2014 2015 2016 McMillan - Washington D.C. Pb 0.15 µg/m3 0.01 0.01 0.01 (25 miles SW) Sources: U.S. EPA AirData - Monitor Value Reports, June 2017, http://www.epa.gov/airdata/ and MDE http://www.mde.state.md us/programs/Air/AirQualityMonitoring/Pages/HistoricalData.aspx.
3. GHG Guidelines & Regulations There are a number of governmental and non-governmental organizations (NGOs) with regulations, guidelines and goals pertaining to aviation, and GHGs. This section provides summary information on these programs.
3.1 International Guidelines At the international level, there are two principal organizations that deal with GHGs associated with aviation: . United Nations - The U.N. Framework Convention on Climate Change (UNFCCC), called the “Paris Agreement” and ratified in 2016, calls for the reversal of global temperatures by limiting the causes of global warming. Under this accord, the U.S. committed with the prior administration to reduce GHGs “by at least 26% of 2005 levels by 2025.” However, in 2017, the U. S. withdrew from the agreement. The aviation industry is included among the participants in an effort to reduce GHG emissions. . International Civil Aviation Organization (ICAO) - Representing the aviation industry world- wide, ICAO has set multi-faceted goals to reduce GHGs, including: - Reduce emissions by 50 percent relative to 2005 levels; - Stabilize emissions from 2021 (voluntary) to 2027 (mandatory) through carbon-neutral growth and offsetting; - Improve fleet fuel efficiency by 1.5 percent per year until 2020; and
- Implement an engine CO2 emissions standard. The ICAO goals serve as the basis for GHG reductions supported by the U.S. EPA, the FAA and other aviation industry and non-governmental organization (NGO) entities.
3.2 Federal Guidelines The relevant air quality federal GHG guidelines and goals are discussed below by agency: . U.S. EPA - The U.S. EPA regulates GHG emissions and has adopted ICAO emission standards for aircraft engines. The U.S. had committed with the prior administration to reduce “by at least 26% of 2005 levels by 2025”. However, the U.S. involvement in this agreement is presently subject to change.
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. Federal Aviation Administration (FAA) - The FAA’s goals for GHG reductions are aimed at aircraft engines and are in alignment with ICAO’s policies pertaining to emission standards and carbon-neutral growth. Emphasis is placed on new and advancing technologies such as aircraft and engine design, operational improvements, alternative fuels and ongoing research.
3.3 Maryland Guidelines Maryland’s policies towards reducing GHG emissions at the state level encompass the following: . The Maryland Commission on Climate Change (MCCC) – The MCCC was established in 2007 and is tasked with developing and updating Maryland’s Climate Action Plan (CAP). The MCCC comprises of state agencies, General Assembly members, local government officials, and representatives from the private sector and NGOs. MCCC produced a CAP which was the catalyst for the Greenhouse Gas Emissions Reduction Act (GGRA) of 2009. The GGRA calls for the state-wide goal “of a 40 percent reduction of the 2006 ‘Baseline’ levels by 2030.” The MDE currently reports compliance with this goal. . Regional Greenhouse Gas Initiatives (RGGI) - This initiative is a cooperative effort by nine
Northeast and Mid-Atlantic States, including Maryland, to reduce CO2 emissions primarily from power plants. The program also directly funds energy efficiency and cleaner energy programs that will help lower GHGs at the regional level. . GHG Legislation - Within the past several years, Maryland has introduced and passed four pieces of legislation addressing emissions of GHG that will assist the state to meet its climate change goals: - The EmPOWER Maryland Energy Efficiency Act - This 2008 Act sets targets to reduce energy consumption and peak demand from a 2007 baseline by 15 percent by the end of 2015. Recommendations to extend the energy efficiency goals beyond 2015 have been made by the Maryland Energy Administration. - Maryland’s Renewable Portfolio Standard (RPS) - Enacted in May 2004 the RPS requires electricity suppliers to procure a minimum portion of their electric retail sales by eligible renewable energy sources. In 2017, Maryland lawmakers increased the state's renewable portfolio standard from previous 20 to 25 percent by 2020. - The Maryland Healthy Air Act (HAA) – Adopted as law in 2006, the Act included a provision for Maryland to join the RGGI. The Maryland allocation in RGGI is expected 6 to reduce CO2 emissions by approximately 8.7 million tons by 2020. - Maryland Strategic Energy Investment Program - Established in 2008 to help decrease energy demand and increase the supply of clean, renewable energy. The program helps to reduce household energy bills, address global climate change, and promote energy independence.
6 Maryland Department of the Environment, Comprehensive Greenhouse Gas and Carbon Footprint Reduction Strategy, August 2008, http://www.mde.state.md.us/assets/document/Air/ClimateChange/Chapter4.pdf. 6 | Page
- Maryland Climate Change Commission Act - Signed into law in 2015. The tasks and responsibilities assigned to the MCCC under the Act are generally similar to those under the 2014 Executive Order. With respect to aviation, none of the above programs apply directly to airports. 4. Sources of Emissions at BWI Marshall The primary sources of emissions associated with BWI Marshall are typical of most commercial airports of similar size and function. The primary emission sources include aircraft engines; auxiliary power units (APUs) and ground support equipment (GSE); an assortment of stationary sources (e.g. boilers, emergency generators, fire training activities) and fuel storage facilities; and motor vehicles operating on- and off-airport roadways, and parking facilities. For the most part, the emissions occur from the combustion of fossil fuels (i.e., jet fuel, diesel, gasoline, natural gas, etc.) and to a lesser extent from evaporation of chemical compounds (deicing fluids). Table 5 contains a listing of the emissions sources associated with BWI Marshall.
Table 5 Emission Sources at BWI Marshall
Emission Sources Characteristics Aircraft - Exhaust products of fuel combustion vary depending on aircraft engine type (e.g. turbo-jet, turbo-prop, etc.), fuel type (e.g., Jet-A and Avgas), number of engines, power setting (e.g. taxi/idle, take-off, cruise), and amount of fuel burned. APU/GSE – This includes the exhaust products of fuel combustion from aircraft service trucks, tow tugs, belt loaders and other portable equipment. Emissions are also emitted by auxiliary power units used to furnish power to some aircraft when the main engines are off. Ground Access Vehicles (GAV) – This includes the exhaust products of fuel combustion from patron, employee and cargo motor vehicles approaching, departing, and moving with the airport. These include automobiles, vans and buses. Emissions vary depending on vehicle type (i.e., gasoline, diesel, etc.) and the amount of fuel consumed. Stationary Sources & Fuel Facilities – This includes the exhaust products of fossil fuel combustion in boilers for space heating, emergency generator units and training fires and fugitive emissions associated with the compressed natural gas (CNG) station. This also includes, to a lesser extent, the evaporation of certain chemical compounds such as deicing fluids. Electrical Usage – This includes the emissions associated with the production of electricity at off-site utilities that use coal, oil or natural gas.
5. Air Emissions Inventory The following sections present the overall approach and methodology used for updating the BWI Marshall Emissions Inventory for the U.S. EPA criteria pollutants (and their precursors). The GHG results are reported separately in Section 5.2.
5.1 Prior Emission Inventories For consistency and to the fullest extent possible, the process for preparing this emissions inventory is the same as those used for the Air Quality Management Plans of 2006 and 2013 and
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the 2008 GHG assessment reported in 2013. The exceptions are discussed in the following sections. Table 6 presents a list of prior emission inventories developed for BWI Marshall. Table 6 BWI Marshall Emission Inventories Title Years Comments Criteria pollutant emissions inventories were 2006 Air Quality Assessment 2002 & 2010 conducted for 2002 (baseline year) and 2010 Update (future year). 2008 BWI GHG Assessment 2006 GHG emissions inventory for analysis year 2006. Criteria pollutant and GHG emissions inventories 2013 Air Quality Management 2011, 2015 & 2020 were conducted for current (2011) and future Plan years (2015 and 2020).
5.2 Sources of Information & Data Consistent with prior BWI Marshall emission inventories, sources of information and data for this update are presented in Table 7 and further discussed below: Table 7 Sources of Information and Data
Emission Source Information and Data Aircraft . Total operations and fleet mix – HNTB Fleet Mix forecast for the BWI Marshall Airport EA for Proposed Improvements 2016-2020 . Taxi Times-in-mode – FAA Aviation System Performance Metrics (ASPM), Bureau of Transportation Statistics, and 2011 Baltimore/Washington International Thurgood Marshall Master Plan Technical Report . Emission factors – FAA Aviation Environmental Design Tool (AEDT 2c Service Pack 2) and U.S. EPA GHG Emission Factors Hub . Fuel Usage – derived from AEDT 2c Auxiliary Power . Emission factors – AEDT 2c Units (APU) . APU types and operating times – AEDT 2c default data . Engine and fuel types – AEDT 2c default data . Fuel Usage – derived from AEDT 2c Ground Support . Emission factors – AEDT 2c Equipment (GSE) . GSE fleet mix and operating times – AEDT 2c default data . Engine and fuel types – AEDT 2c default data . Fuel Usage – derived from AEDT 2c Ground Access . Traffic volumes and fleet mix – Based on BWI Marshall Peak Vehicles (GAV) Summer of 2012 Traffic Counts . Roadway operating speeds – Based on BWI Marshall Peak Summer of 2012 Traffic Counts . Emission factors – MOVES 2014a . MOVES County-level Input Files – Maryland Department of Environment
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Table 7 Sources of Information and Data
Emission Source Information and Data Stationary Sources & . Emission factors – AEDT 2c and U.S. EPA GHG Emissions Factors Hub Fuel Facilities . Source and fuel types – MDOT MAA (Email dated January 6, 2017) . Fuel throughput volumes – MDOT MAA (Email dated January 6, 2017) . Deicing Usage – MDOT MAA (Email dated January 30, 2017) Electrical Usage . Electrical Usage – MDOT MAA (Email dated January 4, 2017) . Emissions factors – U.S. EPA Year 2012 eGRID, October 2015 Refrigerants . Refrigerant Usage – Based on 2016 Monthly Operation Reports . Emission factors – U.S. EPA Refrigerant Leak Rate Regulation Waste Management . Solid waste and recycling tonnage – Based on 2011 Recycling Reports . Emission factors – U.S. EPA Waste Reduction Model (WARM Version 12)
5.3 Aircraft Existing and future year aircraft operational and fleet mix data for BWI Marshall were obtained from HNTB Fleet Mix forecast for the BWI Marshall Airport EA for Proposed Improvements 2016-2020. Aircraft taxi/delay times were obtained from the FAA's ASPM. For Southwest Airline, these data were also adjusted to account for single-engine taxiing. The future year 2020 and 2025 inputs were derived using 2016 data. Emissions from aircraft were estimated using the latest FAA Aviation Environmental Design Tool (AEDT 2c Service Pack 2).
5.4 Auxiliary Power Units (APU) Aircraft APU assignments and operating times were obtained from the AEDT and are viewed as conservatively high values.
5.5 Ground Support Equipment (GSE) GSE emissions are based on the type of equipment used to service each aircraft, the operating times (by LTO) and fuel types obtained from AEDT.
5.6 Ground Access Vehicles (GAV) GAV sources of data used for this analysis are summarized as follows: . On-Airport GAV - GAV types, volumes and speeds operating on on-airport roadways were based on the BWI Marshall Peak Summer of 2012 Traffic Counts.7 Current and future- year traffic was extrapolated from these data according to the corresponding growth in airport enplanements over this same timeframe. . Off-Airport GAV - Data for GAV traveling to and from the airport on off-airport roadways were developed based on the BWI Marshall Peak Summer of 2012 Traffic Counts. Consistent with the On-Airport GAV data described above, current and future-year traffic
7 Prepared by Daniels Consultants, August 17, 2012. 9 | Page
was extrapolated from corresponding growth in airport enplanements over this same timeframe. . GAV Parking Facilities - Parking facilities include the Hourly, Express Service, Daily and Long-Term A and B garages. GAV parked and operating along the terminal curbsides were also included. Traffic data for each facility were obtained from the BWI Marshall Peak Summer of 2012 Traffic Counts - and again, adjusted for current and future conditions based on the growth in enplanement levels over this same timeframe. Terminal curbside data were also developed in the same manner. The latest version of the U.S. EPA’s Motor Vehicle Emission Simulator model (MOVES 2014a) was used to compute GAV emission factors. Model input parameters for Anne Arundel County were obtained from the MDE.
5.7 Stationary Sources Emissions attributable to fuel combustion in boilers and emergency generators are a function of equipment type, size, fuel usage and fuel type. Non-combustion sources such as fuel facilities and de-icing operations are based on throughput volumes, evaporative characteristics and storage facility design. Source-specific information are described as follows: . Boilers - The BWI Central Utility Plant (CUP) contains three dual-fired hot water boilers (two units at 25 and one at 55 million Btu.) fueled with natural gas and with No. 2 fuel oil as back-up. A 2.5 million Btu. boiler is located within Building 123 and additional, smaller boilers, are associated with B-Pier, E-Pier, Lufthansa Sky Chef Building and the Air Rescue and Fire Fighting (ARFF) Building. . Generators – There are 13 similar large/permitted emergency generators located at the airport. Their sizes, operating characteristics and fuel throughput data were provided by MDOT MAA. . Training Fires - Used intermittently for live-fire training drills, the fires may last from one to three minutes and consume approximately 750 to 1,000 gallons of a mixture of Jet-A and diesel fuel. Annual fuel usage data was obtained from MDOT MAA for 2016. . Fuel Storage and Handling Facilities - Fuel storage and handling activities for these sources create breathing and working losses of VOCs. Breathing is the evaporative emissions from fuel storage tanks; working losses are from filling and emptying the storage tanks and the refueling of aircraft and fuel trucks. Annual fuel usage data for representative storage tanks (i.e., Jet A, Avgas, diesel and motor gasoline) were provided for 2016 by MDOT MAA. Fuel throughputs for current and future conditions were derived based on growth in aircraft operations over this timeframe. . Aircraft & Runway Deicing Activities - Aircraft and runway deicing fluid (i.e., propylene glycol) data for 2016 was provided by MDOT MAA. Future year usage was also estimated based on growth in aircraft operations over this timeframe. 5.8 Sources of GHG Information & Data Other sources included in the emissions inventory are those associated with GHG emissions. These include electrical usage; refrigerants from heating, ventilating, and air-conditioning 10 | Page
(HVAC) systems; and those from recycling of solid waste. The majority of the usage data was provided by MDOT MAA and/or derived from U.S. EPA data and models. 8 6. Emission Inventory Results This section summarizes and discusses the results of the emissions inventory for BWI Marshall. Because the criteria pollutant and GHG components of the emissions inventories vary by source and reporting metrics, the results are reported and discussed separately. Further details on the results are also presented in the appendices.
6.1 Criteria Pollutants The results of the criteria pollutant emissions inventory for BWI Marshall are presented in Table 8. For consistency and comparative purposes, the results are presented in the same format as the 2013 AQMP. Table 8 Criteria Pollutant Emissions Inventory Summary (tons/year) Year Pollutant 2016 2020 2025 Carbon Monoxide (CO) 3,433 2,911 2,818 Volatile Organic Compounds (VOC) 317 299 289
Nitrogen Oxides (NOx) 1,848 1,726 1,739
Sulfur Dioxide (SO2) 102 109 137
Particulate Matter 10 micrometers (PM10) 107 104 87
Particulate Matter 2.5 micrometers (PM2.5) 48 44 35 Source: KB Environmental Sciences, Inc., July 2017. Note : These emissions include both on- and off-airport sources.
As shown, CO and NOx comprise the two leading forms of emissions. This outcome is expected and attributable to ground-based sources of emissions (e.g., aircraft taxi/delay, APU use, GSE operations). Under these low-power conditions emissions are characterized by high CO emissions. In contrast, NOx emissions are associated with aircraft engines under high power settings during takeoff, climb-out and landing operations. VOCs, SO2 and PM10/2.5 are generated under both low- and high-power conditions - but of far lesser amounts. These data are also provided graphically in Figure 1. From this, it is evident that these emissions are estimated to decrease when comparing current (2016) to future-year (2020, 2025) conditions.
8 FAA Aviation Environmental Design Tool (AEDT 2c Service Pack 2) and the U.S. EPA Motor Vehicle Emission Simulator model (MOVES 2014a) models. 11 | Page
Figure 1: Criteria Pollutant Emissions Inventory Summary
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2020 Tons 1500 2025 1000
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0 CO VOC NOx SO2 PM10 PM2.5
As a means of further understanding the sources of emissions associated with BWI Marshall, Tables 9 through 11 provide a breakdown of the results by emission source.
