Kirstin B. Thesing’s research while affiliated with Southern Research Institute and other places

The Port Authority of New York and New Jersey (PANYNJ) has adopted a policy to reduce its greenhouse gas (GHG) emissions by 80% by the year 2050. For this project, E. H. Pechan & Associates, Inc., and Southern Research Institute developed 2006, 2007, and 2008 calendar year GHG and criteria pollutant emission inventories for PANYNJ facilities and operations, including the emissions of its tenants (e.g., airlines and shippers) and patrons [e.g., airport passengers and Port Authority Trans. Hudson (PATH) riders]. In addition, the consulting team developed and implemented systems that allow for annual tracking and reporting of GHG emissions. PANYNJ manages and maintains the bridges, tunnels, bus terminals, airports, PATH commuter rail system, and marine terminals that are critical to the metropolitan New York and New Jersey region's trade and transportation capabilities. Major facilities owned, managed, operated, or maintained by PANYNJ include John F. Kennedy International, Newark Liberty International, and LaGuardia Airports; the George Washington Bridge; the Lincoln and Holland Tunnels; Port Newark and the Howland Hook Marine Terminal; the Port Authority Bus Terminal; and the 16-acre World Trade Center site in lower Manhattan. This paper describes the methods used to develop consistent GHG and criterion pollutant emission estimates for a diverse set of source types and how these methods have been updated as new information and new protocols have emerged.

1 ABSTRACT 2 The Port Authority of New York and New Jersey (PANYNJ) has adopted a policy to reduce its greenhouse gas 3 (GHG) emissions by 80 percent by the year 2050. For this project, Pechan and Southern Research Institute 4 developed 2006, 2007, and 2008 calendar year GHG and criteria pollutant emission inventories for Port Authority 5 facilities and operations, including the emissions of its tenants (e.g., airlines and shippers) and patrons (e.g., airport 6 passengers, PATH riders). In addition, the consulting team developed and implemented systems that allow for 7 annual tracking and reporting of GHG emissions. 8 The PANYNJ manages and maintains the bridges, tunnels, bus terminals, airports, Port Authority Trans- 9 Hudson (PATH) commuter rail system, and marine terminals that are critical to the metropolitan New York and 10 New Jersey region’s trade and transportation capabilities. Major facilities owned, managed, operated, or maintained 11 by the PANYNJ include John F. Kennedy International (JFK), Newark Liberty International, and LaGuardia 12 airports; the George Washington Bridge; the Lincoln and Holland tunnels; Port Newark and the Howland Hook 13 Marine Terminal; the Port Authority Bus Terminal; and the 16-acre World Trade Center site in Lower Manhattan. 14 This paper describes the methods used to develop consistent GHG and criteria pollutant emission estimates for a 15 diverse set of source types, and how these methods have been updated with time as new information and new 16 protocols have emerged.

The temporal and spatial allocation of recreational marine vessel emissions in the greater Houston area was updated using data collected from a boat count survey. The number and types of boats entering and exiting the water were recorded in boat count logs from a sampling of marinas and ramps that serve as water entry sites around the Houston area. The boat counts were used to calculate the spatial allocation of recreational marine activity as well as diurnal and weekday/weekend temporal allocations. Boating accident data was used as a proxy for seasonal distribution of activity. The new allocations were used as inputs in the Texas NONROAD (TexN) model to estimate recreational marine vessel emissions. The data collected showed an increase in the percentage of emissions derived from weekend activity (Sat-Sun) versus weekday activity (Mon-Fri). The new spatial allocation of emissions showed a decrease in the fraction of activity attributed to Galveston County and an increase in Harris and Montgomery Counties.

