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A I R P O R T C O O P E R A T I V E R E S E A R C H P R O G R A M ACRP REPORT 99 TRANSPORTAT ION RESEARCH BOARD WASHINGTON, D.C. 2013 www.TRB.org Research sponsored by the Federal Aviation Administration Subscriber Categories Aviation ⢠Environment Guidance for Treatment of Airport Stormwater Containing Deicers Gresham, smith and Partners Columbus, OH P r e P a r e d i n P a r t n e r s h i P w i t h inland technoloGies Fairfax, VA arcadis U.s., inc. Columbus, OH mcGUiness Unlimited Cleveland, OH natUrally Wallace Stillwater, MN neWFields Columbia, MD
AIRPORT COOPERATIVE RESEARCH PROGRAM Airports are vital national resources. They serve a key role in trans portation of people and goods and in regional, national, and inter national commerce. They are where the nationâs aviation system connects with other modes of transportation and where federal respon sibility for managing and regulating air traffic operations intersects with the role of state and local governments that own and operate most airports. Research is necessary to solve common operating problems, to adapt appropriate new technologies from other industries, and to introduce innovations into the airport industry. The Airport Coopera tive Research Program (ACRP) serves as one of the principal means by which the airport industry can develop innovative nearÂterm solutions to meet demands placed on it. The need for ACRP was identified in TRB Special Report 272: Airport Research Needs: Cooperative Solutions in 2003, based on a study spon sored by the Federal Aviation Administration (FAA). The ACRP carries out applied research on problems that are shared by airport operating agencies and are not being adequately addressed by existing federal research programs. It is modeled after the successful National Coopera tive Highway Research Program and Transit Cooperative Research Pro gram. The ACRP undertakes research and other technical activities in a variety of airport subject areas, including design, construction, mainte nance, operations, safety, security, policy, planning, human resources, and administration. The ACRP provides a forum where airport opera tors can cooperatively address common operational problems. The ACRP was authorized in December 2003 as part of the Vision 100ÂCentury of Aviation Reauthorization Act. The primary participants in the ACRP are (1) an independent governing board, the ACRP Oversight Committee (AOC), appointed by the Secretary of the U.S. Department of Transportation with representation from airport operating agencies, other stakeholders, and relevant industry organizations such as the Airports Council InternationalÂNorth America (ACIÂNA), the American Associa tion of Airport Executives (AAAE), the National Association of State Aviation Officials (NASAO), Airlines for America (A4A), and the Airport Consultants Council (ACC) as vital links to the airport community; (2) the TRB as program manager and secretariat for the governing board; and (3) the FAA as program sponsor. In October 2005, the FAA executed a contract with the National Academies formally initiating the program. The ACRP benefits from the cooperation and participation of airport professionals, air carriers, shippers, state and local government officials, equipment and service suppliers, other airport users, and research orga nizations. Each of these participants has different interests and respon sibilities, and each is an integral part of this cooperative research effort. Research problem statements for the ACRP are solicited periodically but may be submitted to the TRB by anyone at any time. It is the responsibility of the AOC to formulate the research program by iden tifying the highest priority projects and defining funding levels and expected products. Once selected, each ACRP project is assigned to an expert panel, appointed by the TRB. Panels include experienced practitioners and research specialists; heavy emphasis is placed on including airport pro fessionals, the intended users of the research products. The panels pre pare project statements (requests for proposals), select contractors, and provide technical guidance and counsel throughout the life of the project. The process for developing research problem statements and selecting research agencies has been used by TRB in managing cooper ative research programs since 1962. As in other TRB activities, ACRP project panels serve voluntarily without compensation. Primary emphasis is placed on disseminating ACRP results to the intended endÂusers of the research: airport operating agencies, service providers, and suppliers. The ACRP produces a series of research reports for use by airport operators, local agencies, the FAA, and other interested parties, and industry associations may arrange for work shops, training aids, field visits, and other activities to ensure that results are implemented by airportÂindustry practitioners. ACRP REPORT 99 Project 02Â29 ISSN 1935Â9802 ISBN 978Â0Â309Â28374Â8 Library of Congress Control Number 2013955111 © 2013 National Academy of Sciences. All