Minutes Exhibit C
Minutes Exhibit C Port Commission Regular Meeting of March 13, 2018 / " \ g//3//g/ /' 1- /0 fat/71' a HC 1.018694 0mm/sldef'5 ' NOX 1.613773 , ' 30x .272324 PH: Dob WWW "Zeb/,Wougm/Q/(9/ 6! 0"' 50/77 Part .000000 CYCLE AIRCRAFT EMISSIONS RATES OR TOTAL GSE EMISSION PER LANDING/TAKEOFF Geomode 1 - Takeoff (kg/hr/eng) Aircraft AIRCFT 737 Geomode 2 - Runway Queue (kg/hr/eng) Geographic mode GEOMODE 2 Geomode 3 - Touch & Go (kg/hr/eng) Geomode 4 - Taxi in/out (kg/hr/eng) Fuel FUEL.CD 13 Geomode 5 - Grnd supp equip (kg/LTD) ENG.NUM 2 Geomode 6 - Test (kg/hr/eng) Number of engines Geomode 7 - Climb (kg/hr/eng) Geomode 8 - Approach (kg/hr/eng) Time in mode TIMEMOD 2.89 minutes .00 dollars/hours Sum of GSE costs per LTO GSE (kg/hr/eng) or Aircraft engine emissions per unit time emissions support equipment per aircraft LTO (kg/LTD) frpm'aii\grgund \- co 6.283627 -/ Ese(rCCLA VW4' (EgivgiLLcjiu (Lg-'iCJCLJbi HC 1.018694 ffju ,. . ~+ m Mr XVVGW [Tl X pr" I /.LL' -. ' Ll, . 'Tk/m\1.11 vT'ftK'-' V 26% Par .oooooo l; RATES OR TOTAL GSE EMISSION PER LANDING/TAKEOFF CYC E EMISSI AIRCRAE? Geomode 1 Takeoff (kg/hr/eng) - Runway Queue Aircraft AIRCFT 737 Geomode 2 (kg/hr/eng) Geographic mode GEOMODE 4 Geomode 3 - Touch & Go (kg/hr/eng) Geomode 4 - Taxi in/out (kg/hr/eng) - Grnd supp equip (kg/LTO) Fuel FUEL.CD 13 Geomode 5 Number of engines ENG.NUM 2 Geomode 6 Test (kg/hr/eng) Geomode 7 Climb (kg/hr/eng) Geomode 8 Approach (kg/hr/eng) Time in mode TIMEMOD 14.00 minutes Sum of GSE costs per LTO GSE .00 dollars/hours ' Aircraft engine emissions per unit time (kg/hr/eng) or LTO emissions from/aii~ground support equipment per aircraft (kg/LTO) \ co 6.283627 71.3% . lax. ervynf/ HC _/ 1.018694 1'1?) No; NOX / 1.613773 M ' .272324 '01, 50): , Part .000000 "-' ,ib: :Atb mam \ ,2 I-l'l'l'AtZHMENT c - H1 Final Report ;- - State Board of Health Priority: ::_=_ Environmental Justice _ .,|.|, June 2001 1 Hill" Committee on Environmental Justice: Carl Osaki, R.S., M.S.P.H. lll'll"llll Joe Finkbonner, R.Ph., M.H.A. A March 2000 report prepared jointly by Urban Pollution Concentration DOll, the \Vashington State Department In the United States, pollution sources of Ecology, the Puget Sound Clean Air waste facilities) are The Committee (e.g., industrial and and King often found in greater numbers in urban Agency, Public HealthSeattle and heardfrom a industrial areas. This pattern is evident in County and se\ eral other agencies found that, in where more community representatives number of parts of South Seattle, the SeaTac Airport area, there are industrial facilities are located than in 01' the State. In several of statistically significantly higher rates of residents and other parts the following conditions: South Seattle's neighborhoods, industrial leaders community facilities are located adjacent to residen ' mile lung cancer cases within one concerned about tial housing. For example, in the South of the airport compared to the rest Park community, more than forty indus of King County and to W'ashington the proximig' of trial and waste facilities are situated State; residential housing within a one- to lire-mile radius of ' residential homes (CCE), 2001). As oral and pharyngeal cancer cases within one mile of the airport to industrial and discuSsed in the following section of this from these indus- compared to Washington State; wastefacilities. report, toxic releases ' trial and waste facilities are associated deaths from lung cancer and with increased health risks. The South chronic obstructive pulmonary Seattle communities experience higher disease in an area approximately three miles to the west and north mortality rates and decreased life expect ancies than overall Seattle averages. They and one mile to the east and south also ha\e higher hospitalization rates for of the airport (dened by census in other King respiratory diseases than tracts) compared to King County; and County areas (Seattle King County Department of Public Health, 1997). ' hOs'pital admission for asthma and More discussion on the relationship pneumonia/influenza in an area between exposure and disease is found in approximately three miles to the the following section, Environmental