Section 812 of the Clean Air Act Amendments (CAAA) of 1990 requires the U.S. Environmental Protection Agency (EPA) to perform periodic, comprehensive analyses of the total costs and total benefits of programs implemented pursuant to the CAAA. The first prospective analysis was completed in 1999. The second prospective analysis was initiated during 2005. The first step in the second prospective analysis was the development of base and projection year emission estimates that will be used to generate benefit estimates of CAAA programs. This paper describes the analysis, methods, and results of the recently completed emission projections. There are several unique features of this analysis. One is the use of consistent economic assumptions from the Department of Energy's Annual Energy Outlook 2005 (AEO 2005) projections as the basis for estimating 2010 and 2020 emissions for all sectors. Another is the analysis of the different emissions paths for both with and without CAAA scenarios. Other features of this analysis include being the first EPA analysis that uses the 2002 National Emission Inventory files as the basis for making 48-state emission projections, incorporating control factor files from the Regional Planning Organizations (RPOs) that had completed emission projections at the time the analysis was performed, and modeling the emission benefits of the expected adoption of measures to meet the 8-hr ozone National Ambient Air Quality Standards (NAAQS), the Clean Air Visibility Rule, and the PM2.5 NAAQS. This analysis shows that the 1990 CAAA have produced significant reductions in criteria pollutant emissions since 1990 and that these emission reductions are expected to continue through 2020. CAAA provisions have reduced volatile organic compound (VOC) emissions by approximately 7 million t/yr by 2000, and are estimated to produce associated VOC emission reductions of 16.7 million t by 2020. Total oxides of nitrogen (NO(x)) emission reductions attributable to the CAAA are 5, 12, and 17 million t in 2000, 2010, and 2020, respectively. Sulfur dioxide (SO2) emission benefits during the study period are dominated by electricity-generating unit (EGU) SO2 emission reductions. These EGU emission benefits go from 7.5 million t reduced in 2000 to 15 million t reduced in 2020.

Section 812 of the Clean Air Act Amendments of 1990 (CAAA) requires the U.S. Environmental Protection Agency (EPA) to perform periodic, comprehensive analyses of the total costs and total benefits of programs implemented pursuant to the Clean Air Act (CAA). The first analysis required was a retrospective analysis, addressing the original CAA and covering the period 1970 to 1990. The retrospective was completed in 1997. Section 812 also requires performance of prospective cost-benefit analyses, the first of which was completed in 1999. The prospective analyses address the incremental costs and benefits of the CAAA. The first prospective covered implementation of the CAAA over the period 1990 to 2010. EPA's Office of Air and Radiation (OAR) is now working on a second prospective study, looking at the period from 1990 to 2020. The analytical plan was reviewed by a statutorily-mandated outside peer review group, the EPA Science Advisory Board Advisory Council for Clean Air Compliance Analysis (SAB Council), and the SAB Council provided comments, which have been incorporated into the technical analysis planning. The purpose of this paper is to describe the development of a benzene emissions inventory in the Houston, Texas, area as part of a case study for the second prospective study. After the first prospective 812 study, the SAB Council encouraged EPA to include a hazardous air pollutant (HAP) benefits case study in future efforts to help address limitations in our ability to estimate benefits associated with HAP controls under the CAA.

The purpose of this project was to develop data specific to Midwest region states to improve upon EPA's default 2002 nonroad construction and agricultural engine emission estimates. In EPA's NONROAD emissions model, state-level populations and activity for construction and agricultural categories are derived from national sources of data, and county-level activity is estimated using surrogate indicators that may not always correlate well with local equipment use. Information was collected via survey methods, and from publically available sources of data, to develop local model inputs for equipment populations, engine characteristics, and spatial and temporal activity. These revised inputs will be used to support future Lake Michigan Air Directors Consortium (LADCO) regional emissions modeling efforts. owners and operators was performed, targeting businesses which are most likely to use these types of equipment. The survey results were used to develop more representative estimates of the types and number of equipment used, as well as information on the use of the equipment (i.e., during the day/week or throughout the year). For the agricultural equipment category, county-level diesel fuel consumption estimates were developed to improve upon the NONROAD model's methods for spatially allocating agricultural equipment activity. Weekly and monthly diesel fuel consumption were also estimated for each state to improve upon the monthly activity profile defaults in the NONROAD model. This study provides improvements to the NONROAD model inputs for Indiana, Illinois, Michigan, Ohio, and Wisconsin for construction equipment, and for these five states plus Iowa, Minnesota, and Missouri for agricultural equipment. Comparisons are provided between the data developed in this study and NONROAD model defaults. The data developed in this study will support LADCO in future regional emissions modeling efforts.

This paper discusses improved PM fine emission estimation techniques for open burning and construction. These estimates for PM fine, as well as other criteria and hazardous air pollutants, will be incorporated into the EPA's National Emissions Inventory (NEI). Open burning categories include household waste, yard waste, land clearing for construction, and the burning of logging waste (slash burning). Construction activities include residential, nonresidential, and highway construction. For many of the open burning categories, current year estimates in the NEI are grown from 1985 National Acid Precipitation Assessment Program (NAPAP) estimates, unless States supplied their own data. Some of the open burning source categories were not accounted for at all (e.g., burning debris from land clearing for construction, burning residential yard waste). Source Classification Codes (SCC) have already been assigned for some types of open burning, and additional SCCs were developed for new open burning categories. For construction, improvements are made in the activity and a differentiation is made for different construction types. Previously, a single estimate was made for all different types of construction, and recent year emission estimates have been grown from previous years. The new method breaks out construction activities into 3 categories: residential, nonresidential, and highway. The improved emission estimation techniques described in this paper are "top-down" techniques. This will allow the EPA to allocate open burning estimates down to the county level for the entire United States. Each State can replace the EPA-provided data with their own.