rights reserved. COPYRIGHT INFORMATION Authors herein are responsible for the authenticity of their materials and for obtaining written permissions from publishers or persons who own the copyright to any previously published or copyrighted material used herein. Cooperative Research Programs (CRP) grants permission to reproduce material in this publication for classroom and notÂforÂprofit purposes. Permission is given with the understanding that none of the material will be used to imply TRB or FAA endorsement of a particular product, method, or practice. It is expected that those reproducing the material in this document for educational and notÂforÂprofit uses will give appropriate acknowledgment of the source of any reprinted or reproduced material. For other uses of the material, request permission from CRP. NOTICE The project that is the subject of this report was a part of the Airport Cooperative Research Program, conducted by the Transportation Research Board with the approval of the Governing Board of the National Research Council. The members of the technical panel selected to monitor this project and to review this report were chosen for their special competencies and with regard for appropriate balance. The report was reviewed by the technical panel and accepted for publication according to procedures established and overseen by the Transportation Research Board and approved by the Governing Board of the National Research Council. The opinions and conclusions expressed or implied in this report are those of the researchers who performed the research and are not necessarily those of the Transportation Research Board, the National Research Council, or the program sponsors. The Transportation Research Board of the National Academies, the National Research Council, and the sponsors of the Airport Cooperative Research Program do not endorse products or manufacturers. Trade or manufacturersâ names appear herein solely because they are considered essential to the object of the report. Published reports of the AIRPORT COOPERATIVE RESEARCH PROGRAM are available from: Transportation Research Board Business Office 500 Fifth Street, NW Washington, DC 20001 and can be ordered through the Internet at http://www.nationalÂacademies.org/trb/bookstore Printed in the United States of America
The National Academy of Sciences is a private, nonprofit, self-perpetuating society of distinguished scholars engaged in scientific and engineering research, dedicated to the furtherance of science and technology and to their use for the general welfare. On the authority of the charter granted to it by the Congress in 1863, the Academy has a mandate that requires it to advise the federal government on scientific and technical matters. Dr. Ralph J. Cicerone is president of the National Academy of Sciences. The National Academy of Engineering was established in 1964, under the charter of the National Academy of Sciences, as a parallel organization of outstanding engineers. It is autonomous in its administration and in the selection of its members, sharing with the National Academy of Sciences the responsibility for advising the federal government. The National Academy of Engineering also sponsors engineering programs aimed at meeting national needs, encourages education and research, and recognizes the superior achievements of engineers. Dr. C. D. Mote, Jr., is president of the National Academy of Engineering. The Institute of Medicine was established in 1970 by the National Academy of Sciences to secure the services of eminent members of appropriate professions in the examination of policy matters pertaining to the health of the public. The Institute acts under the responsibility given to the National Academy of Sciences by its congressional charter to be an adviser to the federal government and, on its own initiative, to identify issues of medical care, research, and education. Dr. Harvey V. Fineberg is president of the Institute of Medicine. The National Research Council was organized by the National Academy of Sciences in 1916 to associate the broad community of science and technology with the Academyâs purposes of furthering knowledge and advising the federal government. Functioning in accordance with general policies determined by the Academy, the Council has become the principal operating agency of both the National Academy of Sciences and the National Academy of Engineering in providing services to the government, the public, and the scientific and engineering communities. The Council is administered jointly by both Academies and the Institute of Medicine. Dr. Ralph J. Cicerone and Dr. C. D. Mote, Jr., are chair and vice chair, respectively, of the National Research Council. The Transportation Research Board is one of six major divisions of the National Research Council. The mission of the Transporta- tion Research Board is to provide leadership in transportation innovation and progress through research and information exchange, conducted within a setting that is objective, interdisciplinary, and multimodal. The Boardâs varied activities annually engage about 7,000 engineers, scientists, and other transportation researchers and practitioners from the public and private sectors and academia, all of whom contribute their expertise in the public interest. The program is supported by state transportation departments, federal agencies including the component administrations of the U.S. Department of Transportation, and other organizations and individu- als interested in the development of transportation. www.TRB.org www.national-academies.org
