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Via San Gregorio, 38
20124 Milan - Italy
IAL00-ERM-643-Y-TAE-1021
Rev.: 00
Proponent: Trans Adriatic Pipeline AG
Author: Environmental Resources Management
Project Title:
Trans Adriatic Pipeline – TAP
Document Title:
Detailed Air Quality Modelling and Analysis
Rev. Purpose of Issue Description Auth. Date
0A Issued for Review ERM 2014-05-22
0B Issued for Approval Revised based on ENT comments ERM 2014-06-10
00 EIA procedures ERM 2014-06-18
Final Issue: EIA procedures
CONTRACTOR TSP East
Author Checked Approved Checked Approved
Name/Signature
Signorini, Jacopo
Bertolè, Lorenzo
Strippoli, Daniele
Fiore, Alessia
Date 2014-06-18 2014-06-18 2014-06-18 2014-06-17
Org./Dept. ERM ERM ERM ENT
Document Status Prepared Checked Approved Checked Approved
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Project Title: Trans Adriatic Pipeline – TAP IAL00-ERM-643-Y-TAE-1021 Rev.: 00 Document Title: Detailed Air Quality Modelling and Analysis
TABLE OF CONTENTS
1 Detailed modelling of the Impact of the Construction Phase on Air Quality 4
1.1 Overview 4
1.2 Onshore Construction Phase 5 1.2.1 Dust Emissions from Earthworks and Vehicle Transit on Unpaved Roads 5 1.2.2 Emissions of Exhaust Gases from Vehicles 9
1.3 Offshore Construction Phase 17 1.3.1 Quantification of Vessel Emissions 17 1.3.2 Computational Domain 18 1.3.3 Results 20
1.4 Conclusion 21
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LIST OF TABLES
Table 1-1 Maximum PM10 concentrations in the computational domain 8 Table 1-2 Emission factors for heavy duty vehicles (16-32 t) COPERT VI - Driving conditions in rural areas 11 Table 1-3 Results of the modelling analysis carried out using CALINE4 models: maximum hourly concentrations of CO, NOX and atmospheric particulate matter receptors. 14 Table 1-4 Vessels Involved in the offshore pipeline construction 17 Table 1-5 Estimation of atmospheric emissions of pollutants from vessels in the vicinity of the landfall area 18 Table 1-6 Maximum concentrations in the computational domain 20
LIST OF FIGURES
Figure 1-1 Simulation domain – Atmospheric dispersion of dust 7 Figure 1-2 Position of receptors 10 Figure 1-3 Position and ID of receptors 13 Figure 1-4 Vehicle Exhaust Dispersion Study - Maximum Hourly NOx
Concentrations 16 Figure 1-5 Simulation domain – Atmospheric dispersion of pollutants from construction activities 19
LIST OF BOXES
Box 1-1 Dust emissions from Construction Sites, Additional Estimates 6
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Project Title: Trans Adriatic Pipeline – TAP IAL00-ERM-643-Y-TAE-1021 Rev.: 00 Document Title: Detailed Air Quality Modelling and Analysis
1 Detailed modelling of the Impact of the Construction Phase on
Air Quality
1.1 Overview
This document constitutes a detailed study for the EIA Commission on the potential impact of the
construction phase of the Trans Adriatic Pipeline project on air quality and reports the results of
additional modelling to that included in the ESIA and the relative supplementary document, which
confirms the assessments already submitted by the Proponent.
Specifically, this document presents the results of the following models:
- temporary dust emissions from earthworks, excavation and the movement of construction
vehicles on unpaved surfaces. The emissions used in the model were estimated by
integrating the emission factors reported in US-EPA AP-42 13.2.3 "Heavy Construction
Operations" with those reported in AP-42 13.2.4 "Aggregate Handling and storage piles” and confirm the information provided in paragraph 37c (Section 2.39.3) of the document
“Additional Documents for Integration into the ESIA” submitted on 17 April 2014.
- temporary emissions of exhaust gases into the atmosphere from vehicles used to
transport materials. The traffic flows during the project construction phase were modelled
using the COPERT IV emission factors (Computer Programme to calculate Emissions
from Road Traffic) published on ISPRA’s SINAnet portal
(http://www.sinanet.isprambiente.it/it/sia-ispra/fetransp), which are more up-to-date than
the COPERT III emission factors used in the ESIA. The results obtained have already
been reported in the document "Responses to Observation of the Public" submitted on 17
April 2014 and in relation to which this document provides the technical detail.