Table 9 CO Emissions Inventory by Source & Year 2016 2020 2025 Source Category Percent Percent Percent Tons of Total Tons of Total Tons of Total Aircraft 1,027 30 1,059 36 1,390 49 Auxiliary Power Units 42 1 31 1 42 1 Ground Support Equipment 456 13 278 10 224 8 On-Airport Motor Vehicles 109 3 87 3 65 2 Stationary Sources 9 <1 9 <1 9 <1 On-Airport Subtotal 1,644 48 1,465 50 1,731 61 Off-Airport (Roadways) Subtotal 1,789 52 1,446 50 1,087 39 Total 3,433 100 2,911 100 2,818 100 Source: KB Environmental Sciences, Inc., July 2017.
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Table 10 VOC Emissions Inventory by Source & Year 2016 2020 2025 Source Category Percent Percent Percent Tons of Total Tons of Total Tons of Total Aircraft 168 53 175 58 207 72 Auxiliary Power Units 3 1 3 1 3 1 Ground Support Equipment 16 5 10 3 9 3 On-Airport Motor Vehicles 7 2 6 2 4 1 Stationary Sources 3 1 3 1 3 1 On-Airport Subtotal 198 62 197 66 225 78 Off-Airport (Roadways) Subtotal 119 38 102 34 63 22 Total 317 100 299 100 289 100 Source: KB Environmental Sciences, Inc., July 2017.
Table 11
NOx Emissions Inventory by Source & Year 2016 2020 2025 Source Category Percent Percent Percent Tons of Total Tons of Total Tons of Total Aircraft 871 47 984 57 1,247 72 Auxiliary Power Units 39 2 42 2 42 2 Ground Support Equipment 52 3 30 2 22 1 On-Airport Motor Vehicles 53 3 39 2 24 1 Stationary Sources 20 <1 20 2 20 2 On-Airport Subtotal 1,034 56 1,116 65 1,356 78 Off-Airport (Roadways) Subtotal 815 44 611 35 383 22 Total 1,848 100 1,726 100 1,739 100 Source: KB Environmental Sciences, Inc., July 2017.
6.2 Greenhouse Gases The results of the GHG emission inventory for BWI Marshall are provided graphically in Figure 2. As shown from 2016 to 2020, total GHG emissions are estimated to increase by 13 percent, and from 2016 to 2025, by 29 percent. These increases are due largely to increases in aircraft operations and changes in aircraft fleet mix as a result of regional growth in air travel demand.
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Figure 2: Total GHG Emissions Inventory by Year
1,000,000 900,000 800,000 700,000
2e 600,000
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MT of CO 400,000
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- 2016 2020 2025
Tables 12 through 14 further segregate the GHG emission by source, and on an annual basis. These results are also reported as percentages by overall total and Scope. As shown, GHG emissions associated with aircraft and GAV using on-and off-airport roadways are the largest sources within their respective scopes for all three years. Table 12 GHG Emissions Inventory for 2016, by Source & Scope
Sources CO2e (MT) % of Scope % of Total Scope 1 - Direct Emissions On-Airport Motor Vehicles 38,612 78 5 Stationary Sources 10,236 21 1 Refrigerant 342 <1 <1 Waste Management (8,331) -- -- Total 40,858 100 6 Scope 2 - Indirect Emissions Electrical Usage 40,289 100 6 Total 40,289 100 6 Scope 3 - Indirect & Optional Aircraft 216,430 34 30 Auxiliary Power Unit 16,407 3 2 Ground Support Equipment 38,245 6 5 On- and Off-Airport Motor Vehicles 370,773 58 51 Total 641,855 100 88 Overall Total 723,002 -- 100 Source: KB Environmental Sciences, Inc., 2017.
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Table 13 GHG Emissions Inventory for 2020, by Source & Scope
Sources CO2e (MT) % of Scope % of Total Scope 1 - Direct Emissions On-Airport Motor Vehicles 43,835 81 5 Stationary Sources 10,236 19 1 Refrigerant 342 <1 <1 Waste Management (9,795) -- -- Total 44,619 100 6 Scope 2 - Indirect Emissions Electrical Usage 40,289 100 5 Total 40,289 100 5 Scope 3 - Indirect & Optional Aircraft 239,556 33 29 Auxiliary Power Unit 17,095 2 2 Ground Support Equipment 39,066 5 5 On- and off-Airport Motor Vehicles 434,274 59 53 Total 729,992 100 89 Overall Total 814,900 -- 100 Source: KB Environmental Sciences, Inc., 2017.
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Table 14 GHG Emissions Inventory for 2025, by Source & Scope
Sources CO2e (MT) % of Scope % of Total Scope 1 - Direct Emissions On-Airport Motor Vehicles 45,462 81 5 Stationary Sources 10,236 18 1 Refrigerant 342 <1 <1 Waste Management (10,775) -- -- Total 46,265 100 6 Scope 2 - Indirect Emissions Electrical Usage 40,289 100 4 Total 40,289 100 4 Scope 3 - Indirect & Optional Aircraft 307,285 36 33 Auxiliary Power Unit 17,580 2 2 Ground Support Equipment 40,957 5 4 On- and off-Airport Motor Vehicles 476,819 57 51 Total 842,641 100 90 Overall Total 929,195 -- 100 Source: KB Environmental Sciences, Inc., 2017.
Shown in Table 15 are the GHG emissions results by Scope and year. As shown, for all the years the majority of the GHG emissions are Scope 3 (i.e., those associated with the activities of the airport, but that are owned and controlled by the public and tenants). Notably, MDOT MAA has the most control and management potential over Scopes 1 (i.e., sources that are owned and controlled by MDOT MAA) and a portion of Scope 2 (i.e., emissions associated with the generation of petroleum-based electricity consumed or produced by the MDOT MAA and airport tenants). Table 15
GHG Emissions Inventory by Scope (MT of CO2e) Scope 2016 2020 2025 Scope 1 40,858 44,619 46,265 Scope 2 40,289 40,289 40,289 Scope 3 641,855 729,992 842,641 Total 723,002 814,900 929,195
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Figure 3 provides a graphical representation of GHG emissions associated with BWI Marshall, by scope, over the next ten-year period. As shown in Figure 3, the majority of the GHG emissions are classifiable as Scope 3 (90 percent): those associated with the activities of the airport, but are associated with sources that are owned and controlled by others (e.g., aircraft). Notably, MDOT MAA has the most control and management potential over Scopes 1 (e.g., stationary sources) and a portion of Scope 2 (e.g., electrical consumption). Among the three primary GHGs, CO2 comprises the overwhelming majority representing over 99 percent of the total, followed by N2O and CH4 (i.e., less than 1 percent each). The detailed GHG emissions inventory results by GHG source type are further summarized in the Appendix. From this, the following observations are considered significant: . Scope 1 – As shown, these MDOT MAA owned and controlled emissions slightly increase within the next ten-year period. . Scope 2 – Emissions associated with the generation of petroleum-based electricity consumed or produced by MDOT MAA and airport tenants do not vary over time. . Scope 3 – Emissions attributable to sources and activities of the MDOT MAA airports but are owned and controlled by tenants and public are the greatest GHG contributors and show an increase over the next ten-year period. Figure 3: GHG Emissions Inventory Summary by Scope and Year
900,000
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7. Comparison to the 2013 AQMP A comparison of the criteria pollutant and GHG emission inventory results to the previous 2013 AQMP (conducted for years 2011, 2015 and 2020) is presented in Tables 16 and 17, respectively.
As shown in Table 16, all criteria pollutants increase except for SO2. These increases are due largely to (i.) the differences in the assumptions, methodology and emission factor model(s) used between the two inventories to estimate emissions from GAV sources; and (ii.) the changes in aircraft fleet and aircraft modeling tools (EDMS vs. AEDT). Conversely, as shown in Table 17, total GHG emissions decrease substantially compared to the 2013 AQMP due to the inclusion of
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aircraft cruise emissions in the prior emission inventory. These differences are further detailed in the Appendix. Table 16 Comparison with Prior 2013 AQMP Criteria Pollutant Emission Inventory (tons) 2013 AQMP 2016 AQMP Pollutant 2011 2015 2020 2016 2020 2025 Carbon Monoxide (CO) 2,328 2,337 2,356 3,433 2,911 2,818 Volatile Organic Compounds (VOC) 214 201 213 317 299 289
Nitrogen Oxides (NOx) 1,453 1,553 1,618 1,848 1,726 1,739
Sulfur Dioxide (SO2) 121 142 158 102 109 137
Particulate Matter 10 micrometers (PM10) 51 53 54 107 104 87
Particulate Matter 2.5 micrometers (PM2.5) 42 43 42 48 44 35 Source: KB Environmental Sciences, Inc., 2017. Note: These emissions include both on- and off-airport sources. Table 17
Comparison with Prior 2013 AQMP GHG Emissions Inventory (MT CO2e) 2013 AQMP 2016 AQMP GHG 2011 2015 2020 2016 2020 2025 Total 2,361,889 2,471,903 2,719,218 723,002 814,900 929,195 Source: KB Environmental Sciences, Inc., 2017.
8. Conclusion Based on the outcomes of the updated emissions inventory for BWI Marshall, the following are the most significant:
. CO and NOx comprise the two leading forms of criteria pollutant emissions, with VOC, SO2 and PM10/2.5 emitting far lesser amounts. . Aircraft and off-airport motor vehicles are the largest contributors of criteria emissions in 2016, 2020 and 2025. . Overall criteria pollutant emissions decrease with time even though aircraft operations are expected to increase. This can be attributed to the fact that aircraft emissions will be offset in the future by the decreases in the emission factors from motor vehicles. . The majority of the GHG emissions, approximately 90 percent, are classifiable as Scope 3, those associated with the activities of BWI Marshall, but that are owned and controlled by the public and tenants. Notably, MDOT MAA has the most control and management potential over Scopes 1 and 2. . Total GHG emissions are shown to decrease substantially compared to the 2013 AQMP due to the inclusion of aircraft cruise emissions in prior emission inventory.
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. Total criteria pollutant emissions show an increase compared to the 2013 AQMP, with the exception of SO2, due primarily to the differences in emission factor models used in prior emission inventory.
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[End of Report]
Prepared by: KB Environmental Sciences, Inc. in association with HNTB
List of Preparers KBE - Mike Kenney, Paola Pringle, Christin Gentz, Dave Wood. MDOT MAA - Robin Bowie, Christine Varney HNTB - Quality Control Review Rob Bolich, Kim Hughes
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Task 5
APPENDIX Air Quality & GHG Management Plans Update
Prepared for: Maryland Department of Transportation Maryland Aviation Administration
August 2017
[Blank Page]
Table of Contents
A. AIRCRAFT OPERATIONS ...... 2
B. AIRCRAFT TIME IN MODE ...... 11
C. AIRCRAFT EMISSION FACTORS ...... 11
D. GROUND SUPPORT EQUIPMENT ...... 12
E. AUXILIARY POWER UNITS ...... 13
F. GROUND ACCESS VEHICLES ...... 14
G. STATIONARY SOURCES ...... 16
H. OTHER SOURCES ...... 18
I. EMISSION INVENTORIES RESULTS ...... 19
a. Criteria Pollutant ...... 19
b. Greenhouse Gases ...... 25
c. Comparison to Prior 2013 AQMP...... 29
List of Tables Table A-1 Aircraft Fleet Mix and Operations for 2016 2 Table A-2 Aircraft Fleet Mix and Operations for 2020 5 Table A-3 Aircraft Fleet Mix and Operations for 2025 8 Table A-4 Aircraft GHG Emission Factors 12 Table A-5 GSE GHG Emission Factors 13 Table A-6 Annual Roadway Traffic Volumes 14 Table A-7 Annual Terminal Curbside and Parking Lot Traffic Volumes 15 Table A-8 2016 Emission Factors for Motor Vehicles (grams/mile) 15 Table A-9 2020 Emission Factors for Motor Vehicles (grams/mile) 15 Table A-10 2025 Emission Factors for Motor Vehicles (grams/mile) 16 Table A-11 MDOT MAA Fleet Fuel Usage (gallons) 16 Table A-12 GHG Emission Factors for Stationary Sources 16 Table A-13 List of Boilers and Usage 17 Table A-14 List of Generators and Usage (gallons) 17 Table A-15 List of Fuel Storage Tanks and Usage (gallons) 18 Table A-16 GHG Emission Factors for Stationary Sources 19 Table A-17 Refrigerant Usage and Emissions 19 Table A-18 Criteria Pollutant Emissions Inventory Summary (tons/year) 20
Table A-19 CO Emissions Inventory by Source (tons/year) 21 Table A-20 VOC Emissions Inventory by Source (tons/year) 21
Table A-21 NOx Emissions Inventory by Source (tons/year) 22 Table A-22 SO2 Emissions Inventory by Source (tons/year) 22
Table A-23 PM10 Emissions Inventory by Source (tons/year) 23
Table A-24 PM2.5 Emissions Inventory by Source (tons/year) 23 Table A-25 GHG Emissions Inventory by Year 25 Table A-26 GHG Emissions Inventory for 2016, by Source & Scope 26 Table A-27 GHG Emissions Inventory for 2020, by Source & Scope 27 Table A-28 GHG Emissions Inventory for 2025, by Source & Scope 28
Table A-29 GHG Emissions Inventory by Scope and Year (MT of CO2e) 29 Table A-30 Comparison of Criteria Pollutant and GHG Results with Prior 2013 AQMP 30 Table A-31 2013 AQMP Motor Vehicle Emission Factors (g/mile) 31 Table A-32 2016 AQMP Motor Vehicle Emission Factors (g/mile) 31
List of Figures Figure A-1 Aircraft Criteria Pollutant Emissions Inventory Summary (tons per year) 20 Figure A-2 GHG Emissions Inventory by Year 25 Figure A-3 GHG Emissions Inventory by Scope and Year 29
Task 5 - APPENDIX
This Appendix presents the overall data, assumptions, methodology and results of the emissions inventories prepared for Baltimore/Washington International Thurgood Marshall Airport (BWI Marshall). The analysis was conducted for the years 2016, 2020 and 2025, and include the U.S. Environmental Protection Agency (USEPA) criteria pollutants (and their precursors) as well as greenhouse gases (GHGs). The findings of the emissions inventories are based on actual and estimated operational data such as aircraft fleet mix, fuel usages, traffic volumes and vehicle miles traveled (VMT) for airport- related sources. This data is then applied to appropriate emission factors (i.e., in tons of emissions per gallons of fuel or grams per mile traveled). For purposes of this analysis, the data documented in this Appendix are broken out by: . Aircraft Operations . Aircraft Time in Mode . Aircraft Emission Factors . Ground Support Equipment (GSE) . Auxiliary Power Units (APU) . Ground Access Vehicles (GAV) . Stationary Sources . Other Sources Summary results of the criteria pollutant and GHG emissions inventories are also provided as part of this Appendix. The criteria pollutant emissions inventories evaluated carbon monoxide (CO), volatile organic compounds (VOC), nitrogen dioxide (NO2), sulfur dioxide (SO2), particulate matter less than 10 micrometers in diameter (coarse or PM10), and particulate matter less than 2.5 micrometers in diameter (fine or PM2.5). The GHGs evaluated for this analysis comprise of carbon dioxide (CO2), methane (CH4) and nitrous oxides (N2O). Taken together, they are expressed as CO2 equivalents (CO2e). The input data were either based on BWI Marshall records provided by the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA), Federal Aviation Administration (FAA) data and information or derived from the latest version of the Aviation Environmental Design Tool (AEDT 2c service pack 2)1 and the USEPA Motor Vehicle Emissions Simulator (MOVES version 2014a)2 motor vehicle emission factor model.
1 FAA, Aviation Environmental Design Tool (AEDT) User’s Manual, Version 2c, March 2017 https://aedt.faa.gov/2c_information.aspx. 2 USEPA, Motor Vehicle Emissions Simulator (MOVES), User Guide for MOVES2014a, November 2015, https://www.epa.gov/moves/moves2014a-latest-version-motor-vehicle-emission-simulator-moves.
A-1
A. AIRCRAFT OPERATIONS
Existing and forecasted future aircraft operational data were obtained from the HNTB Fleet Mix Forecast for the BWI Marshall Airport Environmental Assessment for Proposed Improvements 2016-2020. Based on knowledge of the airline operating each flight, the specific aircraft type and engine combinations were identified, using industry publications. Where unavailable, aircraft engine assignments were based on AEDT default values, which are based on the most popular aircraft/engine Aircraft assignments for U.S. aircraft fleet. Tables A-1 through A-3 provide the annual aircraft operations along with the respective aircraft/engine combinations for 2016, 2020, and 2025, respectively.