half west, north and east and one Iustice: a Public Health Issue. mile to the south of the airport (defined by zip codes) compared to The Committee heard From a number of King County. residents and community leaders con Mil-I'- cerned about the proximity of residential The March 2000 report recommended 14 facilities. housing to industrial and waste that an air quality study be conducted around SeaTac Airport. This recommen Community Health Concerns dation was, in part, forwarded because of around SeaTac Airport environmental justice concerns. The the Community members living near to the report states, "fundamental SeaTac Airport identified several concerns is the concept of emironmental equity related to air pollution from operations at value that one group of people not incur the airport (\Vashington State Depart environmental exposures l'rom commer- and ment of Health et al., February cial actixities from which another group December 1999). These reports can be benets. Those who use SeaTac Airport accessed through http://uwwdoh.\\'a.go\=/ often derive great financial and other EHSPHL/Epidemiologyy'NICE/HTMU benets from worldwide travel. The nicepubshtm. benefits come at extent to which these of informa- the expense of environmental degradation sen es as one clearinghouse tion on environmental justice. It also affecting the people who live around the links users to a number of relevant other airport is unknown, since a comprehen- sive air quality study has not been per- sites. Topical areas on the Vl'eb site formed at SeaTac Airport to determine include: the impacts attributable to airplane ' \Vhat is Environmental Justice? emissions and airport-related traffic" ' H istory of Environmental Justice (\Vashington State Department of Health ' et al., 2000, p. 8). Literature Review ' Links Implementing the ' Link to Board's Health Disparities Committee's Work Plan Site As described above, the Committee used Set Guidelines for Practice in State methods to inform its work a variety of Government and within the Public This section on environmental justice. Health Community to Encourage describes how the Committee responded That Environmental Justice Prin- to each of the tasks in its work plan. ciples Be Incorporated into Prac- Raise Consciousness about the tice Issue To encourage state agencies and local In the process of collecting information health departments to incorporate and speaking with the relevant players, enronmental justice principles into their the Committee was also achieving one of activities, the Environmental Justice the primary goals of its work plan- to Committee quickly discovered the need to raise awareness about environmental inform agencyr staff about the relevance its justice issues. The Committee focused of this issue in their work and to collaboefforts on raising awareness about these rate with those already working on this issues in government. The Committee issue. participated in a number of community The Committee convened an Inter- forums, meetings, and events in an effort on Environmental agency VVorkgroup to achieve this end. Justice. This workgroup served as In addition, the Committee published another vehicle for education and an 'i5 articles on environmental justice in the opportunity to inuence agency practice. EPA Environmental Justice and the The workgroup met twice during the issues of mutual concern \Nashington Environmental Health year to discuss Association newsletters. The Committee and interest. In December 2000, the also presented its work at the Washington Committee comened an educational Public Health Association meeting in forum for interested agency representa- October 2000. tives. This forum brought together a number of community and agency Create a Clearinghouse of Environ- to experts to discuss opportunities mental Justice Information Housed incorporate environmental justice on the SBOH Web site principles into practice. A videotape of The Committee launched its Web site in this forum is available through the State Jul)r 2000 at wm-v.doh.wa.gov/sboh/ Board of Health or through the Depart- prioritjes/ejustice/ejusticehtm. This site ment of Health's lending library. ATTACHMENT A Port of Seattle Seattle-Tacoma