- marine traffic generated by vessels that operate along the stretch of coast in front of the
pipeline landfall in Italy. The modelling analysis confirms the lack of significance of the
impacts already discussed in the ESIA and in the supplemental document.
The annex is then divided into two separate subsections, one for onshore activities (which
includes the first two points above) and one for offshore activities (which includes the third point
above).
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Project Title: Trans Adriatic Pipeline – TAP IAL00-ERM-643-Y-TAE-1021 Rev.: 00 Document Title: Detailed Air Quality Modelling and Analysis
1.2 Onshore Construction Phase
1.2.1 Dust Emissions from Earthworks and Vehicle Transit on Unpaved Roads
The project construction phase involves temporary dust producing activities during the
preparation of the PRT construction site and along the pipeline working strip.
In general, during the construction phase, dust emissions are produced by the following activities:
pulverisation and abrasion of surfaces caused by trucks used to transport soil and other
materials;
resuspension of dust from stored loose materials caused by wind erosion;
mechanical action on loose and excavated materials with excavators, bulldozers, etc.;
involuntary transport of mud carried by truck wheels, which can produce dust when dry.
In the preparation phase of the Environmental and Social Impact Assessment (hereinafter ESIA)
(Chapter 8.5 of the ESIA), a quantitative assessment of dust production was performed using the
US EPA AP-42 methodology (AP-42 Fifth Edition, Volume I, Chapter 13, 13.2.4 Aggregate
Handling and Storage Piles). Following this methodology, dust emissions from the construction
phase were calculated, including emissions from the resuspension of dust caused by wind and
transit vehicles.
However, in order to more comprehensively estimate the dust emissions generated by
construction activities, including on the basis of requests made by the Ministry of the
Environment, the contributions of two specific activities were also considered, as set out in
section 13.2. 3 Heavy Construction Operations.
In particular, the emissions generated by earthworks (scrapers removing topsoil) and compacting
activities were calculated. The calculation methods and assumptions made are provided in the
box below.
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Box 1-1 Dust emissions from Construction Sites, Additional Estimates
Dust Emissions - Moving topsoil
To determine the contribution of earthworks dust emissions to overall emissions values, the following calculation
method was applied (AP-42 13.2.3 (Heavy Construction Operations):
Legend: veicolo=vehicle
where E is the emissions generated by a single means of transport (scrapers) for each kilometre travelled. In order to
identify the distance potentially travelled by a vehicle it was assumed that the entire area (PRT + Working Strip,
333,200 m2
in total) was machined by a vehicle able to operate at a width of approximately 3.5 m. By applying the
above equation for a duration of 250 days per year, daily dust emissions of about 2.17 kg/day were estimated for
earthworks.
______________________________________________________________________________________________
Dust emissions - Soil Compacting
To determine the contribution of soil compacting dust emissions to overall emissions values, the following equation
was applied (AP-42, 11.9):
E = kg/h PM10
S = silt content (silt load equal to 8.5%, as suggested by the AP-42 methodology for "Construction sites")
M = moisture content (10%)
Assuming a daily maximum of 10 working hours for soil compacting, an activity that will most affect the project area for
a limited period of time, additional dust emissions of 2.10 kg/day were estimated.
Therefore, taking into account earthworks dust emissions as well as those from the resuspension
of dust caused by transit vehicles already calculated in the ESIA (35.32 kg/day of PM10 will be
produced by the construction of the PRT site and 40.77 kg/day by the working strip activities), the
new additional contribution amounts to around 5.6% of what had already been considered and
evaluated by means of the modelling simulations performed.
The identified emissions values, updated compared to the previous documentation, were
subsequently used as input for a dust dispersion modelling study, carried out with the EPA
modelling system CALMET-CALPUFF to assess the impact on air quality of dust emissions
produced during the construction phase. It should be noted that the daily dust production values
were conservatively estimated as continuous for the entire simulation period (2010
meteorological year).