Table A-1 Aircraft Fleet Mix and Operations for 2016 Aircraft Engine Operations Aerospatiale SA-355F Twin Star (AS-355) 250B17 6 Agusta A-109 250B17 14 Airbus A300F4-600 Series 1PW056 638 Airbus A310-300 Series 1GE016 4 Airbus A319-100 Series 3IA006 6,988 Airbus A320-200 Series 1CM008 4,702 Airbus A320-200 Series 1IA003 8,836 Airbus A321-200 Series 1IA005 2,960 Airbus A330-300 Series 1GE033 4 Airbus A330-300 Series 3RR030 4 Airbus A340-200 Series 1CM010 2 B787-8R 2GE048 6 Bell 206B-3 250B17 2 Bell 407 / Rolls-Royce 250-C47B 250B17 26 Bell 427 TPE1 4 Bell 429 TPE1 6 Bell 430 250B17 12 Boeing 717-200 Series 4BR007 530 Boeing 737-200 Series 1PW014 6 Boeing 737-300 Series 1CM005 8 Boeing 737-300 Series 1CM004 30,990 Boeing 737-400 Series 1CM006 380
A-2
Table A-1 Aircraft Fleet Mix and Operations for 2016 Aircraft Engine Operations Boeing 737-500 Series 1CM006 6 Boeing 737-700 Series 3CM032 96,398 Boeing 737-800 Series 4CM042 35,764 Boeing 747-400 Series 1PW042 390 Boeing 757-200 Series 1PW039 1,434 Boeing 757-200 Series 3RR034 374 Boeing 757-300 Series 5RR039 24 Boeing 767-200 Series Freighter 1PW026 6 Boeing 767-200 Series 2GE039 768 Boeing 767-300 Series 1PW043 1,646 Boeing 767-400 ER 2GE055 10 Boeing 777-200-ER 6GE090 102 Boeing 777-300 Series 2RR027 2 Boeing DC-10-10 Series 1GE001 804 Boeing DC-9-30 Series 1PW007 22 Boeing MD-10-30 3GE074 232 Boeing MD-11 1PW052 6 Boeing MD-11 2GE049 12 Boeing MD-82 4PW069 308 Boeing MD-83 4PW071 4,668 Boeing MD-90 1IA002 1,548 Boeing MD-90 1IA004 1,730 Bombardier Challenger 600 1TL001 4,428 Bombardier CRJ-700-LR 8GE110 32 Bombardier CRJ-900 8GE107 1,576 Bombardier de Havilland Dash 8 Q400 PW123 1,394 Bombardier Learjet 35A/36A (C-21A) TFE731 1,660 Cessna 172 Skyhawk TSIO36 277 Cessna 182 IO360 219 Cessna 206 TIO540 238 Cessna 208 Caravan PT6A14 4,717 Cessna 441 Conquest II TPE8 362
A-3
Table A-1 Aircraft Fleet Mix and Operations for 2016 Aircraft Engine Operations Cessna 500 Citation I 1PW036 1,582 Cessna 525 Citation Jet 10PW099 36 Cessna 550 Citation II PW530 1,066 Cessna 560 Citation V 1PW038 202 Cessna 560 Citation V PW530 202 Cessna 560 Citation XLS BIZMEDIUMJET_F 2,040 Cessna 650 Citation III 1AS002 216 Cessna 680 Citation Sovereign BIZMEDIUMJET_F 764 Cessna 750 Citation X 6AL024 1,778 CESSNA CITATION 510 PW615F 290 DeHavilland DHC-6-200 Twin Otter PT6A27 1,778 DeHavilland DHC-8-100 PW121A 3,256 Dornier 328-100 Series PW119C 6 EADS Socata TB-9 Tampico IO320 594 Eclipse 500 / PW610F PW610F-A 70 Embraer EMB120 Brasilia PW118 14 Embraer ERJ145 6AL008 1,714 Embraer ERJ145-LR 6AL006 5,514 Embraer ERJ170-LR 10GE130 250 Embraer ERJ175 8GE108 998 Embraer ERJ190 10GE132 3,588 Eurocopter EC-130 TPE3 2 Gulfstream G550 3BR001 556 Gulfstream IV-SP 1RR019 850 Hawker HS748-2B DART52 4 Israel IAI-1125 Astra 1AS002 1,246 Kaman SH-2 Seasprite T70041 28 Lockheed C-130 Hercules T56A15 732 Mitsubishi MU-300 Diamond 1PW037 16 Piper PA-24 Comanche TIO540 717 Piper PA-30 Twin Comanche IO320 4 Piper PA-42 Cheyenne Series PT6A41 42
A-4
Table A-1 Aircraft Fleet Mix and Operations for 2016 Aircraft Engine Operations Raytheon Beech 1900-D PT67D 12 Raytheon Beech Baron 58 TIO540 554 Robinson R22B IO320 6 Robinson R44 Raven TIO540 6 Saab 340-B CT79B 6 Sikorsky S-76 Spirit T70070 42 Sikorsky UH-60 Black Hawk T70070 1 1985 1-ENG COMP TIO540 1,269 1985 BUSINESS JET 1AS002 340 Total 2016 Operations 249,676 Source: HNTB Fleet Mix forecast for the BWI Marshall Airport Environmental Assessment for Proposed Improvements 2016-2020.
Table A-2 Aircraft Fleet Mix and Operations for 2020 Aircraft Engine Operations Aerospatiale SA-355F Twin Star (AS-355) 250B17 4 Agusta A-109 250B17 12 Airbus A300F4-600 Series 1PW056 40 Airbus A310-300 Series 1GE016 8 Airbus A319-100 Series 3IA006 10,660 Airbus A320-200 Series 1CM008 2,686 Airbus A320-200 Series 1IA003 7,756 Airbus A320-NEO 8CM055 1,860 Airbus A321-200 Series 1IA005 6,432 Airbus A321-NEO 8CM053 102 Airbus A330-300 Series 1GE033 4 Airbus A330-300 Series 3RR030 2 Airbus A340-200 Series 1CM010 4 B787-8R 2GE048 500 Bell 206B-3 250B17 2 Bell 407 / Rolls-Royce 250-C47B 250B17 26 Bell 427 TPE1 4 Bell 429 TPE1 4
A-5
Table A-2 Aircraft Fleet Mix and Operations for 2020 Aircraft Engine Operations Bell 430 250B17 10 Boeing 717-200 Series 4BR007 436 Boeing 737-200 Series 1PW014 8 Boeing 737-300 Series 1CM005 10 Boeing 737-300 Series 1CM004 10 Boeing 737-400 Series 1CM006 428 Boeing 737-700 MAX 11CM075 9,912 Boeing 737-700 Series 3CM032 128,704 Boeing 737-800 MAX 11CM075 8,092 Boeing 737-800 Series 4CM042 34,920 Boeing 747-400 Series 1PW042 330 Boeing 757-200 Series 1PW039 1,000 Boeing 757-200 Series 3RR034 404 Boeing 757-300 Series 5RR039 24 Boeing 767-200 Series Freighter 1PW026 6 Boeing 767-200 Series 2GE039 840 Boeing 767-300 Series 1PW043 3,116 Boeing 767-400 ER 2GE055 12 Boeing 777-200-ER 6GE090 142 Boeing 777-300 ER 7GE099 92 Boeing DC-9-30 Series 1PW007 24 Boeing MD-82 4PW069 2 Boeing MD-83 4PW071 20 Boeing MD-90 1IA002 478 Boeing MD-90 1IA004 534 Bombardier Challenger 600 1TL001 3,546 Bombardier CRJ-700-LR 8GE110 40 Bombardier CRJ-900 8GE107 1,800 Bombardier de Havilland Dash 8 Q400 PW123 2,006 Bombardier Learjet 35A/36A (C-21A) TFE731 1,672 Cessna 172 Skyhawk TSIO36 222 Cessna 182 IO360 150 Cessna 206 TIO540 212
A-6
Table A-2 Aircraft Fleet Mix and Operations for 2020 Aircraft Engine Operations Cessna 208 Caravan PT6A14 5,067 Cessna 441 Conquest II TPE8 392 Cessna 500 Citation I 1PW036 1,782 Cessna 525 Citation Jet 10PW099 156 Cessna 550 Citation II PW530 1,088 Cessna 560 Citation V 1PW038 220 Cessna 560 Citation V PW530 220 Cessna 560 Citation XLS BIZMEDIUMJET_F 2,242 Cessna 650 Citation III 1AS002 182 Cessna 680 Citation Sovereign BIZMEDIUMJET_F 1,002 Cessna 750 Citation X 6AL024 2,012 CESSNA CITATION 510 PW615F 324 DeHavilland DHC-6-200 Twin Otter PT6A27 1,784 DeHavilland DHC-8-100 PW121A 1,936 Dornier 328-100 Series PW119C 6 EADS Socata TB-9 Tampico IO320 549 Eclipse 500 / PW610F PW610F-A 64 Embraer EMB120 Brasilia PW118 20 Embraer ERJ145 6AL008 1,894 Embraer ERJ145-LR 6AL006 5,786 Embraer ERJ170-LR 10GE130 452 Embraer ERJ175 8GE108 1,648 Embraer ERJ190 10GE132 4,554 Eurocopter EC-130 TPE3 2 Gulfstream G550 3BR001 532 Gulfstream IV-SP 1RR019 956 Hawker HS748-2B DART52 4 Israel IAI-1125 Astra 1AS002 1,304 Kaman SH-2 Seasprite T70041 24 Lockheed C-130 Hercules T56A15 600 Mitsubishi MU-300 Diamond 1PW037 14 Piper PA-24 Comanche TIO540 613 Piper PA-30 Twin Comanche IO320 4
A-7
Table A-2 Aircraft Fleet Mix and Operations for 2020 Aircraft Engine Operations Piper PA-42 Cheyenne Series PT6A41 28 Raytheon Beech 1900-D PT67D 10 Raytheon Beech Baron 58 TIO540 460 Robinson R22B IO320 4 Robinson R44 Raven TIO540 6 Saab 340-B CT79B 8 Sikorsky S-76 Spirit T70070 38 Sikorsky UH-60 Black Hawk T70070 1 1985 1-ENG COMP TIO540 1,522 1985 BUSINESS JET 1AS002 364 Total 2020 Operations 269,182 Source: HNTB Fleet Mix forecast for the BWI Marshall Airport Environmental Assessment for Proposed Improvements 2016-2020.
Table A-3 Aircraft Fleet Mix and Operations for 2025 Aircraft Engine Operations Aerospatiale SA-355F Twin Star (AS-355) 250B17 6 Agusta A-109 250B17 14 Airbus A300F4-600 Series 1PW056 42 Airbus A310-300 Series 1GE016 8 Airbus A319-100 Series 3IA006 12,260 Airbus A320-200 Series 1CM008 3,770 Airbus A320-200 Series 1IA003 8,722 Airbus A320-NEO 8CM055 7,364 Airbus A321-200 Series 1IA005 7,510 Airbus A321-NEO 8CM053 834 Airbus A330-300 Series 1GE033 216 Airbus A330-300 Series 3RR030 216 Airbus A340-200 Series 1CM010 4 B787-8R 2GE048 938 Bell 206B-3 250B17 2 Bell 407 / Rolls-Royce 250-C47B 250B17 28 Bell 427 TPE1 4
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Table A-3 Aircraft Fleet Mix and Operations for 2025 Aircraft Engine Operations Bell 429 TPE1 4 Bell 430 250B17 12 Boeing 717-200 Series 4BR007 40 Boeing 737-200 Series 1PW014 10 Boeing 737-300 Series 1CM005 12 Boeing 737-300 Series 1CM004 12 Boeing 737-400 Series 1CM006 168 Boeing 737-700 MAX 11CM075 30,038 Boeing 737-700 Series 3CM032 118,284 Boeing 737-800 MAX 11CM075 17,210 Boeing 737-800 Series 4CM042 25,644 Boeing 747-400 Series 1PW042 314 Boeing 757-200 Series 1PW039 670 Boeing 757-200 Series 3RR034 450 Boeing 757-300 Series 5RR039 28 Boeing 767-200 Series Freighter 1PW026 8 Boeing 767-200 Series 2GE039 940 Boeing 767-300 Series 1PW043 3,090 Boeing 767-400 ER 2GE055 14 Boeing 777-200-ER 6GE090 166 Boeing 777-300 ER 7GE099 114 Boeing DC-9-30 Series 1PW007 28 Bombardier Challenger 600 1TL001 4,444 Bombardier CRJ-700-LR 8GE110 50 Bombardier CRJ-900 8GE107 2,122 Bombardier de Havilland Dash 8 Q400 PW123 1,122 Bombardier Learjet 35A/36A (C-21A) TFE731 1,788 Cessna 172 Skyhawk TSIO36 204 Cessna 182 IO360 148 Cessna 206 TIO540 161 Cessna 208 Caravan PT6A14 5,663 Cessna 441 Conquest II TPE8 408 Cessna 500 Citation I 1PW036 1,912
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Table A-3 Aircraft Fleet Mix and Operations for 2025 Aircraft Engine Operations Cessna 525 Citation Jet 10PW099 172 Cessna 550 Citation II PW530 1,214 Cessna 560 Citation V 1PW038 242 Cessna 560 Citation V PW530 242 Cessna 560 Citation XLS BIZMEDIUMJET_F 2,532 Cessna 650 Citation III 1AS002 182 Cessna 680 Citation Sovereign BIZMEDIUMJET_F 1,108 Cessna 750 Citation X 6AL024 2,158 CESSNA CITATION 510 PW615F 376 DeHavilland DHC-6-200 Twin Otter PT6A27 1,878 DeHavilland DHC-8-100 PW121A 1,148 Dornier 328-100 Series PW119C 6 EADS Socata TB-9 Tampico IO320 538 Eclipse 500 / PW610F PW610F-A 66 Embraer EMB120 Brasilia PW118 22 Embraer ERJ145 6AL008 2,256 Embraer ERJ145-LR 6AL006 4,612 Embraer ERJ170-LR 10GE130 2,430 Embraer ERJ175 8GE108 2,054 Embraer ERJ190 10GE132 5,220 Eurocopter EC-130 TPE3 2 Gulfstream G550 3BR001 550 Gulfstream IV-SP 1RR019 1,012 Hawker HS748-2B DART52 6 Israel IAI-1125 Astra 1AS002 1,404 Kaman SH-2 Seasprite T70041 26 Lockheed C-130 Hercules T56A15 548 Mitsubishi MU-300 Diamond 1PW037 14 Piper PA-24 Comanche TIO540 592 Piper PA-30 Twin Comanche IO320 2 Piper PA-42 Cheyenne Series PT6A41 26 Raytheon Beech 1900-D PT67D 6 Raytheon Beech Baron 58 TIO540 436
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Table A-3 Aircraft Fleet Mix and Operations for 2025 Aircraft Engine Operations Robinson R22B IO320 4 Robinson R44 Raven TIO540 8 Saab 340-B CT79B 10 Sikorsky S-76 Spirit T70070 42 Sikorsky UH-60 Black Hawk T70070 1 1985 1-ENG COMP TIO540 1,644 1985 BUSINESS JET 1AS002 380 Total 2025 Operations 292,385 Source: HNTB Fleet Mix forecast for the BWI Marshall Airport Environmental Assessment for Proposed Improvements 2016-2020.
B. AIRCRAFT TIME IN MODE
With the exception of ground-based taxi-in/taxi-out, including apron idling and departure runway queue delay, the default aircraft operating times in AEDT by aircraft mode (e.g., approach, take-off, and climb-out) were used. For the year 2016, airport-specific time-in-mode for taxi-in and taxi-out were obtained from the FAA Aviation System Performance Metrics (ASPM) database which indicates that during 2016, the airfield-wide average taxi-in time was 6.32 minutes and the average taxi-out time was 13.84 minutes. For consistency with emission inventories prepared historically for BWI Marshall, these taxi times were adjusted to account for the emission benefit (i.e., reduction in air pollutant/precursor emissions) associated with Southwest Airlines’ routine procedure of single-engine taxiing (i.e., the ASPM values were adjusted so that the reduction in emissions due to single-engine taxiing was accounted for in AEDT). The adjusted year 2016 taxi times were also used to prepare the future year 2020 and 2025 emission inventories. C. AIRCRAFT EMISSION FACTORS
AEDT contains a database of aircraft/engine-specific criteria pollutant emission factors based on engine manufacturer, model, and operational mode. The level of aircraft-related emissions is reflective of the time that an aircraft operates in each of the operational modes with the entire cycle referred to as a landing/take-off (LTO) cycle. In AEDT an LTO cycle consists of the following operational modes: . Climb Ground: Includes the summary of takeoff ground roll segment (from runway exit to takeoff), taxi emissions when taking off, and start up emissions (aircraft main engine startups include VOC emissions only). . Climb Below 1000: Includes the “Climb Ground” emissions and emissions from the takeoff airborne flight segments below 1,000 feet, including reverse thrust, and the taxiing from the runway exit to a gate.