International Airport Greenhouse Gas Emissions Inventory - 2006 Prepared for: Port of Seattle Sea-Tao Airport Prepared by: Synergy Consultants, Inc. BridgeNet International October 19, 2007 Updated October 30, 2007 Errata March 17, 2008 EXECUTIVE SUMMARY The Port of Seattle has voluntarily prepared a greenhouse gas emissions inventory associated with its Aviation Division. To date, an industry accepted methodology to prepare airport-related greenhouse gas inventories has not been prepared. Thus, the Port of Seattle is leading the airport community in the identication of the appropriate boundaries for quantifying Aviation Division emissions. The protocol used in this analysis, while not complete, represents a substantial improvement in the data examined for Seattle-Tacoma International Airport (Sea-Tac) to date and is intended to guide emission reduction plans and future inventories. It relies on methods published by the Intergovernmental Panel on Climate Change (IPCC), the US Environmental Protection Agency, the World Resource Institute (WRI) and the International Council for Local Environmental Initiatives (ICLEI). Where data is not available at this time, this report notes the status and how the availability (or lack thereof) could affect the results. For instance, because emissions for non-carbon dioxide greenhouse gases (such as methane and nitrous oxides) are not available for all sources, this report focused exclusively on carbon dioxide (CO2) emissions. This inventory was prepared reecting two emerging themes for identifying the boundaries associated with greenhouse gas inventories: organization boundaries and operational boundaries. In the case of the Airport, the organization boundaries were limited for this review to the Port's Aviation Division activities and associated emissions. Operational boundaries reect to direct, indirect, and optional emissions for the Aviation Division. Direct emissions are from sources that are owned and controlled by the Aviation Division (terminal buildings, mobile sources, and the power required to operate these resources). Indirect and optional emissions are a consequence of the activities of the Port's Aviation Division, but occur at sources owned and controlled by another party. At an airport, these indirect and optional emissions are associated with the airlines, tenants, and general public that use that airport. EsthE'-?'mieglnearly'it.7.million1metric4tonsrof-CO2-.in.)6twere.identied_a,s y resglmfdg'egt.an indirectairportactivities' Ownership/Control Percent of Total Key Sources P011 of Seattle Aviation Division 1.4% Hotelx'parking lot shuttles, facility power mag.. . 90.6% Aircraft I _ . _._ _ Public 8.0% Passenger vehicles, employee commute hotel/parking lot shuttles Port of Seattle Aviation Division owned/controlled emissions represent about 66,491 metric tons of C02 in 2006. The largest portion of greenhouse gas emissions that the Port owns and controls is that associated with lighting and heating airport facilities, followed by passenger vehicles on the on airport roads, Port ground vehicles, and hotel and parking lot shuttles traveling on-airport roads. Airline/tenantowned and controlled emissions represent million metrictons of CO2 in 20%lAs would be expected, aircraft represent the single largest source?ofC02 'emissionE'Over 90% of the airline emissions are from aircraft operating above 3,000 feet. All of the public-owned and controlled emissions reect onroad travel associated with airport activity: either through vehicular access by passengers, hotel/parking lot shuttles off-airport, and airport employee work commute. 0f airportrelated emissions, public owned/controlled emissions represent 373,033 metric tons of C02 in 2006. Next Steps: This report identied a number of steps that the Port can take to improve its future Aviation Division greenhouse gas emission inventory. These steps primarily focus on collecting data concerning airport activities in a way that enable the emissions to be identied by ownership and control. This inventory can also assist the Port with identifying emission reduction actions. - ES-l - revised 3/17/2008
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