The construction of the PRT and the activities along the working strip were assumed to occur at
the same time in order to take into account any synergistic effects. The PM10 concentrations
were modelled over a 10 km x 8 km rectangular domain centred on the dust emission sources.
Figure 1-1 below shows the simulation domain used in the modelling analysis, highlighting the
location of the PRT and the working strip.
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For more information regarding the modelling tools used and the specific parameters of this
modelling analysis, please refer to the Environmental and Social Impact Assessment in Appendix
1 to Annex 6
Figure 1-1 Simulation domain – Atmospheric dispersion of dust
Source: ERM (2013)
LEGEND
WORKING STRIP
METEOROLOGICAL DOMAIN
PIPELINE RECEIVING TERMINAL
SIMULATION DOMAIN
ADMINISTRATIVE BOUNDARIES
MUNICIPAL BOUNDARIES
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The model produced PM10 ground level concentration values over the simulation domain, the
results of which, downstream of the mitigation already proposed in the Environmental and Social
Impact Assessment (Section 8.5.1.2.2), are presented in Table 1-1 and compared with national
and international air quality standards.
Table 1-1 Maximum PM10 concentrations in the computational domain
Source Parameter Simulated
concentrations [µg/m³]
IFC [µg/m
3]
2008/50/EC and
Legislative Decree
155/2010 [µg/m³]
PRT + Working strip
PM10 90.4th percentile of daily average concentrations(2) 19.7 50
(1)
Maximum daily PM10 concentrations
35.25 50
PRT Maximum annual PM10 concentrations
10.44 40
(1) Maximum daily average concentration limit, which should not be exceeded more than 35 times per calendar year
(2) Corresponds to the daily concentration limits for the protection of human health, which should not be exceeded
more than 35 times per calendar year.
The long-term PM10 concentrations estimated by the model (annual average concentrations),
relating only to the construction of the PRT, comply with national and international air quality
standards. Similarly, the short-term PM10 concentrations estimated by the model (daily
concentrations), relating to simultaneous construction activities (peak emissions) at the PRT site
and along the working strip, comply with national and international air quality standards.
Figure 1 in Appendix 1 contains a map showing the impact of the maximum daily PM10
concentrations and locates the maximum concentrations the immediate vicinity of the PRT site.
Based on this additional modelling analysis, it can be concluded that even in relation to a more
detailed review of the estimation methods used to calculate the potential dust emissions rate
during construction activities, the impact assessment does not vary in substance from the values
submitted in the ESIA and it confirms the Low residual impact estimate of dust emissions from
construction activities.
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1.2.2 Emissions of Exhaust Gases from Vehicles
The project construction phase envisages the use of different types of vehicles for the
construction of the PRT site (site preparation, excavation, construction of roads, fences and
gates, etc.) and the onshore section of the pipeline.
The total vehicle emission load (CO, NOx and PM10) during the project construction phase, and
reported herein, was estimated using COPERT IV emission factors (Computer Programme to
calculate Emissions from Road Traffic) published on ISPRA’s SINAnet portal (http://www.sinanet.isprambiente.it/it/sia-ispra/fetransp), which are more recent than the
COPERT III emission factors used in the ESIA. The results obtained had already been reported
in the document "Responses to Observations of the Public" submitted on 17 April 2014 and in
relation to which this document provides the technical detail.
The vehicle exhaust emissions value identified was subsequently used as input for a dispersion
modelling study using the CALINE model, a Gaussian-based dispersion model developed by the
California Department of Transportation. The dispersion study estimated the maximum
concentration of pollutants produced by vehicular traffic during the project construction phase,
allowing a quantitative assessment of the impacts on local air quality.
For further details regarding the technical features of the COPERT software (Computer
Programme to calculate Emissions from Road Traffic) and the CALINE 4 dispersion model,
please refer to Section 8.5 of the ESIA.
1.2.2.1 Road axis and position of receptors
The simulation was modelled to assess the impacts of a generic stretch of road potentially used
by the entire number of vehicles expected.
In accordance with the CALINE code, the stretch of road was considered as a series of linear
links with the hourly vehicular traffic due to construction activities estimated at 16 vehicles per
hour.