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. Climb Below Mixing Height: Includes summary of the “Climb Below 1000” emissions and emissions of the takeoff airborne and climb flight segments below the mixing height, which is approximately 3,000 feet. . Descend Below Mixing Height, Descend Below 1000, Descent Ground: The arrival modes which are reciprocal to the departure modes. For example, “Descend Ground” includes summary of the landing ground roll emission and arrival taxi emissions. Mixing heights (also referred to as mixing depths) are used by meteorologists to quantify the vertical height of pollutant mixing that occurs in the atmosphere. A default mixing height of 3,000 feet was used for this assessment. Estimated total aircraft fuel usage within the LTO cycle for 2016 was 22,008,069 gallons of Jet A and 11,962 gallons of aviation gasoline (Avgas) based on AEDT outputs. For 2020 and 2025, Jet A fuel usage was 24,360,862 gallons and 31,251,125 gallons, respectively; and Avgas fuel usage was 11,878 gallons and 12,020 gallons, respectively. GHG emissions were calculated based on the total aircraft fuel usage and the GHG emissions factors in Table A-4. GHG emission factors were derived from the most up-to-date USEPA’s GHG Emissions Factors Hub (November 2015 v2).
Table A-4 Aircraft GHG Emission Factors
Fuel CO2 N2O CH4 Units Jet A 21.50 0.00066 --1 lb/gallon Avgas 18.32 0.0155 0.0002 lb/gallon
Note: Avgas – aviation gasoline and lb – pound. Source: USEPA, GHG Emissions Factors Hub, November 2015 v2. 1 Contributions of CH4 emissions from commercial aircraft are reported as zero. Years of scientific measurement campaigns conducted at the exhaust exit plane of commercial aircraft gas turbine engines have repeatedly indicated that CH4 emissions are consumed over the full emission flight envelope [Reference: Aircraft Emissions of Methane and Nitrous Oxide during the Alternative Aviation Fuel Experiment, Santoni et al., Environ. Sci. Technol., July 2011, Volume 45, pp. 7075-7082]. As a result, the USEPA published that: “…methane is no longer considered to be an emission from aircraft gas turbine engines burning Jet A at higher power settings and is, in fact, consumed in net at these higher powers.” [Reference: USEPA, Recommended Best Practice for Quantifying Speciated Organic Gas Emissions from Aircraft Equipped with Turbofan, Turbojet, and Turboprop Engines, May 27, 2009 [USEPA-420-R-09-901], http://www.epa.gov/otaq/aviation.htm]. In accordance with the following statements in the 2006 IPCC Guidelines (IPCC 2006), the FAA does not calculate CH4 emissions for either the domestic or international bunker commercial aircraft jet fuel emissions inventories. “Methane (CH4) may be emitted by gas turbines during idle and by older technology engines, but recent data suggest that little or no CH4 is emitted by modern engines.” “Current scientific understanding does not allow other gases (e.g., N2O and CH4) to be included in calculation of cruise emissions.” (IPCC 1999).
D. GROUND SUPPORT EQUIPMENT
Ground support equipment (GSE) is a term used to describe the vehicles that service aircraft after arrival and before departure at an airport. Emissions from these sources are based on the number and type of equipment used to service each aircraft along with the amount of time the equipment is in use per aircraft LTO cycle and fuel type. The types of GSE at BWI Marshall include, but are
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not limited to, aircraft tugs, baggage tugs, belt loaders, fuel trucks, food trucks, cargo trailers, hydrant carts, lavatory trucks, cabin service, and cargo loaders as well as deicers, forklifts, and ground power units. Again, air emissions resulting from the operation of GSE vary depending on the type of equipment, fuel type (i.e., gasoline, diesel, propane, electric, etc.) and the duration of equipment operation (engine run time). The type of GSE used depends on the aircraft type and the designated category of an aircraft operation (i.e., Belt Loader passenger, cargo, etc.). AEDT default equipment, fuel type, and duration of equipment operations were used. AEDT calculates criteria pollutants emissions from GSE, but does not calculate GHG emissions or fuel usage. Therefore, the GSE fuel usage for 2016 was estimated based on manufacture fuel flow rates for respective GSE. Future year GSE fuel usage was determined as a function of the forecasted number of aircraft operations. Estimated GSE fuel usage in 2016 was 2,107,535 gallons of diesel and 1,869,404 gallons of gasoline. In 2020 and 2025, estimated GSE diesel fuel usage was 2,122,507 and 2,244,936 gallons, respectively. Estimated gasoline fuel usage for 2020 and 2025 was 1,944,718 and 2,015,903 gallons, respectively. The estimated fuel usage combined with the diesel and gasoline GHG emission factors in Table A-5 were used to determine GSE GHG emissions.
Table A-5 GSE GHG Emission Factors
Fuel CO2 N2O CH4 Units Diesel 22.51 0.00057 0.00126 lb/gallon Gasoline 19.36 0.00049 0.0011 lb/gallon Note: lb – pound. Source: USEPA, GHG Emissions Factors Hub, November 2015 v2.
E. AUXILIARY POWER UNITS
Auxiliary power units (APU) are small turbine engines used by many commercial jet aircraft to start the main engines; provide electrical power to aircraft radios, lights, and other equipment; and to power the onboard air conditioning (heating and cooling) system. When an aircraft arrives at a terminal gate, the pilot has the option of shutting off power to the main jet engines and operating the onboard APU, which is fueled by the aircraft’s jet fuel. Alternately, an aircraft can receive 400 Hertz (Hz) gate power and pre- conditioned air (PCA) from mobile ground power unit (GPU) and air conditioning equipment, or receive electrical power Auxiliary Power Unit and PCA from connections at the gate. In most cases, gate power connections are built into the passenger loading bridge used to connect the terminal
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building to the aircraft for loading and unloading passengers. AEDT assigns default APU based on aircraft assignments and also includes criteria pollutant emission factors corresponding to the horsepower for each unit. AEDT does not calculate the GHG emissions or fuel usage. Thus, for the GHG emissions inventory APU fuel usage was estimated based on manufacture fuel flow rates for respective types of APU. Estimated APU Jet A fuel usage amounted to 1,669,143, 1,739,200, and 1,788,535 gallons in 2016, 2020, and 2025, respectively. The fuel usage combined with the Jet A GHG emission factors (provided in Table A-4) were used to estimate GHG emissions from APUs. F. GROUND ACCESS VEHICLES
Traffic volumes of airport-related ground access vehicles (GAV) (e.g., passenger/employee vehicles, shuttle buses, taxis, and delivery trucks, etc.) operating on the internal airport roadway network, terminal curbsides, on-site parking facilities, and off- airport roadways were derived from data contained in the BWI Marshall Peak Summer of 2012 Traffic Counts (prepared by Daniels Ground Access Vehicles Consultants, August 17, 2012). Traffic volumes for 2016, 2020, and 2025 were scaled from 2012 counts as a function of forecasted passenger enplanements. Table A-6 presents the annual traffic volumes on-and off-airport roadways. Traffic volumes of airport-related motor vehicles operating beyond the internal roadway network were derived from the primary entry/egress routes of Elm Road and I-195, and an average round trip distance of 54 miles. Sixty six percent of the passengers/employees were assumed to travel/commute to BWI Marshal by motor vehicle transportation, and the remaining by mass transit alternatives. Table A-6 Annual Roadway Traffic Volumes Year Airport Loop I-195 Access Elm Road 2016 12,570,045 9,417,070 3,152,974 2020 14,778,256 11,071,391 3,706,865 2025 16,257,711 12,179,750 4,077,960 Source: BWI Marshall Peak Summer of 2012 Traffic Counts, prepared by Daniels Consultants, August 17, 2012. Emissions occurring at parking facilities were calculated using estimates of the number of vehicles accessing the facility, the amount of time a vehicle spends idling (typically 1.5 minutes), the travel time within the facility at a given speed (typically 10 miles per hour [mph]), the vehicle type distribution, facility geometry and spatial characteristics, and emission factors. The total volume of vehicles entering and exiting each public parking facility for 2016, 2020, and 2025 were estimated using parking ticket data from 2012 traffic counts as a function of forecasted passenger enplanements as shown in Table A-7. Average distance traveled was calculated independently for each facility. Average occupancy and differences in facility characteristics were taken into account in estimating the average distance traveled within each parking facility. Average occupancy plays a role in average distance traveled as fuller facilities require more driving
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to locate parking spaces. Other attributes that affect distance traveled are locations of entrances and exits, location of pedestrian access, number of levels in the garage, and how the ramp system within the garage is designed. Generally, the distance traveled is approximately equal to the equivalent diagonal of the square area of the parking facility. Motor vehicles idling at terminal curbsides were also included in the analysis and their volumes are presented in Table A-7. Table A-7 Annual Terminal Curbside and Parking Lot Traffic Volumes Terminal Hourly Express Daily Year Long Term A Long Term B Curbside Garage Service Garage 2016 1,118,821 1,473,761 129,216 550,874 253,720 256,979 2020 1,315,368 1,732,660 151,915 647,647 298,292 302,123 2025 1,447,049 1,906,117 167,124 712,483 328,154 332,369 Source: BWI Marshall Peak Summer of 2012 Traffic Counts, prepared by Daniels Consultants, August 17, 2012.
The USEPA MOVES emissions model was used to determine emission factors for free-flowing motor vehicles along roadways as well as at idle, for both criteria pollutants. These emission factors are presented in Tables A-8 through A-10, for 2016, 2020, and 2025, respectively. MOVES input files and model input parameters were selected based on guidance from the Maryland Department of the Environment (MDE). PM10 and PM2.5 emission factors include exhaust as well as brake and tire wear. Notably, the vehicle types used in the assessment were based on a composite of passenger cars/trucks, light commercial trucks, and transit buses within MOVES. Emission factors for these vehicles were modeled at 25 mph for those travelling on- and off airport roadways, at 10 mph for those within parking facilities, and at idle for those at terminal curbsides and at parking facilities. Table A-8 2016 Emission Factors for Motor Vehicles (grams/mile) Vehicle Speed CO VOC NOX SO2 PM10 PM2.5 CO2 CH4 N2O Type 25 mph 3.7 0.2 1.7 0.01 0.2 0.1 832 0.03 0.0004 Composite 10 mph 6.1 0.5 3.5 0.02 0.4 0.1 1,463 0.1 0.001 Idle 13.6 2.8 28.0 0.1 0.7 0.7 6,614 0.4 0.005 Source: MOVES2014a Emission Factor Model.
Table A-9 2020 Emission Factors for Motor Vehicles (grams/mile) Vehicle Speed CO VOC NOX SO2 PM10 PM2.5 CO2 CH4 N2O Type 25 mph 2.6 0.2 1.1 0.004 0.1 0.05 707 0.02 0.0003 Composite 10 mph 4.2 0.3 2.2 0.01 0.3 0.1 1,247 0.05 0.001 Idle 8.2 1.9 17.7 0.03 0.5 0.4 5,746 0.3 0.004 Source: MOVES2014a Emission Factor Model.
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Table A-10 2025 Emission Factors for Motor Vehicles (grams/mile) Vehicle Speed CO VOC NOX SO2 PM10 PM2.5 CO2 CH4 N2O Type 25 mph 1.8 0.1 0.6 0.003 0.1 0.03 540 0.02 0.0002 Composite 10 mph 2.8 0.2 1.2 0.00 0.2 0.1 956 0.04 0.001 Idle 4.5 1.0 10.0 0.02 0.2 0.2 4,389 0.2 0.003 Source: MOVES2014a Emission Factor Model.
Included in the GHG emissions inventory are MDOT MAA’s fleet vehicles and parking lot shuttle buses. Existing and future year fuel usage for MDOT MAA fleet vehicles were estimated from 2011 fuel usage as a function of forecasted aircraft operations. Fuel usage for MDOT MAA’s fleet vehicles for all years analyzed are presented in Table A-11. Table A-11 MDOT MAA Fleet Fuel Usage (gallons) Source Fuel 2016 2020 2025 Gasoline 52,727 56,846 61,746 Diesel 36,630 39,492 42,896 MDOT MAA Fleet Vehicles Biodiesel 3,345 3,606 3,917 Ethanol 3,224 3,476 3,776
MDOT MAA Parking Lot Shuttle Gasoline 13,136 15,444 16,990 Bus Diesel 686,570 807,181 887,988 Source: Final 2013 BWI Marshal Air Quality Management Plan, (September 2013). G. STATIONARY SOURCES
Stationary sources such as boilers, generators, and fire training activities were included in the analysis. These sources are generally owned and controlled by BWI Marshall. The GHG emissions were based on the fuel usage provided by MDOT MAA in 2016 and the emission factors presented in Table A-12. AEDT was instead used to calculate criteria pollutants. Table A-12 GHG Emission Factors for Stationary Sources
Fuel CO2 CH4 N2O Units Diesel 22.51 0.00126 0.00057 lb/gallon
Natural Gas 120.02 0.002 0.0002 lb/1000cf Notes: lb – pounds, and cf – cubic feet. Sources: USEPA GHG Emission Factors Hub, November 2015 v2; and USEPA’s eGrid2012 Database, October 2015.
The Central Utility Plant (CUP) at BWI Marshall is used to provide heat to the terminal buildings and consist of three dual-fired hot water boilers (two units at 55 million British thermal unit per hour (Btu/hour) and one unit at 25 million Btu/hour). These units are covered under a Title V
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Operating Permit. The CUP burns natural gas as its primary fuel and uses distillate No. 2 fuel oil as a back-up fuel. A fourth boiler is located within Building 123 and is rated at 2.5 million Btu/hour. During 2012, six new natural gas boilers (two units within Concourse E at 35 million Btu/hour and four units within Concourse B at 50 million Btu/hour) were installed. Additional boilers included in this analysis are the Lufthansa Sky Chef Building and the aircraft rescue and firefighting (ARFF) Building boilers. Table A-13 lists all the boilers at the airport and their respective usage in 2016. Table A-13 List of Boilers and Usage Boiler Location Fuel Type 2016 Fuel Usage Units Natural Gas 140,907,952 Ft3 CUP (EU-1, EU-2, and EU-3) Diesel 6,988 Gallons Bldg. 123 (EU-9) Diesel 9,765 Gallons Concourse B-Pier (EU-21 and EU-24) Natural Gas 290 Ft3 Concourse E-Pier (EU-19 and EU-20) Natural Gas 28,176,930 Ft3 Lufthansa Sky Chef Bldg.(LSG Boiler) Natural Gas 28,083 Ft3 ARFF Bldg. Boiler Natural Gas 2,471,749 Ft3 Total Natural Gas Usage 171,585,004 Ft3 Total Diesel Usage 16,753 Gallons Note: Bldg. – building, CUP – Central Utility Plant, ft3 – cubic feet, and EU – emission unit. Source: MDOT MAA, 2016. Additional stationary source operations at BWI Marshall include diesel-fired emergency generators (a total of 13, ranging from 410 to 2000 kilowatts (kW)), and a fire training facility. Table A-14 presents a list of the permitted diesel-fired generators and their respective usage in 2016. Table A-14 List of Generators and Usage (gallons) Generator Location 2016 Pier D - Front of Terminal 5,121 Daily Parking Garage 1,994 Pier A 2,196 International Terminal Roof 10,884 MAC Building 1,139 Aircraft Lighting Vault 3,930 Hourly Parking Garage 1,378 Pier A Triturator 743 International Terminal Lower Level 4,714 CDC 2,335 CUP 426 C2 3,944 OMU 634 Total 39,438 Source: MDOT MAA Significant Sources (Title V Sources) Fuel Use, 2016.
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As presented in Table A-14, the total diesel usage for the emergency generators in 2016 was 39,438 gallons. Future year (2025 and 2020) usages were set to be equal to 2016 as no terminal expansion is expected, which would require greater usage. Stationary source emissions from fuel storage facilities and deicing activities were also included in the emissions inventory. A total of seven above ground storage tanks containing Jet A fuel were included in the analysis; with capacity ranging from 1,260,000 gallons (4), 840,000 gallons (1), and 126,000 gallons (2). Storage tanks for diesel (12,000 gallons), and motor gasoline (12,000 gallons) were included as well. In addition, it was conservatively assumed that BWI Marshall provides Avgas to piston-engine aircraft; thus, a storage tank for this type of fuel (assumed to have a capacity of 12,000 gallons) was included in the analysis. Fuel throughputs for the storage tanks are provided in Table A-15 for all analysis years. Existing throughputs were provided by MDOT MAA and future usage data were estimated based on forecasted aircraft operations.