C O O P E R A T I V E R E S E A R C H P R O G R A M S CRP STAFF FOR ACRP REPORT 99 Christopher W. Jenks, Director, Cooperative Research Programs Crawford F. Jencks, Deputy Director, Cooperative Research Programs Michael R. Salamone, ACRP Manager Joseph D. Navarrete, Senior Program Officer Terri Baker, Senior Program Assistant Eileen P. Delaney, Director of Publications Doug English, Editor ACRP PROJECT 02-29 PANEL Field of Environment Bryan C. Wagoner, Wayne County Airport Authority, Detroit, MI (Chair) Jessica C. Dickman, City of Albuquerque Aviation Department, Albuquerque, NM Mathew O. Knutson, Liesch Associates, Inc., Minneapolis, MN Robert A. Kostinec, Minnesota Pollution Control Agency, Rochester, MN Andrew F. Matuson, JetBlue Airways, Long Island City, NY George Seaman, Port of Portland (OR), Portland, OR Catherine Pociask, FAA Liaison Tim A. Pohle, Airlines for America Liaison Christine Gerencher, TRB Liaison
AUTHOR ACKNOWLEDGMENTS The ACRP Project 02Â29 research team was led by Gresham, Smith and Partners (GS&P) in associa tion with Inland Technologies, ARCADIS, McGuiness Unlimited, Naturally Wallace, and NewFields. Timothy Arendt, principal and senior environmental engineer for GS&P, was the Principal Investigator. Contributing authors for this guidebook were: ⢠Thomas Dietrich, GS&P ⢠Mark Ervin, GS&P ⢠Guy Jamesson, ARCADIS U.S., Inc. ⢠Mark Liner of Liner Co. and Naturally Wallace ⢠Erin McGuiness, McGuiness Unlimited ⢠Kevin Meyer, GS&P ⢠Chuck Pace, NewFields ⢠Devon Seal, GS&P ⢠Michael Svedruzic, Inland Technologies ⢠C. R. Weaver, GS&P The research team would like to thank the following airports for providing specific information on their operations to help support the research: ⢠AkronâCanton (CAK) ⢠Amsterdam Schiphol (AMS) ⢠BuffaloâNiagara International (BUF) ⢠Cincinnati/Northern Kentucky International (CVG) ⢠Denver International (DEN) ⢠Detroit Metropolitan Wayne County (DTW) ⢠Edmonton International (YEG) ⢠Halifax International (YHZ) ⢠Hartford Bradley International (BDL) ⢠London Heathrow (LHR) ⢠Oslo Gardermoen (OSL) ⢠Syracuse International (SYR) ⢠Nashville International (BNA) ⢠Paris Charles de Gaulle (CDG) ⢠Portland International (PDX) ⢠Westover Air Force Base (CEF) ⢠Zurich International (ZRH) Publicly available documents on deicer treatment systems used at numerous other airports were also reviewed in the development of this work. The project team would also like to thank the following operators of municipal wastewater treatment systems for their contributions: ⢠Milwaukee (WI) Metropolitan Sewerage District ⢠City of Dayton (OH) Department of Water ⢠Northeast Ohio Regional Sewer District ⢠Wayne County (MI) Environmental Services, Facilities Management Division ⢠New York City Department of Environmental Protection
ACRP Report 99: Guidance for Treatment of Airport Stormwater Containing Deicers pro vides a stepÂbyÂstep process for identifying, selecting, and implementing technologies to treat stormwater that has been affected by applied deicing materials. The guidebook addresses the processes for identifying the various drivers for deicer treatment and for evaluating the appropriateness of various treatment technologies to meet an airportâs specific needs. The guidance also provides recommendations for the design, operation, and maintenance of each treatment technology. At many airports, the impact of aircraft and pavement deicing materials on stormwater is significant enough that treatment is required to meet the limits of their stormwater dis charge permits. Yet airport personnel may not have the expertise to select the most appro priate treatment methods to meet their unique situations. Moreover, there has been con siderable industry uncertainty about the performance, cost, and appropriateness of various methods for specific treatment situations. This research, led by Gresham, Smith and Partners, began with summarizing existing and emerging treatment technologies. Next, an inventory of current treatment technologies used at U.S., Canadian, and selected European airports was prepared. The research team then undertook a detailed performance assessment of the 11 most common technologies used at a variety of airports. To supplement the evaluation of field performance data, lab tests were conducted to observe how certain design and operational parameters affected biological treatment. Based on this research, the team developed the guidebook. The guidebook is organized into six chapters, with the first chapter providing an intro duction and overview. Chapter 2 defines the process for identifying deicer treatment needs and implementation