NJDEP TETERBORO AIRPORTAIR QUALITY STUDY

Alan Kao, PrincipalENVIRON International Corporation

Groton, Massachusetts

Final Project PresentationFebruary 11, 2008

2

OUTLINE

Background

Recap of monitoring program design– What we monitored– Where we monitored

Air quality characterization– Monitoring data collected at Teterboro Airport– Comparison with NJDEP monitoring network and health

benchmarks

Temporal variations – VOCs, BC, PM2.5– Compare to traffic patterns, airport activity, wind

3

BACKGROUND

2001 ENVIRON Screening Study– 48-hour monitoring study (June 27-29)– The overall results of the Screening Study indicate that airport

operations might be affecting ambient air quality in the immediate vicinity.

– The major limitation of the Screening Study is that its results represent a single point in time, and thus may not reflect long-term conditions

– Based on the results of the Screening Study, a more extensive study was recommended

4

BACKGROUND

2003 EOHSI Modeling Study– Using emissions estimates for various sources in the airport

vicinity (e.g., aircraft, mobiles sources, local industry), modeled ambient air concentrations

– Concluded that airport operations were a minor contributor to local air quality, accounting for 1-5% of air toxics concentrations in ambient air

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Major Goals of NJDEP/ENVIRON Study:

Measure ambient concentrations of specific compounds of potential concern over an extended period of time

Provide monitoring results consistent with other data being collected by NJDEP, which would allow for a comparison of the Teterboro area results to data collected for other locations in New Jersey

Evaluate whether the target compound emissions from Teterboro Airport have a measurable impact on air quality in the airport vicinity

PROJECT OBJECTIVES

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TETERBORO AIRPORT VICINITY

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Gas phase constituents:

Volatile organic compounds (VOCs)– Benzene, toluene, ethylbenzene, xylenes– Carbonyls (e.g., formaldehyde, acetaldehyde)

Particle-phase constituents:

Fine particles (PM2.5)

Black carbon

WHAT DID WE MONITOR?

Air Pollutants of Concern

8

Gas phase constituents:

Automated canister / cartridge samplers (ATEC Toxic Air Sampler) – discrete measurement of VOCs and carbonyls (24-hour samples every six days)

WHAT DID WE MONITOR?

9

Gas phase constituents:

Open path DOAS monitoring systems (CerexEnvironmental UVSentry) – continuous measurement of certain gaseous pollutants (e.g., VOCs, NO)

WHAT DID WE MONITOR?

10

Particle-phase constituents

Beta-attenuation monitors (Met One EBAM) – continuous measurement of fine particulate matter (PM2.5)

Aethalometers (Magee Scientific) –continuous measurement of black carbon (BC)

WHAT DID WE MONITOR?

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Other parameters:

Meteorological parameters – wind speed and direction

Traffic flow

Aircraft landings and takeoffs (provided by TEB)

WHAT DID WE MONITOR?

12

24

1

19

6

S1

P2

P1

S2

1

6

24

19

WHERE DID WE MONITOR?

13

WHERE DID WE MONITOR?

24

19

P1

SpeciatedVOCs

gases

BC

PM2.5

wind data

traffic

14

1

6

P2

WHERE DID WE MONITOR?

SpeciatedVOCs

gases

BC

PM2.5

wind data

traffic

15

24

1

19

6

S1

S2

WHERE DID WE MONITOR?

SpeciatedVOCs

SpeciatedVOCs

AIRPORT ACTIVITY ANDTRAFFIC MONITORING

What was happening at the airport?

What was happening on the roads?

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WHAT WAS HAPPENING AT THE AIRPORT?

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WHAT WAS HAPPENING AT THE AIRPORT?

Runway 1, 41968, 24%

Runway 19, 52605, 30%

Runway 6, 30846, 18%

Runway 24, 49082, 28%

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WHAT WAS HAPPENING ON THE ROADS?

20

WHAT WAS HAPPENING ON THE ROADS?

21

WHAT WAS HAPPENING ON THE ROADS?

22

WHAT WAS HAPPENING ON THE ROADS?