Table A-15 List of Fuel Storage Tanks and Usage (gallons) Fuel Tanks Capacity 2016 2020 2025 1,260,000 45,148,372 48,675,600 52,871,348 1,260,000 45,148,372 48,675,600 52,871,348 1,260,000 45,148,372 48,675,600 52,871,348 1,260,000 45,148,372 48,675,600 52,871,348 Jet A 840,000 30,098,915 32,450,400 35,247,566 126,000 4,514,837 4,867,560 5,287,135 126,000 4,514,837 4,867,560 5,287,135 12,000 17,047 18,379 19,963 Avgas 12,000 986,050 1,063,086 1,154,722 Diesel 12,000 403,706 435,245 472,763 Motor Gasoline 1,260,000 45,148,372 48,675,600 52,871,348 Source: MDOT MAA, 2016.
For deicing activities, 2016 propylene glycol usage data was provided by MDOT MAA. Future year 2020, and 2025 usage data was estimated from 2016 as a function of forecasted aircraft operations resulting in 122,711, 132,298, and 143,701 gallons, respectively. Additionally, fire training facilities are used at the airport for live-fire training drills and typically last from one to three minutes. In 2016 the fire training facility consumed 11,327 gallons of Jet A fuel. This value was assumed to be the same in 2020 and 2025. H. OTHER SOURCES
Other sources included in the emissions inventory were those associated with GHG emissions. These include electrical consumption; refrigerant usage from heating, ventilating, and air- conditioning (HVAC) systems; and those from recycling of solid waste. Usage data was provided by MDOT MAA and/or derived from USEPA data and models. Electrical usage was estimated based on 2016 data provided by MDOT MAA and amounted to 103,000,022 kilowatt-hour (kWh). Emissions were estimated based on total consumption and
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the emission factors presented in Table A-16. Future year (2025 and 2020) usage was set equal to usage during 2016. Table A-16 GHG Emission Factors for Stationary Sources
Fuel CO2 CH4 N2O Units Electrical Consumption 0.85856 0.00003 0.00001 lb/kWh Note: lb – pounds, and kWh – kilowatt-hour. Sources: USEPA GHG Emission Factors Hub, November 2015 v2; and USEPA’s eGrid2012 Database, October 2015.
Refrigerant usage data was based on 2016 data provided by MDOT MAA and is presented in Table A-17. Future year (2025 and 2020) usage was set equal to usage during 2016. GHG emissions associated with refrigerant usage at BWI Marshall were based on USEPA’s Refrigerant Trigger Leak Rate for industrial process refrigeration, promulgated under Section 608 of the Clean Air Act (CAA). Table A-17 Refrigerant Usage and Emissions Refrigerant GHG GWP MT of CO2e Usage (lb) R22 1020 1,760 286 R123 200 79 3 R134A 163 1,300 34 R407C 16 1,774 5 R422B 30 3,143 15 Note: lb – pounds, MT – metric ton, 1 Metric ton - 2,200 pounds, GWP - Global Warming Potential, and CO2e – carbon dioxide equivalent. Source: IPCC Fifth Assessment Report, 2014.
GHG emissions related to the waste management practices at BWI Marshall were estimated using USEPA’s Waste Reduction Model (WARM) (Version 12). Solid waste and recycling tonnage were based on 2011 data and estimated for 2016, 2020, and 2025 as a function of enplanements. I. EMISSION INVENTORIES RESULTS
The emission inventory results for the criteria pollutant and GHG are presented in the following sections. Because the criteria pollutant and GHG components of the air quality assessment vary in the way they are computed and presented, the results are reported separately. Furthermore these results are compared to the prior 2013 AQMP emission inventories. a. Criteria Pollutant
The results of the airport-related criteria pollutant emission inventory for 2016, 2020, and 2025 are summarized in Table A-18 and graphically presented in Figure 1. Individual results (in tons) for
CO, NOx, PM10, PM2.5, SO2, and VOC emissions for existing and future years are presented in Tables A-19 through A-24 respectively, and discussed in detail in the following section.
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Because of regional growth in air travel demand, annual aircraft operations are estimated to increase from 249,676 in 2016 to 269,182 in 2020 and 292,385 in 2025. The associated increase in enplanements is anticipated to result in an increase in motor vehicle volumes and parking demand, as well as usage of APU and GSE. Table A-18 Criteria Pollutant Emissions Inventory Summary (tons/year) Pollutant 2016 2020 2025 Carbon Monoxide (CO) 3,433 2,911 2,818 Volatile Organic Compounds (VOC) 317 299 289
Nitrogen Oxides (NOx) 1,848 1,726 1,739
Sulfur Dioxide (SO2) 102 109 137
Particulate Matter 10 micrometers (PM10) 107 104 87
Particulate Matter 2.5 micrometers (PM2.5) 48 44 35 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., July 2017.
Figure A-1: Criteria Pollutant Emissions Inventory Summary (tons per year)
3500
3000
2500
2000 2016 2020 1500 2025
1000
500
0 CO VOC NOx SO2 PM10 PM2.5
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Table A-19 CO Emissions Inventory by Source (tons/year) Source Category 2016 2020 2025 Aircraft 1,027 1,059 1,390 Auxiliary Power Units 42 31 42 Ground Support Equipment 456 278 224 On-Airport Roadways 102 83 62 Curbsides 2 1 1 Parking Lots 4 3 2 Boilers 7 7 7 Generators 2 2 2 Training Fires <1 <1 <1 On-Airport Subtotal 1,644 1,465 1,731 Off-Airport (Roadways) Subtotal 1,789 1,446 1,087 Total 3,433 2,911 2,818 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., July 2017.
Table A-20 VOC Emissions Inventory by Source (tons/year) Source Category 2016 2020 2025 Aircraft 168 175 207 Auxiliary Power Units 3 3 3 Ground Support Equipment 16 10 9 On-Airport Roadways 7 6 4 Curbsides <1 <1 <1 Parking Lots <1 <1 <1 Boilers <1 <1 <1 Generators 1 1 1 Training Fires <1 <1 <1 Fuel Storage 1 1 1 Aircraft Deicing <1 <1 <1 On-Airport Subtotal 198 197 225 Off-Airport (Roadways) Subtotal 119 102 63 Total 317 299 289 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., July 2017.
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Table A-21 NOx Emissions Inventory by Source (tons/year) Source Category 2016 2020 2025 Aircraft 871 984 1,247 Auxiliary Power Units 39 42 42 Ground Support Equipment 52 30 22 On-Airport Roadways 47 35 22 Curbsides 3 1 1 Parking Lots 3 3 2 Boilers 9 9 9 Generators 11 11 11 Training Fires <1 <1 <1 On-Airport Subtotal 1,034 1,116 1,356 Off-Airport (Roadways) Subtotal 815 611 383 Total 1,848 1,726 1,739 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., July 2017.
Table A-22 SO2 Emissions Inventory by Source (tons/year) Source Category 2016 2020 2025 Aircraft 88 98 125 Auxiliary Power Units 6 6 6 Ground Support Equipment 2 2 2 On-Airport Roadways <1 <1 <1 Curbsides <1 <1 <1 Parking Lots <1 <1 <1 Boilers <1 <1 <1 Generators 1 1 1 Training Fires <1 <1 <1 On-Airport Subtotal 98 107 135 Off-Airport (Roadways) Subtotal 4 2 2 Total 102 109 137 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., July 2017.
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Table A-23 PM10 Emissions Inventory by Source (tons/year) Source Category 2016 2020 2025 Aircraft 7 8 10 Auxiliary Power Units 5 5 5 Ground Support Equipment 2 2 1 On-Airport Roadways 5 5 4 Curbsides <1 <1 <1 Parking Lots <1 <1 <1 Boilers 1 1 1 Generators 1 1 1 Training Fires <1 <1 <1 On-Airport Subtotal 21 21 22 Off-Airport (Roadways) Subtotal 85 83 65 Total 107 104 87 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., July 2017.
Table A-24 PM2.5 Emissions Inventory by Source (tons/year) Source Category 2016 2020 2025 Aircraft 7 8 10 Auxiliary Power Units 5 5 5 Ground Support Equipment 2 2 1 On-Airport Roadways 2 1 1 Curbsides <1 <1 <1 Parking Lots <1 <1 <1 Boilers 1 1 1 Generators 1 1 1 Training Fires <1 <1 <1 On-Airport Subtotal 18 18 19 Off-Airport (Roadways) Subtotal 30 26 16 Total 48 44 35 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., July 2017.
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. Carbon Monoxide – As presented in Table A-19, CO emissions in 2016 were estimated to be 1,644 tons for on-airport sources and amounted to 3,433 tons for all sources. Off-airport roadways is the single largest contributor with 1,789 tons (52 percent) followed by aircraft with 1,027 tons (30 percent), GSE with 456 tons (13 percent), and on-airport roadways with 102 tons (3 percent). The increased traffic volumes are more than offset by decreases in the emission factors from motor vehicles due to the engine efficiency improvements and regulatory requirements. The estimated CO emissions are projected to decrease by 522 tons by 2020 and 615 tons by 2025. . Volatile Organic Compounds – As presented in Table A-20, VOC emissions in 2016 were estimated to be 198 tons for on-airport sources and amounted to 317 tons for all sources. Aircraft is the single largest contributor with 168 tons (53 percent) followed by off-airport roadways with 119 tons (38 percent) and GSE with 16 tons (5 percent). Fuel storage activities are also an important source of VOC emissions (1 ton). The estimated VOC emissions are projected decrease by 18 tons by 2020 and 28 tons by 2025. The slight decrease in VOC emissions from 2016 to 2025 is due to decreases in motor vehicle emission factors and the corresponding emissions.
. Nitrogen Oxides – As presented in Table A-21, NOx emissions in 2016 were estimated to be 1,034 tons for on-airport sources and amounted to 1,848 tons for all sources. Aircraft is the single largest contributor with 871 tons (47 percent) followed by off-airport roadways with 815 tons (44 percent), GSE with 52 tons (3 percent), on-airport roadways with 47 tons (3 percent) and APUs with 39 tons (2 percent). The remaining sources contribute a total of 25 tons (1 percent). With the projected decrease in motor vehicle emissions, the estimated NOx emissions are projected to decrease by 122 and 109 tons by 2020 and 2025, respectively. The increased aircraft operations and passenger activity are more than offset by decreases in the emission factors from motor vehicles due to the engine efficiency improvements and regulatory requirements.
. Sulfur Dioxide – Airport operations generate small amounts of SO2 as these are more commonly associated with large-scale energy production and other industrial processes. As presented in Table A-22, SO2 emissions in 2016 were estimated to be 98 tons for on- airport sources and amounted to 102 tons for all sources. Aircraft is the single largest contributor with 88 tons (87 percent). The remaining sources contribute a total of 14 tons (13 percent). With the projected increase in aircraft operations and passenger traffic, the estimated SO2 emissions are projected to increase by 7 and 35 tons by 2020 and 2025, respectively.
. Coarse Particulate Matter – As presented in Table A-23, PM10 emissions in 2016 were estimated to be 21 tons for on-airport sources and 107 tons for all sources. Off-airport roadways is the single largest contributor with 85 tons (80 percent) followed by aircraft with 8 tons (7 percent), and on-airport roadways with 5 tons (5 percent). In 2020 and 2025, the increase in roadway traffic volumes is offset by decreases in the emission factors from motor vehicles due to engine efficiency measures. This results in a decrease of 3 tons and 20 tons, respectively.
. Fine Particulate Matter – Table A-24 presents PM2.5 emissions for 2016. Emissions of PM2.5 were estimated to be 18 tons for on-airport sources and amounted to 48 tons for all sources. Similar to PM10 emission results, off-airport roadways emissions are the single largest contributor with 30 tons (62 percent) followed by aircraft with 7 tons (16 percent),
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and APUs with 5 tons (11 percent). Despite a projected increase in aircraft operations and passenger traffic, the estimated PM2.5 emissions are projected to decrease by 4 and 13 tons by 2020 and 2025, respectively. The decrease in PM2.5 emissions from 2016 to future years is primarily due to engine efficiency improvements and regulatory requirements associated with motor vehicles; offsetting increases in motor vehicle volumes. b. Greenhouse Gases
The total results of the GHG emission inventory at BWI Marshall are reported tabularly in Table A-25 GHG Emission Inventory Reporting Units and graphically in Figure 2 for analysis years 2016, Percent by Source – The source percentage for the 2020, and 2025. Consistent with scope category (i.e., Scopes 1, 2 or 3).
Intergovernmental Panel on Climate Change Percent by Overall Total – The source percentage (IPCC) guidelines, the results are reported in units for the entire GHG emissions inventory. of metric tons (MT) of CO2e, by source, and on an Percent by Scope – The overall percentage of each annual basis. However, for ease in interpreting Scope category. these results, the data are also reported as percentages by overall total and Scope (see Tables Metric Tons – The standard reporting unit for GHG emissions expressed as MT (1 MT =1.10 Short tons = A-26 through A-28) for 2016, 2020, and 2025, 2,200 pounds). respectively. This accounting method clearly identifies the sources which are the greatest (or least) contributors to GHG emissions. Table A-25 GHG Emissions Inventory by Year Emissions 2016 2020 2025
Total CO2e (MT) 723,002 814,900 929,195 Source: KB Environmental Sciences, Inc., July 2017.
Figure A-2: GHG Emissions Inventory by Year
1,000,000 900,000 800,000
700,000
2e 600,000 500,000
MT of CO 400,000 300,000 200,000
100,000 - 2016 2020 2025
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From 2016 to 2020, total GHG emissions are estimated to increase by 13 percent, and from 2016 to 2025, by 29 percent. These increases are due largely to increases in aircraft operations and enplanements and changes in aircraft fleet mix as a result of regional growth in air travel demand. The GHG emissions inventory results for BWI Marshall for 2016 are presented in Table A-26 by source as percentages by overall total and Scope. As shown, the GHG emissions associated with aircraft and vehicles using on-and off-airport roadways are the largest emitting sources within their respective scopes. The GHG emissions associated with motor vehicles travelling on-airport roadways amount to 38,612 of CO2e representing 78 percent of airport’s direct emissions (i.e., Scope 1). The aircraft emissions amount to 216,430 of CO2e comprising 34 percent of the indirect and optional emissions (i.e., Scope 3). Indirect emissions from motor vehicles using on- and off- airport roadways amount to 370,773 MT of CO2e and represent 58 percent of Scope 3 emissions. As shown, motor vehicles on- and off-airport roadways comprise the majority of the GHG emissions amounting to 51 percent of the emissions inventory total, followed by aircraft and electrical usage, amounting to 30 and 6 percent, respectively.
Table A-26 GHG Emissions Inventory for 2016, by Source & Scope
Sources CO2e (MT) % of Scope % of Total Scope 1 - Direct Emissions On-Airport Motor Vehicles 38,612 78 5 Stationary Sources 10,236 21 1 Refrigerant 342 <1 <1 Waste Management (8,331) -- -- Total 40,858 100 6 Scope 2 - Indirect Emissions Electrical Usage 40,289 100 6 Total 40,289 100 6 Scope 3 - Indirect & Optional Aircraft 216,430 34 30 Auxiliary Power Unit 16,407 3 2 Ground Support Equipment 38,245 6 5 On- and Off-Airport Motor Vehicles 370,773 58 51 Total 641,855 100 88
Overall Total 723,002 -- 100 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., 2017.
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GHG emissions were also estimated for future years 2020 and 2025. These results are presented in Tables A-27 and A-28, respectively. GHG emissions associated with on- and off-airport motor vehicles, aircraft, and electrical usage account for the highest emitting source, for both 2020 and 2025. For 2020, these sources amount to 434,274 (53 percent), 239,556 (29 percent), and 40,289 (5 percent) MT of CO2e; respectively. For 2025, these sources amount to 476,819 (51 percent), 307,285 (33 percent), and 40,289 (4 percent) MT of CO2e; respectively.
Table A-27 GHG Emissions Inventory for 2020, by Source & Scope
Sources CO2e (MT) % of Scope % of Total Scope 1 - Direct Emissions On-Airport Motor Vehicles 43,835 81 5 Stationary Sources 10,236 19 1 Refrigerant 342 <1 <1 Waste Management (9,795) -- -- Total 44,619 100 6 Scope 2 - Indirect Emissions Electrical Usage 40,289 100 5 Total 40,289 100 5 Scope 3 - Indirect & Optional Aircraft 239,556 33 29 Auxiliary Power Unit 17,095 2 2 Ground Support Equipment 39,066 5 5 On- and off-Airport Motor Vehicles 434,274 59 53 Total 729,992 100 89
Overall Total 814,900 -- 100 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., 2017.
