New Energy Technologies at Airportsonlinepubs.trb.org/onlinepubs/webinars/150429.pdf · •...

New Energy Technologies at Airports

April 29, 2015

Lynn Hampton Associates

Today’s Moderator and Panelists

• Steve Barrett, HMMH

[email protected]

• Alice Richard, LeighFisher [email protected]

• Lynn Hampton, Lynn Hampton Associates

[email protected]

mailto:[email protected]



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Upcoming ACRP Webinars

• May 21st – Risk Management Applications for All Airports

• June 18th – Business Planning Approaches for Disruptive or Irregular Airport Operations

You can register for and learn more about these webinars by visiting:

http://www.trb.org/ACRP/ACRPwebinars.aspx

http://www.trb.org/ACRP/ACRPwebinars.aspx

Additional ACRP Publications on this Topic

ACRP Report 117 – Evaluating Cost-Saving and Energy Reduction Technologies for Escalators and Moving Walks at Airports

ACRP Synthesis 21 – Airport Energy Efficiency and Cost

Reduction ACRP Project 01-24 – Renewable Energy as an Airport

Revenue Source ACRP Project 02-56 – Developing an Airport Business Case

for Renewable Energy

You can learn more about these publications by visiting www.trb.org/publications

http://www.trb.org/

Today’s Speakers

Moderated by Lynn Hampton, Lynn Hampton Associates

1) ACRP Report 108: Guidebook for Energy Facilities Compatibility with Airports and Airspace • Steve Barrett, HMMH

2) ACRP Synthesis 54: Electric Vehicle Charging Stations at Airport Parking Facilities • Alice Richard, LeighFisher

ACRP Report 108: Guidebook for Energy Facilities Compatibility with Airports and

Airspace

Stephen B. Barrett, LEED AP

HMMH

Stephen B. Barrett, LEED AP Principal Investigator

• Director, Climate & Energy, HMMH • Lead Author, Technical Guidance for

Evaluating Selected Solar Technologies on Airports (aka the FAA Solar Guide)

• Principal Investigator for ACRP Report 144, Renewable Energy as an Airport Revenue Source (in publication)

ACRP Report 108 Oversight Panel

Scott R. Brummond, Wisconsin DOT, Panel Chairman Jeanette Hilaire-Stoufer, Denver International Airport Douglas M. Moss, AeroPacific Consulting, Reno, NV Katie R. Servis, Massachusetts DOT Anthony C. Tezla, Mead & Hunt, Santa Rosa, CA James J. Walker, Ameresco, Framingham, MA Amy Hanson, FAA Liaison John L. Collins, AOPA Liaison Christine Gerencher, TRB Liaison

Research Team

Philip M. DeVita, HMMH Dr. Clifford K. Ho, Sandia National Laboratories Bryan Miller, BEM International Yu Zhang, University of South Florida Mary Vigilante, Synergy Consulting

ACRP Report 108: Guidebook for Energy Facilities Compatibility with

Airports and Airspace • Published April 2014 • Describes recent trends in energy technology

development and the technological and social drivers • Documents energy technologies and potential affects on

the National Airspace System (NAS) • Presents new data on glare produced by commercially

available solar panels • Presents results from a survey of pilots who regularly

operate out of airports where solar projects operate • Reports on Department of Energy research to minimize

impacts of wind farms on aviation radar • Presents siting and design guidance to avoid and

minimize future impacts on the NAS

Technologies and Impacts

Research Problem and Objective

Problem: significant geographic expansion in the development of energy generation projects producing impacts on airports and airspace

Objectives: produce a guidebook that communicates the

most up-to-date information on potential impacts of energy technologies and provides best practices for aviation safety associated with planning, developing and constructing energy production and transmission technologies at and around airports.

Research Approach

Issue – Solar Glare

• Airports want to deploy solar for economic and environmental reasons

• Potential for glare to impact controllers and pilots

• Investigate tools, technology, and siting

Results – Glare Modeling

• Solar Glare Hazard Analysis Tool (SGHAT): using modeling to predict potential glare from proposed projects

Results – Panel Design

• Reflectivity data for commercially available solar modules suggests that solar panels, even those manufactured with an anti-reflection coating, produce disability glare. However, use of a deep textured surface design may not.

Results – Pilot Survey (383)

9 % of respondents who were aware of solar projects indicated that they had experienced glare while 74 % did not. Of the pilots who did experience glare, 4 % classified the glare as a “significant nuisance,” 24 % as a “moderate nuisance,” and 72 % as “not a nuisance.”