constraints. Chapter 3 provides descriptions of existing deicer treat ment technologies. Guidance for selecting appropriate deicer treatment technologies is provided in Chapter 4. Considerations for designing and implementing deicer treatment systems are provided in Chapter 5. Cost considerations, often a key factor in selecting an appropriate treatment technology, are summarized in Chapter 6. The guidebook also provides helpful appendices that include descriptions of deicer treat ment technologies used at major airports, a matrix of key characteristics for existing tech nologies, and summaries of 15 representative airport deicer treatment systems. Detailed information on various deicer treatment technologies is provided in a series of fact sheets. These fact sheets describe key factors, such as how the technology works, con ditions that may be favorable or unfavorable for using the technology, required support systems, airports where the technology is being used, and data to relate the mass load of deicer to be treated to orderÂofÂmagnitude costs. F O R E W O R D By Joseph D. Navarrete Staff Officer Transportation Research Board
1 Chapter 1 Introduction 1 1.1 Background 1 1.2 Guidebook Purpose and Value to Aviation Industry 3 1.3 Guidebook Approach to Deicer Treatment Implementation 4 1.4 Guidebook Structure 5 1.5 Deicer Treatment Terminology 7 1.6 Current Deicer Treatment Technology Applications 11 Chapter 2 Defining Deicer Treatment Needs and Implementation Constraints 11 2.1 Allowable Pollutant Discharges 11 2.1.1 Identify Applicable Regulations and Agreements 17 2.1.2 Documenting All Applicable Limits and Conditions from Permits and Agreements 17 2.1.3 Determining the Governing Conditions from Permits and Agreements 19 2.2 Characterizing Stormwater to be Treated 19 2.2.1 Water Quality and Quantity Parameters 25 2.2.2 Water Quality and Quantity Characterization Methods 27 2.3 Evaluating the Airport Site Conditions and Constraints 28 2.3.1 Siting Constraints 30 2.3.2 Operational Constraints 30 2.3.3 Other Constraints 31 2.4 Worksheets for Documenting Treatment Needs and Constraints 31 2.4.1 Criteria Worksheet for Allowable Pollutant Discharges 32 2.4.2 Criteria Worksheet for Characteristics of Stormwater to be Treated 32 2.4.3 Criteria Worksheet for Airport Site and Operational Constraints 34 Chapter 3 Identifying Deicer Treatment Technologies 34 3.1 Classification System for Deicer Treatment 40 3.2 Features of Existing Individual Deicer Treatment Technologies 41 3.2.1 Biological Treatment Technologies 46 3.2.2 Physical Treatment Technologies 49 3.3 Features of Emerging Treatment Technologies 49 3.3.1 Emerging Biological Technologies 52 3.3.2 Emerging Enhancements to Existing Biological Treatment Systems 52 3.3.3 Emerging Chemical Treatment Technologies 53 3.3.4 Emerging Enhancements to Physical Treatment Technologies 53 3.3.5 Emerging Enhancements to POTW Discharges 55 Chapter 4 Selecting Deicer Treatment Technologies 55 4.1 Overview of Alternatives Analysis Process 55 4.2 Techniques for Technology Screening Process 59 4.3 Comparative Analysis Process for Assessing Alternatives C O N T E N T S
60 4.4 Testing of Assumptions 61 4.5 Value Engineering 62 Chapter 5 Designing and Implementing Deicer Treatment Systems 62 5.1 Sizing the Treatment System 62 5.1.1 Understanding Treatment Capacity Parameters 64 5.1.2 Calculating Required Mass Loading Treatment Capacity 72 5.1.3 Design Concentrations and Flow Rates 72 5.1.4 Relationship of Design Capacity, Cost, and Risk 73 5.2 Treatment Support System Design 73 5.2.1 Pretreatment 74 5.2.2 Nutrient Management 75 5.2.3 Biogas Management 75 5.2.4 Monitoring and Control Systems 76 5.2.5 PostÂTreatment Biological Solids Management 76 5.3 Guidance on Deicer Treatment System Implementation 76 5.3.1 Construction and Commissioning 77 5.3.2 System StartÂUp and the First Year of Operation 77 5.3.3 LongÂTerm Operations and Maintenance 79 Chapter 6 Determining Costs for Deicer Treatment 79 6.1 Cost Information Reported by Airports 79 6.2 ScreeningÂLevel OrderÂofÂMagnitude Cost Curves 82 6.3 SiteÂSpecific Cost Calculation Considerations 82 6.3.1 Capital Cost Considerations 82 6.3.2 Annual Cost Considerations 83 6.3.3 Equivalent Annual Cost 83 6.3.4 Cost Assessments During the Alternatives Analysis Phase 83 6.3.5 Cost Assessments During the Design Phase 84 6.4 TechnologyÂSpecific Cost Considerations 84 6.4.1 Cost Considerations for OnÂSite Biological Treatment Technologies 85 6.4.2 Cost Considerations for Discharges to POTWs 86 6.4.3 Cost Considerations for OnÂSite and OffÂSite Recycling 89 Bibliography 90 Glossary 93 Acronyms and Abbreviations A-1 Appendix A Deicer Treatment Technologies By Airport B-1 Appendix B Deicer Treatment Technology Characteristic Matrix C-1 Appendix C Instructions for Using Treatment Technology Fact Sheets D-1 Appendix D Airport Deicer Treatment System Summaries Note: Many of the photographs, figures, and tables in this report have been converted from color to grayscale for printing. The electronic version of the report (posted on the Web at www.trb.org) retains the color versions.