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Table A-28 GHG Emissions Inventory for 2025, by Source & Scope
Sources CO2e (MT) % of Scope % of Total Scope 1 - Direct Emissions On-Airport Motor Vehicles 45,462 82 5 Stationary Sources 10,236 18 1 Refrigerant 342 <1 <1 Waste Management (10,775) -- -- Total 46,265 100 6 Scope 2 - Indirect Emissions Electrical Usage 40,289 100 4 Total 40,289 100 4 Scope 3 - Indirect & Optional Aircraft 307,285 36 33 Auxiliary Power Unit 17,580 2 2 Ground Support Equipment 40,957 5 4 On- and off-Airport Motor Vehicles 476,819 57 51 Total 842,641 100 90
Overall Total 929,195 -- 100 Note: Values may reflect rounding. Source: KB Environmental Sciences, Inc., 2017.
Finally shown in Figure 3 and Table A-29 are the GHG emissions results by Scope and year. As shown, for all the years analyzed the majority of the GHG emissions are classifiable as Scope 3 (i.e., those associated with the activities of the airport, but that are owned and controlled by the public and tenants). Notably, MDOT MAA has the most control and management potential over Scopes 1 (i.e., sources that are owned and controlled by MDOT MAA) and a portion of Scope 2 (i.e., emissions associated with the generation of petroleum-based electricity consumed or produced by the MDOT MAA and airport tenants).
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Figure A-3: GHG Emissions Inventory by Scope and Year
900,000
800,000
700,000
600,000
2e 500,000 Scope 1 400,000 Scope 2 MT of CO 300,000 Scope 3
200,000
100,000
0 2016 2020 2025
Table A-29 GHG Emissions Inventory by Scope and Year (MT of CO2e) Scope 2016 2020 2025 Scope 1 40,858 44,619 46,265 Scope 2 40,289 40,289 40,289 Scope 3 641,855 729,992 842,641 Total 723,002 814,900 929,195
c. Comparison to Prior 2013 AQMP
The emission inventory results for criteria pollutant and GHGs are compared to the prior 2013 AQMP results in Table A-30. As shown, total criteria pollutant emissions have increased compared to the prior inventory, with the exception of SO2. These differences are partially due to changes in aircraft fleet, but more specifically attributed to the different types of emission factor models used to estimate GAV emissions. In the 2013 AQMP analysis USEPA’s older versions of the MOVES emission factor model (i.e., MOVES2010b and MOBILE6.2) were used to estimate emission rates for GAVs at cruise and idle. For this assessment the USEPA’s most up-to-date MOVES model (version 2014a) was used instead. Because of the drastic difference between the models, the resulting emission factors vary significantly as shown in Tables A-31 and A-32. Additionally, the emission factors used in the prior emissions inventory were derived from a composite of all default fuels, fleet mixes and speeds; whereas for the update, a composite of only gasoline and diesel passenger cars/trucks, light commercial trucks, and transit buses were used as these are typical to an airport setting. These composites were then modeled at cruise and idle (See Section F for details on modeling parameters). Therefore, the combination of higher emission factors and
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greater VMT by GAVs (due to a 10 percent increase in enplanements between 2011 and 2016) contributed to the overall increase in emissions in this 2016 AQMP. Notably, GSE emissions also increased when compared to the 2013 AQMP. The prior emission inventory estimated GSE emissions using FAA’s Emissions and Dispersion Modeling System (EDMS) instead of the most recent AEDT model3 in addition to using the data from the 2012 GSE time-in-mode survey.4 The criteria and GHG emissions inventories were assessed using default GSE operating times (embedded in AEDT), which are typically more conservative than those observed in the field. Conversely, total GHG emissions are shown to decrease substantially compared to the 2013 AQMP due to the inclusion of aircraft cruise emissions in prior emission inventory. Cruise emissions are associated with the segment of the aircraft flight that occurs beyond the local environs of BWI Marshall. Aircraft emissions in the 2016 AQMP do not include cruise emissions and were only calculated up to the mixing height of 3,000 feet.
Table A-30 Comparison of Criteria Pollutant and GHG Results with Prior 2013 AQMP 2013 AQMP 2016 AQMP Pollutant 2011 2015 2020 2016 2020 2025 Tons Carbon Monoxide (CO) 2,328 2,337 2,356 3,433 2,911 2,818 Volatile Organic Compounds 214 201 213 317 299 289 (VOC)
Nitrogen Oxides (NOx) 1,453 1,553 1,618 1,848 1,726 1,739
Sulfur Dioxide (SO2) 121 142 158 102 109 137 Particulate Matter 10 51 53 54 107 104 87 micrometers (PM10) Particulate Matter 2.5 42 43 42 48 44 35 micrometers (PM2.5) Metric Tons Carbon Dioxide Equivalent 2,361,889 2,471,903 2,719,218 723,002 814,900 929,195 (CO2e) Source: KB Environmental Sciences, Inc., 2017.
3 On May 2015 FAA’s AEDT model replaced the EDMS model. 4 HNTB and KB Environmental Sciences, Inc. conducted a survey of GSE at BWI Marshall on November 8 and 9, 2012.
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Table A-31 2013 AQMP Motor Vehicle Emission Factors (g/mile)
Year CO VOC NOX SO2 PM10 PM2.5 2011 1.6 0.04 0.6 0.004 0.1 0.03 2015 1.2 0.02 0.3 0.003 0.0 0.02 2020 1.0 0.01 0.2 0.003 0.0 0.01 Source: USEPA MOVES2010b Emissions Model.
Table A-32 2016 AQMP Motor Vehicle Emission Factors (g/mile)
Year Speed CO VOC NOX SO2 PM10 PM2.5 25 mph 3.7 0.2 1.7 0.01 0.2 0.1 2016 10 mph 6.1 0.5 3.5 0.02 0.4 0.1 Idle 13.6 2.8 28.0 0.1 0.7 0.7 25 mph 2.6 0.2 1.1 0.004 0.1 0.05 2020 10 mph 4.2 0.3 2.2 0.01 0.3 0.1 Idle 8.2 1.9 17.7 0.03 0.5 0.4 25 mph 1.8 0.1 0.6 0.003 0.1 0.03 2025 10 mph 2.8 0.2 1.2 0.00 0.2 0.1 Idle 4.5 1.0 10.0 0.02 0.2 0.2 Source: USEPA MOVES2014a Emissions Model.
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Task 6 Analysis of Air Emissions & Greenhouse
Gas Emission Reduction Measures Report
Prepared for: Maryland Department of Transportation Maryland Aviation Administration
January 2018
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EXECUTIVE SUMMARY
This Task 6 Report is the final among six tasks that will collectively provide the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA) with overall guidance and specific recommendations aimed at reducing air emissions and greenhouse gasses (GHGs). The outcome of this task is considered appropriate for Baltimore/Washington International Thurgood Marshal Airport (BWI Marshall) and Martin State Airport (MTN). Under Tasks 1 and 2, a wide variety of Objectives and Measures were identified that are viewed as potentially effective and feasible when applied to reducing air emissions and GHGs at BWI Marshall and MTN. Examples include (but are not limited to) the following:
. Air Quality & GHG Reduction Policies: Prepare and formalize guiding principles for managing and attaining Goals and Objectives. . Tenant Participation: Obtain commitments, active involvement and meaningful contributions from airport tenants and service providers. . Zero- and Low-Emission Vehicles: Provide facilities, support and other incentives for electric and alternatively-fueled vehicles. There were three observations also worth noting about the Objectives and Measures in terms of meeting the goals of reducing air emissions and GHGs: . Applicability - The vast majority of candidate Objectives and Measures are viewed as appropriate at BWI Marshall and MTN as they are purposely pre-selected for this application. . Planning & Implementation - In all cases, they are adaptable and adjustable in terms of implementation, phasing and inclusiveness. . Multi-Purpose - Reductions in both air emissions and GHGs are expected to occur from most applications. The purpose of this final task is to provide further insight and details on the air and GHG emission reduction Objectives and Measures deemed most feasible for BWI Marshall and MTN. To accomplish this, the Objectives and Measures were evaluated based on the following criteria:
. Emissions Reduction Potential - The overall effectiveness in reducing emissions; . Approximate Cost - The relative range of capital and operating costs; and . Benefit/Cost Index - The approximate time period over which the benefits are attainable compared to the costs. This information, combined with other supporting material, are provided as Fact Sheets for each initiative and are contained in this report. These documents provide detailed descriptions and summaries and include the types of emissions, stakeholders, overall benefits and drawbacks. They are also intended to serve as an “easy-to-use” reference guides.
Terms and Concepts
For the purpose of this report, the following terms, concepts and their definitions are used (listed in alphabetical order): . Air Emissions - Consists of the U.S. EPA “criteria pollutants” (and their precursors). . BWI Marshall - Baltimore Washington Thurgood Marshall International Airport. . Carbon Footprint - The overall total of GHG emissions. . Criteria Pollutants - The U.S. EPA has established National Ambient Air Quality Standards (NAAQS) for six criteria pollutants (and their precursors) including: carbon monoxide (CO), lead (Pb), nitrogen dioxide (NO2), sulfur dioxide (SO2), ozone (O3) and particulate matter 10 and 2.5 microns in diameter (PM10/2.5). These compounds are defined as the most common pollutants that cause impacts to the human, natural and physical environments. . Emissions - Criteria pollutants and their precursors. . Goals - Any objective, purpose and/or achievement that has been pre-identified as an intended outcome or accomplishment. . Greenhouse Gases (GHGs) - Compounds that are involved in global warming, or climate change. In the case of airport-related GHGs, the vast share comprises the following: carbon dioxide (CO2), methane (CH4) and nitrous oxides (N2O). Taken altogether, they are expressed as CO2 equivalents (CO2e). . Initiatives - Specific projects, programs and/or actions undertaken to support and achieve specified goals. . MDOT MAA - Maryland Department of Transportation Maryland Airport Administration. . Measures - Procedures, actions and other strategies to achieve management and render reductions in air emissions and GHGs. . MTN - Martin State Airport. . Objectives - Expected achievement(s) attained from the implementation or adoption of emission control and reduction measures. . Targets - A quantifiable intermediate, overall or end result to be achieved within a fixed timeframe.
TABLE OF CONTENTS
1. Introduction & Background Information ...... 1 2. Evaluation of Objectives & Measures ...... 6 3. Results ...... 11 4. Candidate Air Quality & GHG Objective & Measures Fact Sheets ...... 13
List of Tables Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks ...... 1 Table 2 Example Task 1 Air Quality & GHG Goals, Objectives & Measures ...... 2 Table 2 Feasible Objectives & Measures ...... 3 Table 4 Evaluation Criteria ...... 5 Table 5 Objectives/Measures Evaluations - Criteria Pollutants ...... 7 Table 6 Objectives/Measures Evaluations - Greenhouse Gases ...... 10 Table 7 Short-Term Objectives/Measures Evaluations - Criteria Pollutants ...... 11 Table 8 Medium-Term Objectives/Measures Evaluations - Criteria Pollutants ...... 11 Table 9 Long-Term Objectives/Measures Evaluations - Criteria Pollutants ...... 12 Table 10 Objectives/Measures Evaluations - Greenhouse Gases ...... 12
List of Figures Figure 1 Recommended Objectives & Measures ...... 4
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1. Introduction & Background Information This report is the final among six that, taken together, are designed to develop and evaluate strategies aimed at reducing air emissions and greenhouse gases (GHGs) associated with Baltimore-Washington International Thurgood Marshall (BWI Marshall) and Martin State Airports (MTN). The six reports prepared for the Maryland Department of Transportation Maryland Aviation Administration (MDOT MAA) are listed in Table 1. Table 1 MDOT MAA Air Emissions & GHG Reduction Program Tasks Task Title Description Outcomes No. 1 Air Emissions & GHG Goals Short- and long-range goals Identification and Formulation pertaining to air emissions and description of goals. GHG. 2 Feasibility of Air & GHG Airport-related air and GHG Identification and Reduction Measures emission reduction measures effectiveness of measures. and/or policies. 3 Airport Carbon Accreditation Benefits and costs of certification Recommendation for ACA Assessment under the ACI-NA Airport Carbon certification. Accreditation (ACA) Program. 4 MDOT MAA Air Quality, Air quality and GHG messaging Recommendations and GHG & Carbon Messaging topics, audiences and methods. examples for messages and methods. 5 Air Quality & GHG Updates estimations of air and Up-to-date emissions Management Plans Update GHG emissions. inventories. 6 Air Emissions & GHG Effectiveness and costs of air and Cost/Benefit of reduction Emission Reduction GHG emission reduction methods. Measures measures.
Under Task 1 (Air Emission & GHG Goals Formulation), the overarching Goals, Objectives and Measures for reducing air emissions and GHGs associated with BWI Marshall and MTN were identified using a “top-down” process. These terms are defined below: . Goals - Principal aims or targets that meet the outcomes envisioned by the MDOT MAA. . Objectives - Expected achievement(s) to be attained from the adoption of the emission reduction measures. . Measures - Actions and other strategies that provide reductions in air emissions and GHGs. Table 2 contains the goals and some example Objectives and Measures taken from the Task 1 Report.
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Table 2 Example Task 1 Air Quality & GHG Goals, Objectives & Measuresa Goals Objectives Measures Reduce diesel PM emissions by Retire and replace old diesel 25% from 2000 levels by 2020. vehicles as soon as practicable. Reduce Air Emissions Eliminate use of leaded avgas by Incentivize sale and use of motor 2018. vehicle gasoline (mogas). Reduce GHG emissions from GSE. Require use of electric GSE. Reduce GHGs Limit fuel use to no more than to Partner with airlines and provide 100 million gallons per year. infrastructure. aTask 1: Air Emissions & GHG Goals Formulation Report contains the full listing of Goals, Objectives and Measures.
It is noteworthy that the initial development of the Goals, Objectives and Measures followed a three-tiered approach based on the following criteria: . Appropriate: characterized as being applicable and practicable based on the intended outcome(s). . Meaningful: considered to be effective and beneficial towards achieving the goal(s). . Achievable: attainable within given timeframes, financial resources and other relevant parameters and considerations. Under Task 2 the initial list of Goals, Objectives and Measures was further refined. This was done using a methodology that included the following considerations: . Identify Objectives & Measures: Select Objectives (and corresponding Measures) from Task 1 with the best prospects for achieving the goals. . Qualitatively Evaluate: Identify the candidate measures that exhibit the greatest potential benefits. . Conduct Ranking: Analyze candidates taking into consideration their overall effectives, compatibility and other relevant factors. . Set Priorities: Determine and assign near- to long-term priority levels. . Assess Feasibility: Based on relative costs, levels-of-effort, appropriateness and potential benefits, designate those that are the most feasible. . Identify Final Measures: Select the measures having the greatest potential for meeting the goals. This methodology resulted in the Objectives and Measures presented in Table 3 and illustrated with Figure 1. Of these, there are 15 selected that are geared toward reducing air emissions (i.e. criteria pollutant emissions), and seven aimed at reducing GHG emissions.
Figure 1 also provides an overall approach of carrying out the measures in a step-wise fashion beginning with the “foundational” elements (e.g., A2 & A3, Air Quality and GHG Policies) and progressing to implementing individual actions.
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Table 3 Feasible Objectives & Measures I.D. Name No.a Goal I: Reduce Air Emissions A2 Air Quality Policy A3 Aircraft Engine & APU Reductions A4 Alternative Airport Access Travel Modes A5 Construction Emission Reduction Measures A6 Energy Conservation Measures A7 Fossil Fuel Reduction A8 GSE Fleet of Low-/No-Emission Engines A9 MDOT MAA Participation at all Levels A10 Program Promotion A11 Progress Measurement Methods A12 Solar Energy Expansion A13 Targets & Milestones A14 Tenant Participation A15 Training & Education A16 Zero- and Low-Emission Vehicles Goal II: Reduce GHGs G2 GHG Policy G3 Airport Carbon Accreditation G5 Reduce GHG-forming substances G7 Renewable Energy G9 Waste Reduction & Recycling Note: I.D. Nos. start with A2. Missing Nos. were assigned to Objectives/Measures that were rejected under Task 2.
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Figure 1: Recommended Objectives & Measures
The purpose of this (Task 6) is to provide additional information pertaining to the implementation of the Objectives and Measures identified under Task 2. Specifically, this analysis further evaluates the initiatives in terms of their effectiveness and applications at BWI Marshall and MTN. To accomplish this task, three principal sources of information were used:
. ACRP Reports - ACRP Report 43: Guidebook of Practices for Improving Environmental Performance at Small Airports. ACRP Report 56: Handbook for Considering Practical Greenhouse Gas Emission Reduction Strategies for Airports
. MAA Reports - Task 5, BWI Marshall & MTN Airports Air Quality & GHG Management Plans Update
. Professional Judgement - Relevant experience and expertise of the preparers of this report as it pertains to airports, in general, and emission-reduction policies, programs and measures, in particular (see List of Preparers). Collectively, these sources represent the most appropriate and up-to-date method for appraising, prioritizing and/or rejecting the measures.