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WIND SPEED PATTERN

Average Hourly Wind Speed at P1 and P2 in 2006

0

2

4

6

8

10

12

12:00

AM

1:00 A

M2:0

0 AM

3:00 A

M4:0

0 AM

5:00 A

M6:0

0 AM

7:00 A

M8:0

0 AM

9:00 A

M10

:00 A

M11

:00 A

M12

:00 P

M1:0

0 PM

2:00 P

M3:0

0 PM

4:00 P

M5:0

0 PM

6:00 P

M7:0

0 PM

8:00 P

M9:0

0 PM

10:00

PM

11:00

PM

Hour

Win

d sp

eed

(mph

)

Primary 1Primary 2

AIR MONITORING RESULTS

What’s in the air?

How does it compare with the rest of New Jersey?

Where is it coming from?

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WHAT WAS MEASURED IN THE AIR?

The following 16 compounds were consistently detected (>70%) in the canister/cartridge samples:

• Acetone• Benzene• Dichlorodifluoromethane• Ethylbenzene• Methyl ethyl ketone• Methylene chloride• Toluene• Trichlorofluoromethane• Xylenes

• Acetaldehyde• Benzaldehyde• Butyraldehyde• Formaldehyde• Hexaldehyde• Propionaldehyde• Valeraldehyde

• Acetone• Benzene• Dichlorodifluoromethane• Ethylbenzene• Methyl ethyl ketone• Methylene chloride• Toluene• Trichlorofluoromethane• Xylenes

• Acetaldehyde• Benzaldehyde• Butyraldehyde• Formaldehyde• Hexaldehyde• Propionaldehyde• Valeraldehyde

13 of these 16 were higher at Teterboro than at other NJ stations

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COMPARISON WITH OTHER NJ LOCATIONS

Camden(urban)

New Brunswick(suburban)

Chester(background)

Elizabeth(mobile source dominated)

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COMPARISON WITH OTHER NJ LOCATIONS

Elizabeth Station dominated by mobile sources

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CERTAIN VOCs ARE ELEVATED COMPARED TO OTHER NJ LOCATIONS

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CERTAIN VOCs ARE COMPARABLE OR LOWER THAN AT OTHER NJ LOCATIONS

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RISK SCREENING CALCULATIONS

Cancer risks at P2 are comparable to Elizabeth; P1 is about two times higher

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RISK SCREENING CALCULATIONS

Noncancer risks at P2 are comparable to Elizabeth; P1 is about two times higher

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SUMMERTIME INCREASE IN ALDEHYDES

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PM2.5 IS ELEVATED COMPARED TO OTHER NJ LOCATIONS

BUT method used in this study for PM2.5 is different than method used by NJDEP

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PM2.5 TRENDS – P1Average Hourly Wind Speed at P1 and P2 in 2006

0

2

4

6

8

10

12

12:00

AM

1:00 A

M2:0

0 AM

3:00 A

M4:0

0 AM

5:00 A

M6:0

0 AM

7:00 A

M8:0

0 AM

9:00 A

M10

:00 A

M11

:00 A

M12

:00 P

M1:0

0 PM

2:00 P

M3:0

0 PM

4:00 P

M5:0

0 PM

6:00 P

M7:0

0 PM

8:00 P

M9:0

0 PM

10:00

PM

11:00

PM

Hour

Win

d sp

eed

(mph

)

Primary 1Primary 2

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PM2.5 TRENDS – P2 Average Hourly Wind Speed at P1 and P2 in 2006

0

2

4

6

8

10

12

12:00

AM

1:00 A

M2:0

0 AM

3:00 A

M4:0

0 AM

5:00 A

M6:0

0 AM

7:00 A

M8:0

0 AM

9:00 A

M10

:00 A

M11

:00 A

M12

:00 P

M1:0

0 PM

2:00 P

M3:0

0 PM

4:00 P

M5:0

0 PM

6:00 P

M7:0

0 PM

8:00 P

M9:0

0 PM

10:00

PM

11:00

PM

Hour

Win

d sp

eed

(mph

)

Primary 1Primary 2

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PM2.5 CONCENTRATION IS RELATED TO WIND SPEED

Average PM2.5 Concentration by Wind Speed in 2006

0

5

10

15

20

25

30

35

40

45

0 5 10 15 20 25 30

Wind Speed (mph)

PM C

once

ntra

tion

(ug/

m3)

P1 PM2.5 Concentration P2 PM2.5 Concentration

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EVALUATION OF WIND-FILTERED DATA

