2024-02-26 SB Packet - Released - Laserfiche WebLink

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2. Ratianale for the proposed study design and methods 2.1 Study Design Based on our team`s extensive experience, and the recommended best practices for understanding and est�mating the impacts of airport-related emissions on air�uality,we recommend using bath stationary and mob��e monitor�ng. Stationary Manitoring: Along Runway 11•29, we will establish at least two stationary sit�s, one in lexington and one in Cancord, so that one is predominant�y downwind and the other upwind during the prevailing westerly winds. Similarly, along Runway 5-23, we v►rill establish two stationary sites, ane in Bedford and one in lincoln. Ideally,and as is recommended in the best practices,twa sites should be set up in each of the predominantly downvvind communities of Lexington and Bedford. In summary,three sites would operate simultaneausly—one upwind and two downwind aiong each of the runways if full fund�ng is provided. If only partial funding is provided, we will monitor two sites {one upwind ar�d one downwind) along each of the rur�ways. Meas�rements would be conducted far at least 1 winter manth simultaneously at each of the locations (i.e., four for parttal and six for fufl funding}. Upon analysis of winter data and in discussion with HFAC we will choose one-two of the sites along each runway to eonduct 1 sumrner month of monitoring. IVlobite Monitoring:Statianary monitoring at multiple locations can heip us measure temparal variatians of impact, but mobile r�r�onitoring is required to establish the spatial extent of the i�npact.We will conduct mobile monitoring in the vicinity of the airport�see Figure 3 as an example of a possible m�bile monitaring route�foilowing established best practices that we have implemented successfully at other airports with thQ goa� of establishing the spatial extent af the impacts and the gradients in ground-levei air quaiity irnpacts. Using another best �ractice,we will�ornmence mobile monito�ing in advance of setting up the stationary sites to inform siting decisians. Additionalty, we recommend averlap between the stationary monitoring and mobile monitoring so that jmpacts can be tracked over time and space simultan�ously, and m�nitoring instruments can be compared against one another more easily. 2.2 Instrurnents Stationary Monitoring: We will monitor ultrafine particles at a!1 the statianary sites using candensation particle counters. At one of the do�nrnvWind stationary sites per runway we will aiso monitor oxides of nitrogen. Mobite Monitoring: Mofoile monitoring will be performed using a mabile monitor�ng laboratory wh�ch is an electric vehicle �Chevrolet Bolt)equipped with marine deep-cycle foatteries an�an inverter to pov�rer instruments housed inside the vehicle and a sampling manifo�d that dravvs in ambient air and to which the instruments are plumbed. F�r this study,it will be equipped with a T51 IVlodei 3407 and/or a T51 Model 3783 conder�sation particle count�r to measure ultrafine particles�as particle number cancentration(PNC�},an aethalameter�Model AE33, Magee Scientific, Berkeley,CA}far measuring black ca�bon,a LiCQR Modet 834/850 carbon d�oxide/water vapor analyzer(Lincoln, NE),and a Cavity Attenuated Phase Shift tCAPS} nitrogen di�xide monitor{Aerodyne Research, Billerica MA}. Data wi�l be collected at high temporal resafution and corx�bined wsth 1-second-resolution GPS data�Model 545, Gar'min Ltd.,Olathe, KS�. 9�Page