From these sources, a set of evaluation criteria were applied to aid in evaluating and identifying those that are the most appropriate for BWI Marshall and MTN. These criteria are explained below: . Emission Reduction Potential - The emission reduction potential is generally based on the magnitude of the reduction considered: in terms of being low (i.e., emission reductions always relatively low), medium (i.e., potential varies between low and high, dependent on
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specific implementation details), high (i.e., emission reductions always high) or very high (i.e., emission reductions always high).
. Approximate Cost - The cost criteria reflects the estimated capital and operating costs to implement and sustain the reduction measure. Capital costs include the labor for design and planning as well as equipment costs, if applicable. Operation and maintenance (O&M) costs include the labor and material costs necessary to implement the measure.
. Benefit/Cost Index - The benefit/cost index is a rough indicator used in cost-benefit analysis that attempts to summarize the overall value of a project. For this application, it is assumed that when the costs exceed the benefits the index is less than 1; when the costs approximate the benefits the index equals 1; and when the benefits exceed the costs the index is greater than 1.
. Timeframe - In this case, the timeframe represents the relative time-period of implementation of the project. Subdivided into four segments, the values reflect the schedule from the onset of the overall program. These criteria are shown below in Table 4: Table 4 Evaluation Criteria
Value Criteria
Potential Emission Reduction Benefit ∆ Low ∆∆ Medium ∆∆∆ High ∆∆∆∆ Very High Approximate Costs $ <$10,000 $$ $10,000 to $100,000 $$$ $1000,000 to $1M $$$$ >$1M Benefit/Cost Index < 1 (Does not meet minimal B/C Criteria.) 1 (Meets B/C Criteria.) >1 (Greater than B/C Criteria.) >>1 (Much greater than B/C Criteria.) Timeframe ST Short Term: 1st year MT Medium Term: 2nd to 5th year LT Long term: 6th to 10th year
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2. Evaluation of Objectives & Measures For this analysis, each of the Objectives and Measures identified in Task 2 were evaluated using the four criteria discussed in Section 2. The application of the criteria were based on the sources of information also described in Section 2. The outcomes of this analysis is provided in Table 5 (Criteria Pollutants) and Table 6 (Greenhouse Gases). The initiatives designated with “” are determined to be the most appropriate for BWI Marshall and MTN. By comparison, those designated with “-” are viewed as being less appropriate based on the evaluation criteria.
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Table 5 Objectives/Measures Evaluations - Criteria Pollutants Emission I.D. Approximate Candidates Name Objective/Measure Reduction B/C Index Cost &Time Frame No. Potential A2 Air Quality Policy MAA/Airport Air Quality Policy. ∆∆∆ $$ ST Airport-specific sustainable planning, design, and ∆∆ $$ MT construction guidelines (including Air Quality/GHG) Green building certification policy. ∆∆ $$ - A3 Aircraft Engine & Provide infrastructure for pre-conditioned air and ground ∆∆∆∆ $$$$ MT APU Use power. ** Reductions** Encourage minimal auxiliary power unit use. ∆∆∆ $$ ST Design airside layout to reduce delay and surface vehicle ∆∆∆∆ $$$ LT congestion.** Support single/reduced engine taxiing. ∆∆∆ $$ ST A4 Alternative Airport Priority vehicle parking for low emission vehicles. ∆∆ $$ MT Access Travel Modes** Promote public transit to the airport. ** ∆∆∆ $$ MT Increase mass transit access. ** ∆∆∆∆ $$$$ LT Support low emission vehicles for rental cars, taxis, and ∆∆ $$$$ MT commercial vehicles. A5 Construction Use warm mix asphalt in place of hot mix asphalt. ∆∆ $$$ - Emission Recycle and re-use construction and demolition materials. Reduction ∆∆ $$$$ - Measures ** ** Construction vehicle idling plan. ∆∆∆ $$$ ST Implement low-emission construction vehicle use ∆ $$$ ST guidelines. A6 Specify energy requirements for equipment. ∆∆ $ - Develop an energy management plan. ∆∆ $$
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Table 5 Objectives/Measures Evaluations - Criteria Pollutants Emission I.D. Approximate Candidates Name Objective/Measure Reduction B/C Index Cost &Time Frame No. Potential Energy Purchase Energy Star equipment. ∆∆∆ $$$$ - Conservation Install energy efficient elevators, escalators, and auto- Measures ** ∆∆ $$$$ - walks. A7 Fossil Fuel Specify fuel efficiency targets for aircraft. ∆∆ $ - Reduction** Encourage conversion of tenant fleet vehicles to low ∆∆ $ ST emission vehicles. ** A8 GSE Fleet of Low- Convert airport-owned GSE and low-/no-emission vehicles. ∆∆∆ $$$ MT /No-Emission Develop infrastructure to support low-/no-emission GSE. Engines** ∆∆∆ $$$$ LT ** Incentivize airlines to convert GSE to low-/no-emission ∆∆∆ $$$ MT vehicles. A9 MDOT MAA Top-down buy-in from MDOT MAA management to ∆∆∆ $$ ST Participation at all department staff. Levels Airport-wide promotion of initiatives, policies, and plans. ∆∆∆ $$ ST A10 Program Web-site advertisement. ∆∆ $ ST Promotion Air Quality and GHG Reports. ** ∆∆ $ ST Printed media such as brochures and newspaper. ∆∆ $ ST Displays at the airport. ∆∆ $ - A11 Progress Develop a Baseline Air Emissions Inventory. ** ∆∆ $$ ST Measurement Methods** Conduct Annual Air Emissions Inventories. ** ∆∆ $$ ST A12 Solar Energy Install building or solar photovoltaic panels. ** ∆∆∆ $$$$ LT Expansion** A13 Achieve ACI Airport Carbon Accreditation. ∆∆ $$ -
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Table 5 Objectives/Measures Evaluations - Criteria Pollutants Emission I.D. Approximate Candidates Name Objective/Measure Reduction B/C Index Cost &Time Frame No. Potential Targets & Set and meet emission reduction goals. ∆∆ $$ LT Milestones A14 Tenant Incentivize tenants to abide by emission reduction policies. ∆∆ $$$ ST Participation A15 Training & Provide instructional and training programs for employees, ∆∆ $$ ST Education tenants, service providers, etc. A16 Zero- and Low- Convert airport fleet vehicles to low emission vehicles. ∆∆∆ $$$$ LT Emission Vehicles Notes: Approximate Costs: $ (<$10,000), $$ ($10,000 to $100,000), $$$ ($100,000 to $1,000,000) $$$$ (>$1,000,000), Emission Reduction Potential: ∆ (Low), ∆∆ (Medium), ∆∆∆ (High) ∆∆∆∆ (Very High). Benefit/Cost Index: (<1), (1), (>1), (>>1). “**” - already in place (or planned for) at BWI Marshall and/or MTN. - Candidate/Timeframe: ST - short term, MT - medium Term, LT - long term, “-“ not considered appropriate in comparison to the others.
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Table 6 Objectives/Measures Evaluations - Greenhouse Gases
Emission Candidates I.D. Approximate Name Objective/Measure Reduction B/C Index &Time Cost No. Potential Frame
G2 GHG Policy Climate Action Plan (CAP). ∆∆∆ $$ ST
ACA Level 1 Certification - Mapping the carbon footprint. ∆∆∆ $$ - Airport Carbon ACA Level 2 Certification - Reducing carbon emissions. ∆∆∆ $$ - G3 Accreditation ACA Level 3 Certification - Optimization by engaging with third - ∆∆∆ $$ (ACA) parties (i.e. airlines) in reducing GHG emissions.
ACA Level 4 Certification - Carbon neutrality. ∆∆∆ $$ -
Reduce GHG- Replacing refrigerants with natural or lower global warming G5 forming potential gases. ** ∆∆∆ $$ MT substances**
Using on-site biomass energy systems. ∆∆ $$$$ - Renewable Install ground source geothermal heating/cooling system. ∆∆ $$$$ - G7 Energy Install a waste-to-energy system. ∆∆∆ $$$$ -
Install wind turbines. ∆∆∆ $$$$ -
Waste Reduction Implement or enhance and recycling program. G9 ∆∆ $$ LT & Recycling Notes: Approximate Costs: $ (<$10,000), $$ ($10,000 to $100,000), $$$ ($100,000 to $1,000,000) $$$$ (>$1,000,000), Emission Reduction Potential: ∆ (Low), ∆∆ (Medium), ∆∆∆ (High) ∆∆∆∆ (Very High). Benefit/Cost Index: (<1), (1), (>1), (>>1). “**” - already in place (or planned for) at BWI Marshall and/or MTN. - Candidate/Timeframe: ST - short term, MT - medium Term, LT - long term, “-“ not considered appropriate in comparison to the others.
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3. Results For ease of review, the information presented in Tables 5 and 6 are reorganized based on the timeframes for their estimated implementation. In this way, the prioritization of the Objectives and Measures can be better determined. These results are provided in Tables 7 through 10.
Table 7 Short-Term Objectives/Measures Evaluations - Criteria Pollutants
I.D. Name Objective/Measure No. A2 Air Quality Policy MAA/Airport Air Quality Policy. A3 Aircraft Engine & APU Use Encourage minimal auxiliary power unit use. Reductions** Support single/reduced engine taxiing. A5 Construction Emission Construction vehicle idling plan. Reduction Measures ** Implement low-emission construction vehicle use guidelines. A7 Fossil Fuel Reduction** Encourage conversion of tenant fleet vehicles to low emission vehicles.** A9 MDOT MAA Participation Top-down buy-in from MDOT MAA management to department at all Levels staff. Airport-wide promotion of initiatives, policies, and plans. A10 Program Promotion Web-site advertisement. Air Quality and GHG Reports. ** Printed media such as brochures and newspaper. A11 Progress Measurement Develop a Baseline Air Emissions Inventory. ** Methods** Conduct Annual Air Emissions Inventories. ** A14 Tenant Participation Incentivize tenants to abide by emission reduction policies. A15 Training & Education Provide instructional and training programs for employees, tenants, service providers, etc. Note: “**” - already in place (or planned for) at BWI Marshall and/or MTN.
Table 8 Medium-Term Objectives/Measures Evaluations - Criteria Pollutants I.D. Name Objective/Measure No. A2 Air Quality Policy Airport-specific sustainable planning, design, and construction guidelines (including Air Quality/GHG) A3 Aircraft Engine & APU Use Provide infrastructure for pre-conditioned air and ground power. Reductions** ** A4 Priority vehicle parking for low emission vehicles.
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Table 8 Medium-Term Objectives/Measures Evaluations - Criteria Pollutants I.D. Name Objective/Measure No. Alternative Airport Access Promote public transit to the airport. ** Travel Modes** Support low emission vehicles for rental cars, taxis, and commercial vehicles. A8 GSE Fleet of Low-/No- Convert airport-owned GSE and low-/no-emission vehicles. Emission Engines** Incentivize airlines to convert GSE to low-/no-emission vehicles. Note: “**” - already in place (or planned for) at BWI Marshall and/or MTN.
Table 9 Long-Term Objectives/Measures Evaluations - Criteria Pollutants
I.D. Name Objective/Measure No. A3 Aircraft Engine & APU Use Design airside layout to reduce delay and surface vehicle Reductions** congestion.** A8 GSE Fleet of Low-/No- Develop infrastructure to support low-/no-emission GSE.** Emission Engines** A4 Alternative Airport Access Increase mass transit access. ** Travel Modes** A12 Solar Energy Expansion** Install building or solar photovoltaic panels.** A13 Targets & Milestones Set and meet emission reduction goals. A16 Zero- and Low-Emission Convert airport fleet vehicles to low emission vehicles. Vehicles Note: “**” - already in place (or planned for) at BWI Marshall and/or MTN.
Table 10 Objectives/Measures Evaluations - Greenhouse Gases
I.D. Name Objective/Measure No.
G2 GHG Policy Climate Action Plan (CAP).
Reduce GHG-forming Replacing refrigerants with natural or lower global warming G5 substances** potential gases. **
Waste Reduction & Implement or enhance and recycling program. G9 Recycling
Note: “**” - already in place (or planned for) at BWI Marshall and/or MTN.
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4. Candidate Air Quality & GHG Objective & Measures Fact Sheets The following Fact Sheets provide information on each Measure and Objective with detailed descriptions and information on capital cost, emissions reduction potential, affected pollutants, stakeholders involved, payback period, benefits, and drawbacks. The Fact Sheets are intended to be an easy-to-use reference guide and were developed using information from previous research projects including:
. ACRP Report 43: Guidebook of Practices for Improving Environmental Performance at Small Airports (2011)
. ACRP Report 56: Handbook for Considering Practical Greenhouse Gas Emission Reduction Strategies for Airports (2011)
. ACRP Report 80: Guidebook for Incorporating Sustainability into Traditional Airport Projects (2012)
A2 Air Quality Policy
To minimize the impact of current and future airport activities, expansion, and development on air quality, an airport operator may establish limits, standards, initiatives, incentives, or Description: mandates to reduce emissions related to airside improvements, new buildings, facilities, project-related operations, etc.
Emissions Airport, Planned/In-Place: Yes Reduction Medium Stakeholders: Tenants Potential:
Estimated Capital Affected Criteria Benefit/Cost Less than $10,000 1 year Cost: Pollutant(s): pollutants Index
An air quality policy in and of itself does not reduce emissions; however, having one in place is Benefits: an advantage for achieving and maintaining air quality goals and objectives in all areas.
Coordinating with non-airport stakeholders (e.g. airlines) can be complex and require Drawbacks: negotiation. Engagement of airlines in the development of a policy will assist in gaining buy-in and identifying potential obstacles.
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A3 Aircraft Engine and APU Emission Reductions
When aircraft taxi, the use of power from all of the main engines is not required. To reduce fuel consumption, and thus emissions, some aircraft can taxi on a single engine or reduced engine power. Also, while an aircraft is at a gate, an auxiliary power unit (APU) is commonly Description: used to provide cooling and power for on-board systems, which generates emissions. Instead, pre-conditioned air (PCA) and ground power units could be installed and used for this purpose. By minimizing APU use, the airline can reduce the combustion of jet fuel used to power the APU and the associated emissions.
Emissions Airport, Planned/In-Place: Yes Reduction High Stakeholders: tenants Potential:
Estimated Capital Affected Criteria Benefit/Cost More than $10,000 to $100,000 Cost: Pollutant(s): pollutants, GHGs Index 10 years
Emission reductions are achieved through more efficient engine use and by minimizing APU Benefits: use.
Some aircraft are not able to safely taxi on a single engine in order to move forward; however, Drawbacks: in these cases, reduced engine power may be possible. It may be difficult for an airport operator to enforce the use of PCA and ground power instead of an APU.
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A4 Alternative Airport Access Travel Modes
Emissions can be reduced by providing convenient alternative modes of transportation for airport employees and travelers. Alternative modes include buses, light and heavy rail, and Description: bicycle use. Initiatives to support this include but are not limited to supporting public transit, increasing mass transit access to the airport, and promoting bicycle use.
Emissions Airport, Planned/In-Place: Yes Reduction High Stakeholders: tenants, Potential: passengers Criteria Estimated Capital $10,000 to Affected Benefit/Cost More than pollutants, Cost: $1,000,000 Pollutant(s): Index 10 years GHGs
Reducing the number of vehicles accessing the airport will reduce emissions and also decrease Benefits: traffic volume.
An airport operator may need to work with local transit authorities to develop the necessary Drawbacks: infrastructure and policy. The infrastructure changes require construction and can be costly.
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A5 Construction Emission Reduction Measures
An airport operator can implement guidelines and/or requirements for construction. Examples include but are not limited to requiring the use low emission equipment that run on alternative Description: fuels, implementing a construction vehicle idling plan, mandating recycle and reuse of demolition materials, and using warm mix asphalt in place of hot mix asphalt for paving projects.
Emissions Airport, Planned/In-Place: No Reduction Medium Stakeholders: tenants Potential:
Estimated Capital $100,000 to Affected Criteria Benefit/Cost 1 - 5 years Cost: $1,000,000 Pollutant(s): pollutants Index
Emissions reduction and lower operations costs will occur from more efficient equipment, Benefits: more efficient use of the equipment, more sustainable materials.
Drawbacks: Depending on the approach, capital costs can be high, particularly for new equipment.