Issue – Wind Turbine Radar Interference

Wind power is the most economical way to produce large amounts of renewable energy

But wind turbines are 500 feet tall and impinge on airspace

Results – Wind/Radar Research • 10 years of research – impacts on airspace has been

minimized but not avoided. • The Interagency Field Test and Evaluation (IFT&E)

Program conducted three two-week flight campaigns near NAS radar systems in high-density WTG areas in Minnesota and Texas in 2012-13 to identify impacts.

• In addition, nine private sector vendors that were

selected by Sandia National Laboratories participated in the flight campaigns to test and evaluate candidate technologies.

• Research is ongoing.

Issue – Meteorological Towers

MET towers are typically sized below 200 foot FAA reporting height. Because they are not identified on charts and are not marked, they pose a significant safety danger to aircraft

Results – MET Tower Awareness

• June 24, 2011 – The FAA published a policy statement with its recommendation for the voluntary marking of METs.

• August 27, 2012 – California Gov. Jerry Brown signed legislation requiring towers “standing 50 feet and taller to be clearly marked with bright aviation colors.” The new rules will apply to towers built after January 1, 2013 and will “sunset” in five years.

• May 15, 2013 – The NTSB issued a “Recommendation Letter” to the FAA requiring all METs adopt lighting requirements.

2003 2012 2005 2011 2011 2011 2013

Fatal collision Vansycle OR

Fatal collision Ralls TX

Fatal collision Oakley CA

NTSB Safety Alert

FAA Voluntary Marking

California Law

NTSB Recommendation

Issue – Height of Gas Drill Rigs & Frack Ponds as Bird Attractants

• Airports can earn alternative revenue by leasing land for gas drilling

• Drill rigs can be more than 150 feet tall

• Ponds are necessary to provide water to the well

Results – Utilize Best Practices for Gas Development

Model programs at DFW and DIA provide guidance:

• Locate rigs away from runways

• Minimize establishment of permanent frack ponds

• Prohibit flaring

• Design permanent ponds with elements that discourage wildlife

• Regularly monitoring

Issue – Thermal Plumes

Stacks as a physical structure can be regulated under Part 77. Non-structural impacts of plumes more difficult to assess and risk is unpredictable.

Results – Plume Modeling

MITRE developed the Plume Hazard Model to predict the potential effects of thermal plumes on aircraft

• MITRE developed the Plume Hazard Model to predict the potential effects of thermal plumes on aircraft.

• The model has the ability to evaluate: • plume rise and plume characteristics from an exhaust stack • turbulence and aircraft response models • the degree of turbulence that could be expected above the

exhaust stack and its effect on different aircraft types.

• The MITRE report found that there was a definite risk of light aircraft experiencing severe turbulence within the target level of safety (TLS) as they fly over an exhaust plume during certain weather conditions.

Issue – Electrical Infrastructure

New generation needs to be connected to users. This creates a significant amount of new infrastructure that could physically impinge on airspace.

Results – Electric Transmission

Impacts not well documented. More research recommended.

Action – Solar Best Practices SOLAR POWER

Best Practice Who When Why Meet with FAA (and/or Block Grant State Aviation Departments), State DOTs, and other relevant state and local agencies/entities

Airport, Energy Company

Planning Avoid all impacts

Use SGHAT Model Airport, Energy Company

Planning Avoid glare during siting of PV arrays

Use Notice Criteria Tool Airport, Energy Company

Planning Avoid physical penetration during siting

File Form 7460 Airport, Energy Company

Planning Identify all impacts

Engage stakeholder process Airport, Energy Company

Planning Raise issues that can be addressed through agency review

Coordinate with Tower and Airport Airport, Energy Company

Construction Avoid airspace hazard

Issue Notice to Airmen (NOTAM) FAA Construction Avoid airspace hazard; should only be used in short-term (3-6 months) to call attention to potential safety hazard

Action – Wind Best Practices WIND POWER

Best Practice Who When Why Use DoD Siting Tool Energy

Company Planning Avoid areas of significant radar

activity Use Notice Criteria Tool Airport,

Energy Company


Meet with FAA (and/or Block Grant State Aviation Departments), State DOTs, and other relevant state and local agencies/entities

Energy Company

Planning Identify specific airspace issues

Engage stakeholder process Energy Company


File Form 7460 Energy Company

Planning Avoid impacts to flight paths and radar

Upgrade facilities Energy Company

Development Mitigate for identified radar impacts

Apply Lighting/Marking to Wind Turbine Energy Company

Development Mitigate for airspace penetration

Apply Lighting/Marking to MET Energy Company

Planning Avoid airspace hazard


Action – Drilling Best Practices OIL AND GAS DRILLING


Airport, Energy Company




File Construction Safety Phasing Plan Energy Company


File Form 7460 Airport, Energy Company


Plan Frack Ponds as temporary structures or incorporate wildlife prevention measures