The receptors were located on a grid laid out perpendicular to the road. They were placed at a
distance of 5 to 200 metres from the road, with the distance been each receptor increasing the
further their location from the road. The layout of receptors adopted is presented in the Figure
below.
Receptors located at a distance of more than 200 metres from the road were not considered
since beyond that distance, the concentrations calculated by the model for the limited volume of
traffic anticipated are negligible.
The closest group of receptors, located at 5 metres from the road, were deliberately placed in the
immediate vicinity of the roadway in order to represent the worst possible conditions in terms of
the spatial relationship between the source of the emissions and the receptor.
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Figure 1-2 Position of receptors
Emissions scenario
The emissions estimate considered a conservative volume of traffic of 50 vehicles per day along
the working strip, and a worst case scenario was modelled, with the 50 vehicles in transit at the
same time on the same stretch of road. Therefore, assuming two transits per vehicle per day and
10 working hours per day, an average traffic volume of 10 vehicles per hour was calculated and a
vehicle of speed of 40 km per hour was assumed.
This (conservative) estimate of the number of vehicles in circulation is similar to the details
reported in the ESIA and is also conservative with respect to the update of the document
“Excavated Soils and Rocks" contained in Annex 6 of the Supplemental Document to the ESIA
submitted on 17 April 2014 (in which a peak of about 40 trucks/day is estimated for a period of 4
months corresponding to the preparation phase of the areas of the PRT construction site).
For the purposes of estimating emissions of micropollutants by applying the COPERT IV
programme, in order to assess the maximum possible interference, a conservative assumption
was made that all 50 vehicles potentially involved in the construction activities described below
are heavy trucks (32 t) powered by diesel engines that comply with EURO III emission standards.
This is a conservative hypothesis due to the fact that more stringent guidelines concerning the
limits of pollutant emissions for vehicles operating in the EU (EURO IV - V - VI) will be in place
when the Project construction phase begins.
RECEPTOR
ROAD
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SOx emissions were not considered since they are not included in the COPERT IV database of
emission factors. Given current regulations regarding the presence of sulphur in automotive fuels,
the SOx values can be considered to be negligible. Therefore, only the concentrations of NOx, CO
and atmospheric particulate matter were simulated.
Table 1-2 Emission factors for heavy duty vehicles (16-32 t) COPERT VI - Driving
conditions in rural areas
Type of vehicle: HDV/Diesel/28-32 t
Pollutant Emission factor [g/km*vehicle]
NOx 6.977
CO 1.770
PM10 ** 0.212
The emission factors presented in Table 1-2 were subsequently multiplied by the number of
vehicles per hour, and the value obtained was associated with each link (linear stretch of road)
input into the CALINE4 model.
Again, it should be noted that conservative assumptions were made in estimating the number
and type of vehicles and their transit conditions in order to maximise the emissions considered in
the model and therefore the simulated ground level pollutant concentrations.
Meteorological data
The simulation model was set up using meteo-diffusive conditions that maximise the impact of
ground-level pollutants. To achieve this, a sensitivity analysis was carried out to identify the worst
weather conditions while maintaining constant emissions sources and road geometry.
Based on the results obtained, the most critical conditions require a minimum wind speed of 0.5
m/s, and stability class A or F; simulations were then conducted using stability class F, which in
absolute terms allowed the calculation of the maximum concentrations at all receptors selected.
The boundary layer height was conservatively set to 100 m, since traffic emissions are unlikely to
spread upwards. Boundary layer values of greater than 100-150 metres do not produce any
significant variations in ground-level concentrations.
With regard to wind direction, the WORST CASE WIND ANGLE was used, which was specifically
developed to identify the wind angle, maximising the ground-level pollutant concentrations at
each receptor.
The following meteorological conditions were used as input to the CALINE4 run performed in this
study:
Atmospheric Stability (Pasquill Gifford): F
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Wind speed: 0.5 m/s
Temperature: 20°C
Boundary layer height: 100 m.
Results
The simulation performed using the CALINE4 model produced the maximum hourly
concentrations from vehicular traffic during onshore pipeline construction activities. The results
are presented in both tabular and graphical format. An ID was associated with each receptor so
that results could be unambiguously analysed at each receptor.
Figure 1-3 below shows the position of each receptor along with their IDs, whereas Table 1-3
presents the concentrations of pollutants simulated at each receptor. These concentrations are
compared with national and international air quality standards.