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A6 Energy Conservation Measures
An airport can design features, building materials and/or operational practices aimed at reducing energy-producing emissions. There are many modes by which energy conservation can be accomplished. Examples include but are not limited to specifying energy efficiency requirements for equipment (e.g. purchasing United States Environmental Protection Agency Description: (USEPA) Energy STAR certified appliances), developing an energy conservation program for building users, improving insulation, restricting heating and cooling to the lowest 10 feet of indoor space, designing building orientation for energy use reduction, applying solar reflective paint, and a lighting system upgrade.
Emissions Airport, Planned/In-Place: Yes Reduction High Stakeholders: tenants Potential:
Estimated Capital $100,000 to Affected Criteria Benefit/Cost 2 - 5 Years Cost: $1,000,000 Pollutant(s): pollutants, GHGs Index:
Promoting changes to conserve energy represents a significant opportunity to reduce Benefits: emissions and save energy costs as reducing energy demand decreases reliance on the regional energy grid.
There can be high initial costs associated with new more efficient equipment, however the Drawbacks: operating costs savings should eventually lead to savings.
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A7 Fossil Fuel Reduction
An airport may work with its tenants and airlines/aircraft operators to reduce the use of fossil fuel usage by aircraft, ground support equipment, and ground access vehicles through, among Description: other methods, switching to alternative energy vehicles for ground transportation, and more efficient engine use for aircraft (i.e. single engine taxiing).
Emissions Airport, Planned/In-Place: Yes Reduction High Stakeholders: tenants Potential:
Estimated Capital Affected Criteria Benefit/Cost $10,000 to $100,000 2 - 5 years Cost: Pollutant(s): pollutants, GHG’s Index:
An airport operator's support of fossil fuel reduction initiatives may be seen favorably by Benefits: neighboring community members and other stakeholders. Notably, improving aircraft fuel efficiency may result in operational changes as well as improvements in aircraft technology.
Fossil fuel reduction may be difficult to enforce at the tenant-level. Low emission equipment Drawbacks: can have higher capital costs than the less traditional equipment, however there should be net savings from lower operation and maintenance costs.
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A8 GSE Fleet of Low-/No-Emission Engines
This measure involves the conversion of ground support equipment (GSE) fleets to equipment that use alternative fuels, such as electric vehicles or cleaner fuels (e.g., compressed natural Description: gas (CNG) and diesel/biodiesel). This is a relatively cost-effective way to reduce emissions. GSE contribute to airside emissions due to most equipment being older non-road vehicles that do not typically possess the same level of emissions control as newer on-road vehicles.
Emissions Airport, Planned/In-Place: Yes Reduction Medium Stakeholders: tenants Potential:
Estimated Capital Affected Criteria Benefit/Cost $10,000 to $100,000 2 - 5 years Cost: Pollutant(s): pollutants, GHG’s Index:
Replacing existing traditional equipment with newer vehicles can significantly reduce Benefits: emissions. Also, fueling equipment with cleaner fuels, such as CNG or clean diesel/biodiesel, can positively impact emissions savings.
Converting GSE fleets to electric vehicles, will increase electric power use and not completely eliminate emissions. Rather, these emissions will be transferred to the electric power plant. Drawbacks: Additionally, the capital cost to construct fueling infrastructure is significant, although in many cases federal funding may be available.
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A9 MDOT MAA Participation at all Levels
To achieve and maintain air quality goals and objectives there needs to be top-down buy-in from MDOT MAA management to department staff and ideally airport tenants and passengers. Description: This should include developing and implementing a policy or guidelines for emission reduction and energy efficiency that is promoted airport-wide.
Emissions Planned/In-Place: Yes Reduction Medium Stakeholders: Airport Potential:
Estimated Capital Affected Criteria Benefit/Cost Less than 1 Less than $10,000 Cost: Pollutant(s): pollutants, GHG’s Index: year
Promoting behavioral changes to conserve energy represents a significant opportunity to reduce emissions and save energy costs not only at the airport but elsewhere as the employees Benefits: and passengers participating in the program may bring what they learn to their homes and offices.
Human behavioral changes may often take a significant amount of time and effort to Drawbacks: implement.
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A10 Program Promotion
The goals, objectives, and achievements toward reducing emissions should be positively publicized through a strategic messaging campaign. This should involve web-site Description: advertisement, air quality and GHG reports, printed media such as brochures and newspaper, displays at the airport, branding, and press releases.
Emissions Airport, Planned/In-Place: Yes Reduction Medium Stakeholders: tenants Potential:
Estimated Capital Affected Criteria Benefit/Cost Less than 1 Less than $10,000 Cost: Pollutant(s): pollutants, GHGs Index: year
Program promotion will help acknowledge the importance, build support, and demonstrate Benefits: leadership in environmental stewardship.
Drawbacks: None.
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A11 Progress Measurement Methods
This includes methods and means for determining statuses of goals, objectives and/or effectiveness of emission reduction measures. This will include data collection to establish the Description: current air quality conditions and statuses of current and new initiatives. Periodic reviews of conditions should be conducted and compared back to the initial conditions to measure progress.
Emissions Planned/In-Place: No Reduction Medium Stakeholders: Airport Potential:
Estimated Capital Affected Criteria Benefit/Cost Less than $10,000 2 - 5 years Cost: Pollutant(s): pollutants, GHGs Index:
Benefits: Progress measurement helps understand effectiveness of MDOT MAA’s initiatives.
Data collection for emissions and air quality and be complex and typically requires the help of Drawbacks: a consulting company.
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A12 Solar Energy Expansion
An airport may install solar photovoltaic (PV) panels to generate electricity for use on-site and/or for sale back to the local electricity grid (where applicable). Use of PV panels reduces Description: the purchase of electricity generated from non-renewable resources, thus reducing GHG emissions. Other solar energy initiatives include solar thermal systems for hot water production, and using solar powered air conditioning systems.
Emissions Planned/In-Place: Yes Reduction Medium Stakeholders: Airport Potential:
Estimated Capital $100,000 to Affected Criteria Benefit/Cost More than Cost: $1,000,000 Pollutant(s): pollutants, GHGs Index: 10 years
Energy from PV panels relieves the airport of a significant portion of total energy consumption Benefits: costs.
Construction associated with installation and improvements, along with purchasing the Drawbacks: technology is expensive.
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A13 Targets and Milestones
Establishing targets and milestones sets quantitative and measurable indicators of progress for objectives. There should be targets for emission reduction and policy implementation by set Description: deadlines. Milestones should include obtaining certifications such as Airport Carbon Accreditation (ACA) and Leadership in Energy and Environmental Design (LEED) certification.
Emissions Planned/In-Place: No Reduction Medium Stakeholders: Airport Potential:
Estimated Capital Affected Criteria Benefit/Cost Less than $10,000 2 - 5 years Cost: Pollutant(s): pollutants, GHGs Index:
Ensuring that MDOT MAA’s objectives and goals are achieved in a timely manner. Certifications Benefits: demonstrate achievement and positively affect public opinion.
Setting targets that are too strict can lead to overworking. Missing deadlines that have been Drawbacks: publicized can lower credibility.
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A14 Tenant Participation
A large fraction of aviation related emissions is from non-airport sources owned by airport tenants. Involvement and participation by airport tenants and service providers is important Description: for meeting targets and goals for emissions reduction. Tenant participation can be achieved though collaboration or instituting policies and guidelines.
Emissions Airport, Planned/In-Place: No Reduction High Stakeholders: tenants Potential:
Estimated Capital Affected Criteria Benefit/Cost Less than 1 Less than $10,000 Cost: Pollutant(s): pollutants, GHGs Index: year
Benefits: Tenant participation will lead to quicker and larger reductions in emissions.
Settling policies that will cost tenants money may be unpopular and require careful Drawbacks: negotiation.
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A15 Training & Education
Providing instructional programs and materials for MDOT MAA staff, airport tenants, service Description: providers, and passengers that teach how to effectively implement emission reduction strategies.
Emissions Airport, Planned/In-Place: No Reduction Low Stakeholders: tenants Potential: Estimated Capital Affected Criteria Benefit/Cost Less than 1 Less than $10,000 Cost: Pollutant(s): pollutants, GHGs Index: year
Ensures that stakeholders understand how initiatives relevant to them need to be Benefits: implemented.
Drawbacks: Ensuring participation from all relevant stakeholders is likely to be difficult.
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A16 Zero- and Low-Emission Vehicles
Providing facilities, support, and incentives for airport tenants, passengers, and staff to use electric and alternatively fuel ground transportation vehicles. This should include installing electric vehicle charging stations at strategic locations, providing benefits for electric vehicle Description: usage (e.g. reduced parking fees, and access to closer parking spaces), collaboration with airport tenants to obtain funding to purchase alternative fuel vehicles. Federal funding for ground transportation can be obtained through the Federal Aviation Administration’s Zero Emission Vehicle (ZEV) infrastructure incentives program.
Emissions Airport, Planned/In-Place: No Reduction High Stakeholders: tenants Potential:
Estimated Capital $10,000 to Affected Criteria Benefit/Cost Less than 1 Cost: $1,000,000 Pollutant(s): pollutants, GHGs Index: year
Significant emissions reductions can be achieved and low- and zero-emission vehicles have a Benefits: low operation and maintenance cost.
Providing the necessary infrastructure to support low- and zero-emission vehicles has a high Drawbacks: capital cost. Collaboration with airport tenants is likely needed and participation is not guaranteed.
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G1 Air Quality Objectives & Measures
All air quality and emission reduction objectives measures (A2-A16) will also serve to reduce Description: GHG’s.
Emissions Airport, Planned/In-Place: Yes Reduction High Stakeholders: tenants Potential: Less than 1 Estimated Capital Affected Benefit/Cost See A2 - A12 GHGs year to more Cost: Pollutant(s): Index: than 10 years
Benefits: This occurs because GHG sources are the same as criteria pollutant sources.
GHG emissions from each source varies differently than criteria pollutant emissions, therefore Drawbacks: effectiveness of air quality measures on GHG reduction will also vary.
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G2 GHG Policy
Airports may develop a strategic policy, or plan, for addressing climate change at an organizational level. Such a plan, is typically known as a Climate Action Plan (CAP) or a Description: Greenhouse Gas (GHG) Reduction Plan. These plans aim at reducing emissions over a specific timeframe (typically ranging from 2 to 20 years) by setting short-and long-term goals. In essence CAPs establish a roadmap for GHG emissions reductions.
Emissions Airport, Planned/In-Place: No Reduction Medium Stakeholders: tenants, Potential: public
Estimated Capital Affected Criteria Benefit/Cost $10,000 to $100,000 1 - 2 years Cost: Pollutant(s): pollutants, GHGs Index:
Developing a CAP or a GHG Reduction Plan in and of itself does not reduce emissions; however, Benefits: having such plan(s) in place is an advantage for achieving emission reductions and benefits in all areas.
Developing a baseline GHG emissions inventory is data intensive and can often be the most Drawbacks: difficult piece of a Climate Action Plan.
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G3 Airport Carbon Accreditation
The Airport Carbon Accreditation (ACA) program certifies airports that have achieved milestones and/or developed strategic plans to reduce carbon emissions. There are four levels of certification. To obtain Level 1 certification, “Mapping”, an airport must “map” its carbon footprint by developing a GHG emissions inventory. Level 2 certification, “Reduction”, requires Description: providing evidence of effective carbon management by demonstrating that initiatives have led to carbon reduction. Level 3 certification, “Optimization”, requires engaging third party (e.g. airlines) in emissions reduction. Level 4 certification, “Neutrality”, includes offsetting remaining emissions such that the airport is carbon neutral for all emissions over which the airport has control.
Emissions Airport, Planned/In-Place: No Reduction High Stakeholders: tenants Potential:
Estimated Capital Affected Benefit/Cost More than $10,000 to $100,000 GHGs Cost: Pollutant(s): Index: 10 years
The ACA assists in identifying GHG reduction opportunities, planning, and setting milestones. Benefits: Obtaining ACA also demonstrates environmental stewardship and improves public relations.
Participation in the ACA does not impact the airports regulatory compliance status; however it Drawbacks: helps prepare for future regulations.
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G4 Carbon Neutrality
Carbon neutrality is achieved when the net emissions of carbon over an entire year is zero. Description: This can be accomplished through the emissions reductions strategies in this report along with addition external help from purchasing carbon credits.
Emissions Planned/In-Place: No Reduction High Stakeholders: Airport Potential:
Estimated Capital Affected Benefit/Cost More than $10,000 to $100,000 GHGs Cost: Pollutant(s): Index: 10 years
Achieving carbon neutrality demonstrates a high commitment to GHG reduction and will earn Benefits: ACA Level 4 certification.
Carbon neutrality is not possible without external help from purchasing carbon credits (see Drawbacks: G6).
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G5 GHG-forming Substances
An airport may use natural refrigerants like ammonia (NH3), carbon dioxide (CO2) and water (H2O) in place of hydrofluorocarbons (HFCs) based refrigerants, which have high global warming potentials (GWPs) (i.e., 100s to 1,000s times that of CO2). Notably, if natural Description: refrigerants are not suitable to the application, existing refrigerants may also be replaced with gases that have lower GWPs. The U.S. Environmental Protection Agency (EPA) has a list of substitute refrigerants with low GWP and low ozone depleting potential.
Emissions Airport, Planned/In-Place: No Reduction High Stakeholders: tenants Potential:
Estimated Capital Affected Benefit/Cost $10,000 to $100,000 GHGs 2 - 5 years Cost: Pollutant(s): Index:
Because HFC based refrigerants have relatively high GWPs compared to CO2, the potential to Benefits: reduce GHG emissions is significant.
Cost of retrofitting or purchasing new equipment to accommodate natural refrigerants are Drawbacks: important considerations. Additionally, refrigerants with low GWPs may have high ozone depleting potentials.
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G7 Renewable Energy
Renewable energy is from sources that do not deplete and can be used for power instead of fossil fuels where applicable. Renewable energy sources include solar power, biomass burning, geothermal heating/cooling, waste-to-energy, hydropower, and wind power. Solar power can be obtained from installing photovoltaic panels. Biomass burning produces energy from Description: burning materials such as wood or vegetable matter. A geothermal heating system harnesses the temperature of the ground below the airport for heating or cooling depending on the airport location and season. A waste-to-energy system can be installed that burns solid waste to generate steam or electricity. Hydropower can be used by airports near oceans through tidal energy systems. Wind power can be obtained by installing building mounted wind turbines.
Emissions Planned/In-Place: Yes Reduction High Stakeholders: Airport Potential:
Estimated Capital $10,000 to greater Affected Benefit/Cost 5 to 10 GHGs Cost: than $1,000,000 Pollutant(s): Index: years
Significant carbon emission reductions can be achieved from using renewable energy. Also, Benefits: renewable energy costs can be lower than fossil fuel.
Drawbacks: Initial costs from purchasing and installing the necessary equipment and systems is high.
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G8 Waste Reduction & Recycling
Waste reduction and recycling reduces an airport’s waste sent to a landfill or incinerator which reduces the production of methane, a GHG with 21 times the effect of carbon dioxide on global warming. Waste reduction can be achieved simply through means such as using double-sided printers, and reducing paper usage. A recycling program will target materials including Description: aluminum, steel, plastic, paper, cardboard, wood, and electronics. Coordination with tenants is very important for a successful recycling program. The airport should establish consistent and clear recycling standards by educating airport tenants and users about the program, location of recycling bins, and accepted materials.
Emissions Airport, Planned/In-Place: Yes Reduction Medium Stakeholders: tenants Potential:
Estimated Capital Affected Benefit/Cost More than $10,000 to $100,000 GHGs Cost: Pollutant(s): Index: 10 years
Recycling decreases the quantity of waste sent to landfills which reduces GHGs. Additionally, Benefits: there is a market for recyclables providing potential financial returns.
There can be increases in emissions from vehicle miles traveled by recycling collection trucks. Drawbacks: Start-up costs for the necessary infrastructure can be expensive.
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G9 Purchase/Sell GHG Emission Reduction Credits (Carbon Credits)
Carbon emissions can be “offset” if the airport purchases carbon credits. Carbon credits Description: provide funds and resources to off-site projects that reduce GHG emissions. A carbon credit is produced when one ton of carbon dioxide equivalent emissions are avoided.
Emissions Planned/In-Place: No Reduction High Stakeholders: Airport Potential:
Estimated Capital Affected Benefit/Cost More than $10,000 to $100,000 GHGs Cost: Pollutant(s): Index: 10 years
Benefits: Carbon credits assist airports in meeting GHG reduction goals, mandates, and regulations.
The cost of carbon credits highly depends on the market, which can be very volatile. Carbon Drawbacks: credits don’t reduce emissions directly associated with the airport.
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[End of Report]
List of Preparers KBE - Mike Kenney, Paola Pringle, Christin Gentz, Robbie Gross, David Wood MDOT MAA - Robin Bowie HNTB - Quality Control Review: Rob Bolich, Kim Hughes
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