Energy Company

Planning Avoid wildlife hazards

Prohibit flaring Airport Planning Avoid airspace hazard

Coordinate with Tower and Airport Airport, Energy Company

Construction Avoid airspace hazard


Action – Plume Best Practices POWER PLANT STACKS AND COOLING TOWERS


Energy Company


Engage stakeholder process Energy Company, Airport


Use Notice Criteria Tool Energy Company



Planning Avoid impacts to airspace

Use MITRE Model1 Energy Company

Planning Predict characteristics of thermal plume

Use air to air heat exchangers or other plume abatement technology

Energy Company



Notes: 1. The MITRE Plume Hazard Model has not been released by FAA as of this writing. Therefore, until release of the model and

updated AC, air traffic controllers, pilots, and developers should rely on current FAA guidance and recommended practices, including the use of the CASA guidance where applicable.

Action – Electrical Best Practices

ELECTRICITY TRANSMISSION INFRASTRUCTURE Best Practice Who When Why Meet with FAA (and/or Block Grant State Aviation Departments), State DOTs, and other relevant state and local agencies/entities

Energy Company


Engage stakeholder process Energy Company, Airport






Apply Lighting/Marking, Spherical Balls Energy Company



Action – Siting based on Height # Structure Height

(ft. AGL) 1 Solar Tower 540 -- Solar Panel 10 2 Meteorological Tower –

Tall 330

3 Meteorological Tower – Small

199

4 Wind Turbine – Tall 600 5 Wind Turbine – Medium3 265 6 Wind Turbine – Small4 155 7 Drill Rig 1 - NoMAC 173 8 Drill Rig 2 – Mountain Rig 103 9 Oil / Water Tank 21 10 Communication Tower 70 11 Power Plant Stack 630 12 Cooling Tower 370 13 Transmission Tower 150

Action – Design Considerations Technology Impact Design Observation Implementation

Solar PV Glare • PV module tilt and compass orientation have a significant impact on the direction of glare

Use SGHAT to evaluate impact

Wind Turbine Radar • There is no design flexibility with wind turbines because they must be tall to produce sufficient energy

Engage DoD siting clearinghouse and FAA

Physical Hazard of METs

• All should be marked and located on aeronautical charts

File 7460

Oil and Gas Flaring • Prohibit flaring near airports as alternatives are available

Include in land lease and CSPP

Wildlife Attractants • Reclaim frack ponds after construction or include wildlife deterrent designs

Include in land lease and CSPP

Power Plants Thermal Plume Turbulence

• Sites should avoid areas of aircraft take-off and final approach below 1,000 ft. AGL

Utilize MITRE model1

Transmission Physical Hazard • All should be marked and located on aeronautical charts

File 7460

Notes: 1. The MITRE Plume Hazard Model has not been released by FAA as of this writing. Therefore, until release of the model and

updated AC, air traffic controllers, pilots, and developers should rely on current FAA guidance and recommended practices, including the use of the CASA guidance where applicable.

For additional information:

ACRP Report 108: Guidebook for Energy Facilities Compatibility with Airports and Airspace

http://onlinepubs.trb.org/onlinepubs/acrp/acrp_rpt_108.pdf

• Stephen B. Barrett o [email protected]




ACRP Synthesis 54: Electric Vehicle Charging

Stations at Airport Parking Facilities

Alice Richard

LeighFisher, Inc.

Alice Richard Principal Investigator

• Principal Consultant, LeighFisher • Specializing in:

• Airport Sustainability • Airport Air Quality Management • FAA Environmental Grants • Airport Ground Transportation • Airport Solar Energy Implementation

ACRP Synthesis 54 Oversight Panel

Dorothy Harris, Denver International Airport Michael Jones, ChargePoint, Inc., Campbell, California Nathaniel Kimball, Port Authority of New York & New Jersey Judith G. Patterson, Concordia University, Montreal, QC,

Canada Liliana Rambo, Houston Airport System, City of Houston M. Kristoffer Russell, Dallas/Fort Worth International Airport Russ Simonson, Seattle–Tacoma International Airport Jacquelyn Wilkins, Massachusetts Port Authority Patrick Magnotta, Federal Aviation Administration (Liaison) Shawn Conrad, International Parking Institute (Liaison)

ACRP Synthesis 54: Electric Vehicle Charging Stations at Airport Parking Facilities

• Focused research on modern electric vehicles (EVs), 2008 and newer

• 37 U.S. airports provide EV charging

• West Coast airports see the most demand

– 47% of the EVs in the U.S. are registered in CA, OR, or WA

• What was once a sustainability concern is becoming a customer service concern

• Two categories of concern, create distinct sets of issues:

– Installing chargers for the first time

– Installing additional chargers to meet increasing demand

Electric Vehicle Sales are Increasing

2014 increased sales by 70%

CUMULATIVE PLUG-IN ELECTRIC VEHICLE SALES

Electric Vehicle Models Available in the United States

• Almost 300,000 EVs sold since 2010

• Models available from BMW, Chevrolet, FIAT, Ford, Honda, Mitsubishi, Nissan, Porsche, smart, Tesla, and Toyota

• Financial incentives positively impact sales (federal tax credits, state incentives, and fuel cost savings)

• Ownership benefits can include access to high occupancy vehicle (HOV) lanes, and premier or free parking

• Pike Research has projected that by 2020, roughly 400,000 EVs will be sold in the U.S., each year

Charging Station Technologies (Level 1)

• Can be used by all modern EVs.