It should be noted that when comparing the results with air quality standards, the simulated NOx
concentrations were considered as Nitrogen dioxide (NO2), but in reality only a part of NOx
converts to NO2, depending on different factors (solar radiation, temperature, concentration of
hydrocarbons in the atmosphere, etc.). Therefore, the simulated concentrations of NO2 have
been overstated. Moreover, the simulated TSP concentrations were assumed to be PM10 for the
purposes of comparing them with air quality standards, since the relationship between total
atmospheric particulate matter and PM10 is not known for vehicular traffic emissions. This
assumption is conservative as not all atmospheric particulate matter is PM10, therefore, the
simulated PM10 concentrations have been overstated.
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Figure 1-3 Position and ID of receptors
RECEPTOR
ROAD
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Table 1-3 Results of the modelling analysis carried out using CALINE4 models:
maximum hourly concentrations of CO, NOX and atmospheric particulate
matter receptors.
Receptor ID CO
[µg/m3]
NOx [µg/m
3]
TSP [µg/m
3]
1 8.26 32.53 0.99 2 8.26 32.53 0.99 3 8.26 32.53 0.99 4 8.26 32.53 0.99 5 8.26 32.53 0.99 6 7.82 30.82 0.94 7 1.74 6.85 0.21 8 1.74 6.85 0.21 9 1.74 6.85 0.21 10 1.74 6.85 0.21 11 1.74 6.85 0.21 12 1.74 6.85 0.21 13 1.30 5.14 0.16 14 1.30 5.14 0.16 15 1.30 5.14 0.16 16 1.30 5.14 0.16 17 1.30 5.14 0.16 18 1.30 5.14 0.16 19 0.87 3.42 0.10 20 0.87 3.42 0.10 21 0.43 1.71 0.05 22 0.43 1.71 0.05 23 0.87 3.42 0.10 24 0.87 3.42 0.10 25 0.43 1.71 0.05 26 0.43 1.71 0.05 27 0.43 1.71 0.05 28 0.43 1.71 0.05 29 0.43 1.71 0.05 30 0.43 1.71 0.05 31 0.43 1.71 0.05 32 0.43 1.71 0.05 33 0.00 0.00 0.00 34 0.00 0.00 0.00 35 0.43 1.71 0.05 36 0.43 1.71 0.05 37 8.26 32.53 0.99 38 8.26 32.53 0.99 39 8.26 32.53 0.99 40 8.26 32.53 0.99 41 8.26 32.53 0.99 42 7.82 30.82 0.94 43 1.74 6.85 0.21 44 1.74 6.85 0.21 45 1.74 6.85 0.21 46 1.74 6.85 0.21 47 1.74 6.85 0.21 48 1.74 6.85 0.21 49 1.30 5.14 0.16 50 1.30 5.14 0.16 51 1.30 5.14 0.16 52 1.30 5.14 0.16 53 1.30 5.14 0.16 54 1.30 5.14 0.16 55 0.87 3.42 0.10
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Receptor ID CO
[µg/m3]
NOx [µg/m
3]
TSP [µg/m
3]
56 0.87 3.42 0.10 57 0.43 1.71 0.05 58 0.43 1.71 0.05 59 0.87 3.42 0.10 60 0.87 3.42 0.10 61 0.43 1.71 0.05 62 0.43 1.71 0.05 63 0.43 1.71 0.05 64 0.43 1.71 0.05 65 0.43 1.71 0.05 66 0.43 1.71 0.05 67 0.43 1.71 0.05 68 0.43 1.71 0.05 69 0.00 0.00 0.00 70 0.00 0.00 0.00 71 0.43 1.71 0.05 72 0.43 1.71 0.05
2008/50/EC and Legislative Decree 155/2010
[µg/m³] 10000
(1) 200
(2) 50
(3)
IFC [µg/m³]
200 50
(4)
(1) Daily maximum 8-hour moving average CO levels
(2) Maximum hourly NOx concentrations, which should not be exceeded more than 18 times per year.
(3) Maximum daily PM10 concentrations, which should not be exceeded more than 35 times per year.