In Alaska, marine travel is an essential part of the interstate transportation system, and marine vessels are responsible for the movement of many goods into the State. In addition, marine tourism is an important contributor to the state's economy. Under contract to the Alaska Department of Environmental Conservation (ADEC), E.H. Pechan & Associates, Inc. (Pechan) prepared 2002 base year and forecast year commercial marine emissions inventories for several key ports. The ports included Anchorage, Dutch Harbor, Homer, Juneau, Ketchikan, Kivalina, Kodiak, Nikiski, and Valdez. Emission estimates were developed for the following pollutants: sulfur dioxide (SO2), oxides of nitrogen (NOx), particulate matter (PM10 and PM2.5), carbon monoxide (CO), ammonia (NH3), and volatile organic compounds (VOCs). These inventories will support analyses to characterize the emission reductions that will be needed to achieve and maintain compliance with regional haze standards. This paper describes the data sources and procedures used to characterize activity for the vessel fleet calling on the ports of interest, including passenger ships, tankers, cargo ships, and fishing vessels. The emissions inventory accounts for cruise-related activity 25 miles out from the breakwater, reduced speed zone (RSZ) and maneuvering activity, and time spent in port (hotelling). Emissions estimates by port are also presented. An emissions inventory for these ports had not been developed prior to this effort. As such, this project was valuable in establishing data availability and inventory data needs with various Alaska State agencies, including the Marine Exchange of Alaska, the Alaska Marine Highway System, and the Commercial Fisheries Entry Commission. Recommendations for future research to improve the inventory are also presented.

New Emissions Inventory Improvement Program (EIIP) guidance on the development of emission inventories for anthropogenic sources of ammonia (NH 3) has been developed (Roe et al, 2004a). The purpose of this new emissions guidance for "anthropogenic sources" is to update the materials presented in a 1994 U.S. Environmental Protection Agency (EPA) report on estimating ammonia emissions (Battye et al, 1994). Updated guidance is available for estimating ammonia emissions from industrial sources, combustion sources, and miscellaneous sources. For the purposes of this guidance, the term "anthropogenic sources," excludes emissions from the agricultural sector (e.g., fertilizer application, livestock operations), as well as natural sources (e.g., soils, wild animal populations). As compared to dominant NH 3 sources such as livestock operations, the anthropogenic sources covered in this guidance are estimated to contribute small amounts to national and regional annual inventories. However, at smaller spatial and temporal scales (e.g., urban), the sources covered in this guidance can make significant contributions to an ammonia emissions inventory. The scope of this work was limited to the identification and documentation of readily-available emissions data. A literature review was performed; however, no testing programs were conducted in support of this project. The primary objective of this guidance is to provide updated information to developers of regional NH 3 inventories in support of air quality modeling.

Section 812 of the Clean Air Act Amendments of 1990 requires the U.S. EPA to perform periodic, comprehensive analyses of the total costs and total benefits of program implemented pursuant to the CAA. The first prospective analysis was completed in 1999. The second prospective analysis was initiated during 2005. The first step in the second prospective analysis was the development of base and projection year emission estimates, which will be used to generate benefit estimates of CAAA programs. This paper describes the analysis methods and results of the recently completed emission projections. There are several unique features of this analysis. One is the use of consistent economic assumptions from the Department of Energy's "Annual Energy Outlook 2005" projections as the basis for estimating 2010 and 2020 emissions for all sectors. Another is the analysis of the different emissions paths for both with and without CAAA scenarios. Other features of this analysis include being the first EPA analysis that uses the 2002 National Emission Inventory files as the basis for making 48 state emission projections, incorporating control factor files from the regional planning organizations that had completed emission projections at the time the analysis was performed, and modeling the emission benefits of the expected adoption of measures to meet the 8 hour ozone NAAQS, the Clean Air Visibility Rule, and the PM 2.5 NAAQS. The results of this study have been reviewed by EPA's Science Advisory Board.