• Provides an EV with four miles of range per hour of charge and requires up to 18 hours for a full charge (depending on vehicle)

• Typical charging power is 12A to 16A and 1.4 kW, with a panel requirement of 1.8 kW to 2.4 kW (ChargePoint, Inc., 2013)

• Usually requires the EV user to provide electrical cord


• Can be used by all modern EVs

• Provides an EV with 20 miles of range per hour of charge (ChargePoint, Inc., 2013).

• Typical charging power is 32A and 6.6 kW with a panel requirement of 8.3 kW (ChargePoint, Inc., 2013).

• Electrical cord and connector is attached to the EV charging station.


• Sometimes called “fast chargers” or “DC fast charging” (150 miles of range for every hour of charging)

• Typical charging power is 50 kW, with a panel requirement of 62.5 kW (ChargePoint, Inc., 2013)

• Connectors are not standardized and can only be used by certain properly equipped EV models

• Three connector technologies (see photos)

SAE J1772

Supporting Electrical Infrastructure

• Electrical infrastructure, such as substations, transformers, circuits and panel boxes, is an integral part of the cost and planning to install EV charger

• Capacity availability can limit the number of facilities, and locations within those facilities, where EV chargers can be installed.

• Is capacity available in the garage/ remote lot?

• How much will it cost to install on each floor?

• Reduced cost for grouping chargers, but too many in the best locations can look bad to other customers.

• Interviewees emphasized: Communicate with electrical engineers early and often throughout charger installation projects

Understanding Your Customer

Advantages

Short term Best use of fast charging / may not benefit an Airport’s highest revenue customers

Long term Benefits from more chargers as opposed to fewer faster chargers / charger can only be used once while customer may be parked for days or weeks

Valet Requires use of premium parking product / allows higher utilization of the charging equipment

Cell Phone Cell phone lots are designed for high turn over / could attract non-airport-related parking for EVs

Employee Employee parking enables planning to demand and accurate estimates of future demand / considered employee benefit

Typical Costs for EV Charging Stations

Level 1 Level 2 Level 3

Equipment Costs (per unit)

$200 - $1,500 $3,500 $45,000

Installation Cost $7,000 $7,000 $20,000

Electrical Infrastructure Costs Variable Variable Variable

Source: ChargePoint, Inc., September 2013.

Signage and Communications

• Way-finding • Advertising • Notification to non-EV drivers • EV parking spaces vs. active

charging spaces • Branding • Ribbon cuttings, launches,

and press releases • Social Media • Phone Applications

Case Study: Honolulu International Airport

• Only airport where the State mandated EV spaces and EV charging

• 57 EV-designated parking spaces (1% of all spaces) but only one dual-port charging station for all

• EV users park for free, no matter the length of stay

• EV users pay $7.00 for the use of the charging station

• Required their parking operator to manage EV spaces and install the charging stations

Case Study: Oakland International Airport

• Currently 21 EV charging stalls, and demand has increased substantially, sometimes exceeding supply

• The Port of Oakland is dedicated to providing free EV charging, which is supported by their sustainability policy

• Customers are asking for more stations and making requests for specific technology, locations, and facilities, making this a customer service initiative

• Off-airport parking operators and other airports in the region offer EV charging, making this a competition issue

Case Study: Detroit Metropolitan Airport

• Only airport interviewed that has EV charging in cell phone lots (one dual-port charger in each)

• Powered by wind energy

• They have 4 single-port and 6 dual-port charging stations in parking garages

• Increased the number of spaces that can reach EV chargers by restriping for more EV-dedicated spaces. (meets increasing demands with minimal cost)

Other Topics Discussed in the ACRP Synthesis

• Allowing access to chargers and collecting fees for charging

• Potential liabilities

• Tracking charger usage and environmental benefits

• Weather considerations

• Icing (utilizing an EV parking space for much longer than charging is needed): parking duration vs. charging duration

For additional information:

ACRP Synthesis 54: Electric Vehicle Charging Stations at Airport Parking Facilities

Alice Richard [email protected]



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