24

1

19

6

SEC-1

PRI-2

PRI-1

SEC-2

1

6

24

19

15-90 deg

315-70 deg

160-270 deg

135-225 deg

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PM2.5 OBSERVED WHEN WIND IS FROM BOTH AIRPORT AND ROADWAYS

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PM2.5 OBSERVED WHEN WIND IS FROM BOTH AIRPORT AND ROADWAYS

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BLACK CARBON TRENDS – P1

Day-of-week temporal pattern for BC is similar to large vehicle automotive traffic

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BLACK CARBON TRENDS – P2

Day-of-week temporal pattern for BC is similar to large vehicle automotive traffic

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BLACK CARBON CONCENTRATION IS RELATED TO WIND SPEED

Average Black Carbon Concentration by Wind Speed in 2006

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

0 5 10 15 20 25 30

Wind Speed (mph)

BC C

once

ntra

tion

(ug/

m3)

P1 BC Concentration P2 BC Concentration

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BLACK CARBON OBSERVED WHEN WIND IS FROM BOTH AIRPORT AND ROADWAYS

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BLACK CARBON OBSERVED WHEN WIND IS FROM BOTH AIRPORT AND ROADWAYS

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OPEN PATH SYSTEM – OVERVIEW

TRANSMITTER RECEIVER

Nonlocalized Emission Source

When some gases are exposed to UV light, they will absorb specific wavelengths of light. Measure of total absorption is called “DUV Intensity”.

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OPEN PATH SYSTEM – OVERVIEW

DUV Intensity represents all gases that absorb in certain wavelengths, including hazardous and nonhazardous compounds

Methods are still under development to identify specific individual compounds (e.g., NO)

NOTE: This is an experimental technique; has not been officially validated or approved by USEPA or other regulatory agencies

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DUV-DOAS OPEN PATH SYSTEM – P1

TRANSMITTER

RECEIVER

PATH LENGTH = 190 meters

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DUV-DOAS OPEN PATH SYSTEM – P2

TRANSMITTER

RECEIVER

PATH LENGTH = 188 meters

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DUV SIGNAL DROPS WITH TIME FROM LTO

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DUV SIGNAL OBSERVED WHEN WIND IS FROM BOTH AIRPORT AND ROADWAYS

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DUV SIGNAL OBSERVED WHEN WIND IS FROM BOTH AIRPORT AND ROADWAYS

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DUV SIGNAL FROM AIRPORT

P2 DUV Intensity for Aug 30-31, 2006Using five-second open path and wind data

1

1.2

1.4

1.6

1.8

2

2.2

2.4

Wed 8/30

6:00 A

MWed 8

/30 8:00

AM

Wed 8/30

10:00 AM

Wed 8/30

12:00 PM

Wed 8/30

2:00 P

MWed 8

/30 4:00

PM

Wed 8/30

6:00 P

MWed 8

/30 8:00

PM

Wed 8/30

10:00 PM

Thu 8/31

12:00 AM

Thu 8/31

2:00 A

MThu 8

/31 4:00

AM

Thu 8/31

6:00 A

MThu 8

/31 8:00

AM

Thu 8/31

10:00 AM

Thu 8/31

12:00 PM

Thu 8/31

2:00 P

M

Date/Time

DU

V In

tens

ity (2

80-2

07)

Wind from roads (90-270)Wind from airport (315-70)Crosswind (70-90, 270-315)

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DUV SIGNAL FROM AIRPORT

P2 DUV Intensity and LTOs for Wed, August 30, 2006, 7-10amUsing five-second open path and wind data

1

1.2

1.4

1.6

1.8

2

2.2

2.4

7:00 A

M

7:15 A

M

7:30 A

M

7:45 A

M

8:00 A

M

8:15 A

M

8:30 A

M

8:45 A

M

9:00 A

M

9:15 A

M

9:30 A

M

9:45 A

M

10:00

AM

Date/Time

DU

V In

tens

ity (2

80-2

07)

Wind from roads (90-270)Wind from airport (315-70)Crosswind (70-90, 270-315)

7:13a:1 plane LTO

7:45a:1 heliport LTO

7:54a:1 heliport LTO

8:16-8:20: 4 plane LTOs

8:44-8:54a:11 plane LTOs

8:59-9:05a:5 plane LTOs

Wind speeds are approximately 5-7 mph during this time period.