(4) Refers to PM10
The results in Table 1-3 clearly show that, for the receptors included in the model, the CALINE 4
values calculated are considerably lower than the respective regulatory limits, even for receptors
located 5 m from the centre of the roadway.
Furthermore, the results in terms of maximum hourly concentrations were compared with stricter
regulatory limits, referring to a longer averaging period (8 hours, daily average concentrations).
In this regard, reflecting the limited emissions of the vehicles involved, it should be noted that the
maximum hourly dust concentrations calculated in the worst meteorological conditions are still
lower than the maximum average daily concentrations allowed, which can be exceeded 35 times
in one year. Therefore, considering the conservative approach adopted in this analysis, the
ground-level concentrations of pollutants produced by vehicular traffic are negligible.
A very conservative approach was used, which resulted in the overestimation of both the flow of
traffic and the pollutants emitted.
Even the hourly NOx concentrations modelled were well within regulatory limits. A map of
maximum hourly NOX concentrations (Figure 1-4) was produced to identify the receptors located
in areas with maximum hourly NOX concentrations
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Figure 1-4 Vehicle Exhaust Dispersion Study - Maximum Hourly NOx Concentrations
Source: ERM (2013)
LEGEND
SIMULATION DOMAIN
MAXIMUM HOURLY NOx CONCENTRATIONS [µg/m³]
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The map of ground-level concentrations in Figure 1-4 shows how the highest hourly NOx
concentrations modelled – approximately 32 μg/m3 – were exclusively confined to 5 m either side
of the roadway, while concentrations decreased significantly at greater distances.
1.3 Offshore Construction Phase
The Project construction phase anticipates the use of marine vessels for the construction of the
offshore section of the pipeline. In order to confirm the analysis (reported in the ESIA and the
Supplement Document) of the impact that these emissions can have on the receptors located
along the coast and, in general, on the mainland, a modelling study was carried out based on the
emissions estimation method already presented in the ESIA. With regard to the other
assessments carried out, the atmospheric dispersion of pollutants was analysed using the
CALMET-CALPUFF modelling system (version 5.8).
1.3.1 Quantification of Vessel Emissions
The following table shows the number and type of vessels required for the project. It also
indicates the vessels that will operate in the area surrounding the pipeline landfall in Italy, which
were therefore considered in the estimation of the ground-level impact of costal emissions (as a
precaution, all vessels were considered to be operating simultaneously at a distance of about 1
km from the coast).
Table 1-4 Vessels Involved in the offshore pipeline construction
Type of vessel Number Power [MW]
Presence in San Foca
Backhoe dredge 1 18 X
Motopontoon 4 8 X
Pielay barge 1 20.5 X
Anchor Handling Tug 3 12 X
Pipe carrier barge 3 7
Supply vessel 3 12
Survey vessels 1 8 X Crew boat 1 2 Dive Support Vessel 1 11.5 X
Fall pipe vessel 1 6.5 X
The calculation of ship emissions in the area surrounding the pipeline landfall site in Italy (which
is the portion of ship emissions that may have a potential impact on the air quality of the coast) is
based on the Methodology for Estimating Air Pollutant Emissions from Transport (hereinafter
MEET), described in detail in Annex 6 of the ESIA, which should be consulted for further details.
The results of the estimates are shown in Table 1-5.
The potential impact of NOx and CO emissions was analysed in relation to the significance of the
emissions reported and national and international air quality standards, as they are the main
pollutants, increased by an order of magnitude compared to PM and SOx due the fuel used by
the vessels involved.
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Table 1-5 Estimation of atmospheric emissions of pollutants from vessels in the
vicinity of the landfall area
Pollutant Tonnes emitted
NOx 36.8 CO 80.3
1.3.2 Computational Domain
The concentrations of pollutants caused by the emissions of vessels operating during the
construction phase in the area surrounding the pipeline landfall were simulated on a
computational domain of 20 km x 20 km. Figure 1-5 below shows the simulation domain used in
the modelling analysis, highlighting the location of the offshore activity.
