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Roadway trips are considered to have no significant stops that involve parking (e.g., in a parking
lot). As a result, no resting evaporating emissions (e.g., hot soak, diurnal, and resting losses) are
calculated for the roadway emission inventory. For vehicles accessing a parking lot as a customer
to park (e.g., passenger vehicles, employee vehicles), any emissions generated from the parking
lot travel should be included in the parking lot emissions inventory, discussed below.
Conversely, for vehicles entering the parking lot but not parking (e.g., parking lot shuttle buses,
rental car shuttle buses), parking lot travel is included in the roadway emissions inventory. It is
important to apply this distinction consistently when calculating emissions so that emissions are
not double counted.
For more accurate results, the procedures should be performed for each roadway segment and
summed to determine total emissions. Often this is not an option due to the lack of detailed data
inputs required. The alternative option is to perform the procedures for the entire roadway trip
using an average trip length.
G-10
The applicable methodologies above should be applied separately for each type of private and
fleet GAV accessing an airport or air base, since inputs (e.g., average distance traveled) vary by
GAV type. GAV types at airports include passenger vehicles, employee vehicles, rental cars,
shuttles (e.g., rental car, parking lot, hotel), buses, taxicabs, and trucks. At air bases, GAV types
include privately-owned vehicles (POVs), government-owned vehicles (GOVs), and all other
vehicles that are not military-registered.
G1.1.4.2 Parking Lots
The above methodologies also are used to determine GAV emissions from all vehicle parking lot
trips. Each parking lot trip is considered to have a significant stop that involves parking (e.g., in a
parking lot). As a result, unlike the roadway emissions inventory, resting evaporating emissions
(i.e., hot soak, diurnal, and resting losses) are calculated for the parking lot emissions inventory.
As mentioned above, the parking lot methodology only applies to vehicles accessing a parking lot
as a customer to park (e.g., passenger vehicles, employee vehicles). It is important to apply this
distinction consistently when calculating emissions so that emissions are not double counted.
For more accurate results, the procedures should be performed for each parking lot and summed
to determine total emissions. Parking facilities can be categorized into three types: main terminal,
employee, and off-airport public and private parking garages/lots. All parking lots should be
considered, including airport rental car parking lots and main taxicab and limousine staging lots.
Garage/lot characteristics such as short-term (i.e., two hours or less stay) or long-term parking
patterns also should be considered for evaporative and vehicle cold and hot start (discussed
below) purposes. Often the detailed data inputs required to perform the calculations on this level
are available. For example, the amount of activity entering a parking lot is usually tracked for
revenue purposes. If detailed data inputs are not available, the alternative option is to calculate
parking lot emissions for all parking lots using average data inputs, although this will result in a
less accurate emissions estimate.
G2. DATA SOURCES
The GAV emission calculation requires many inputs. The EPA’s Procedures for Emission
Inventory Preparation, Volume IV, Chapter 3 contains recommendations and suggestions with
regard to determining appropriate inputs, although in many cases there is no single correct
recommendation that is best for all situations. The EPA procedures document should be
consulted for a more detailed description of the numerous data inputs and sources. For air bases,
the USAF document Calculation Methods for Criteria Air Pollutant Emission Inventories
(Reference 23) also should be consulted for further guidance. A current traffic study for the
airport or air base may already have determined many inputs to the emission calculation. The
airport or the Civil Engineering (CE) Community Planning or Base Development section at an air
base should be consulted in gathering the data. Unless otherwise noted, potential sources of the
data inputs are the airport or air base operator, an airport or air base study (e.g., airport ground
access study), a regional study (e.g., regional vehicle transportation study), and the MPO. Default
values for some input data are built into the EPA’s motor vehicle emissions models (i.e.,
MOBILE5a and PART5). Although the same general methodology and types of inputs are used to
calculate the emissions from roadway and parking lot activity, the specific assumptions, data
　
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