Automobile traffic in runway

Idling plane in front of P2

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DUV SIGNAL FROM AIRPORT

P2 DUV Intensity and LTOs for Wed, August 30, 2006, 7-10amUsing five-second open path and wind data

1

1.2

1.4

1.6

1.8

2

2.2

2.4

7:00 A

M

7:15 A

M

7:30 A

M

7:45 A

M

8:00 A

M

8:15 A

M

8:30 A

M

8:45 A

M

9:00 A

M

9:15 A

M

9:30 A

M

9:45 A

M

10:00

AM

Date/Time

DU

V In

tens

ity (2

80-2

07)

Wind from roads (90-270)Wind from airport (315-70)Crosswind (70-90, 270-315)

7:13a:1 plane LTO

7:45a:1 heliport LTO

7:54a:1 heliport LTO

8:16-8:20: 4 plane LTOs

8:44-8:54a:11 plane LTOs

8:59-9:05a:5 plane LTOs

Wind speeds are approximately 5-7 mph during this time period.

Automobile traffic in runway

Idling plane in front of P2

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DUV SIGNAL FROM AIRPORT

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DUV SIGNAL FROM AIRPORT

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DUV SIGNAL FROM AIRPORT

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DUV SIGNAL FROM AIRPORT

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CONCLUSIONS

Certain VOCs were detected at parts of Teterboro Airport at higher concentrations than other “representative” locations in New Jersey (e.g., formaldehyde, toluene); other VOCs (e.g., benzene,acetaldehyde) were comparable to other NJ locations.

PM2.5 measured around Teterboro Airport appears to have been higher than other NJ monitoring locations in 2006, althoughthe method used to measure PM2.5 around Teterboro Airport in this study typically yields higher results than the method used at the other NJ locations.

IS THE AIR NEAR THE AIRPORT WORSE THAN THE REST OF THE STATE?

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CONCLUSIONS

Risks associated with the concentrations of VOCs consistently detected around parts of Teterboro Airport are higher than other“representative” locations in New Jersey (based on conservative risk screening calculations intended to overestimate exposures and be health protective).

Similar to other locations in New Jersey, risks around TeterboroAirport exceed health benchmarks. These exceedances are typical of urban areas in the U.S.

IS THE AIR NEAR THE AIRPORT HAZARDOUSTO MY HEALTH?

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CONCLUSIONS

Airport activities have a measurable effect on local air quality, as do other sources. PM2.5 and DUV intensity signal were observed to come from both roadways and the airport. These conclusions are supported by temporal and wind direction-filtered analyses, as well as review of videotapes.

Black carbon was also observed to come from both roadways and the airport operations, although to a lesser extent. Stronger contributions of BC appear to be coming from large vehicles.

IS THE AIRPORT AFFECTING THELOCAL AIR QUALITY?

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CONCLUSIONS

Although the data indicate that airport activities have a measurable effect on local air quality, the data were insufficient to quantify the contribution from airport activities. However, the prevalence of these measurable impacts suggests that the airportis not an insignificant source with respect to the local air quality.

Airport contributions appear to be highly dependent on wind direction and wind speed, as well as airport activity.

HOW MUCH IS THE AIRPORT AFFECTING THELOCAL AIR QUALITY?

63

RECOMMENDATIONS

Additional study is needed to identify and quantify potential emission sources of certain detected VOCs and carbonyls, such asformaldehyde. In particular, the summertime increase in formaldehyde concentrations should be further evaluated to understand why it was elevated at P1 but not at other locations.

Other VOC sources in the airport vicinity should be identified and their emissions quantified.

PM2.5 and black carbon concentrations and emission sources should be further evaluated.

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RECOMMENDATIONS

The DUV-DOAS open path system appears to be a promising tool for evaluating airport impacts on local air quality; more research is needed to develop this technology and to characterize DUV compounds.

Additional study is needed to understand the impact of airport operations on the local community. – Perimeter monitoring around the airport coupled with neighborhood

monitoring, particularly at times when jet fuel odors are apparent

– Short-term sampling (e.g., three hours or less) when winds are steady to quantify upwind and downwind concentrations.

– Short-term VOC monitoring to evaluate temporal trends