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Project Title: Trans Adriatic Pipeline – TAP IAL00-ERM-643-Y-TAE-1021 Rev.: 00 Document Title: Detailed Air Quality Modelling and Analysis
Figure 1-5 Simulation domain – Atmospheric dispersion of pollutants from construction
activities
Source: ERM (2014)
LEGEND
EXIT POINT OF THE MICROTUNNEL AND PRE-TRENCHING POINT
SIMULATION DOMAIN
ADMINISTRATIVE BOUNDARIES
MUNICIPALITIES
METEOROLOGICAL DOMAIN
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Project Title: Trans Adriatic Pipeline – TAP IAL00-ERM-643-Y-TAE-1021 Rev.: 00 Document Title: Detailed Air Quality Modelling and Analysis
1.3.3 Results
The results of the modelling study are summarised in the table below. The conservative approach
adopted for the study is described below as well as a comparison with the respective regulatory
limits:
When comparing the results with air quality standards, the simulated NOx concentrations
were considered as Nitrogen dioxide (NO2), but in reality only a part of NOx converts to NO2,
depending on different factors (solar radiation, temperature, concentration of hydrocarbons in
the atmosphere, etc.). Therefore, the simulated concentrations of NO2 have been overstated.
The model does not account for dry and wet deposition of pollutants or photochemical
reactions, which take place in reality and would reduce the atmospheric concentrations of
pollutants. Thus, the CO and NOx emissions levels reflect this overestimation of the actual
contribution of emission sources.
Although the actual activity of the compressors will last less than a month, the timeframe
chosen for meteorological purposes was the full year 2010 (8760 hours). This choice is
conservative as it allows the assessment of ground-level concentrations of pollutants in the
worst weather conditions that occurred during the simulated year.
It should be noted that the analysis of the results reported in the following Table was conducted
on the entire simulation domain. However, the maximum impact calculated by the model is
located offshore and the onshore concentrations are lower, as can be seen in the ground-level
concentrations of pollutants (Figure 2) presented for the most significant parameter (maximum
hourly NOx concentrations).
Table 1-6 Maximum concentrations in the computational domain
Parameter Simulated concentrations [µg/m³] IFC
Standard µg/m³]
Limit 2008/50/EC
and Legislative
Decree 155/2010 [µg/m³]
NOx 99.8th percentile of hourly average concentrations
(1)
38.3 200 (1) (3)
Maximum hourly NOx Concentrations 77.0 200
Annual average hourly NOx Concentrations
2.6 40
maximum 8-hour moving average CO levels(2)
59.0 10000
(1) Corresponds to the maximum hourly NO2 concentrations, which should not be exceeded more than 18 times per
year. (2)
daily maximum 8-hour moving average CO levels (3)
Limits specified for NO2
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The Table clearly shows that the pollutant concentrations modelled fully comply with national and
international air quality standards. The analysis in Figure 2 (maximum hourly NOx concentrations)
shows that the maximum impact is offshore, near the area that will be affected by the activities of
vessels and the corresponding values calculated on the coast are even lower than the limit (with
maximum average hourly NOx concentrations equal to 51 µg/m³]).
1.4 Conclusion
This document provides a detailed study on the potential impact of the construction phase of the
Trans Adriatic Pipeline project on air quality and reports the results of additional modelling to that
included in the ESIA and in the relative supplementary document.
These additional models confirm the assessments already submitted by the proponent, and in
particular the following:
Onshore Construction Phase
- temporary dust emissions from earthworks, excavation and the movement of construction
vehicles on unpaved surfaces. The emissions used in the model were estimated by
integrating the emission factors reported in the US-EPA AP-42 13.2.3 "Heavy
Construction Operations" with those reported in the AP-42 13.2.4 "Aggregate Handling
and storage piles” and confirm the information provided in paragraph 37c (Section 2.39.3)
of the document “Supplements to the Environmental and Social Impact Assessment” submitted on 17 April 2014. It can therefore be concluded that even with the more
detailed use of the US-EPA estimation methods to calculate the potential dust emissions
rate during construction activities, the impact assessment does not vary in substance from
the values submitted in the ESIA and it confirms the Low residual impact estimate of dust
emissions from construction activities.
- temporary emissions of exhaust gases into the atmosphere from vehicles used to
transport materials. The traffic flows during the project construction phase were modelled
using COPERT IV emission factors (Computer Programme to calculate Emissions from
Road Traffic) published on ISPRA’s SINAnet portal
(http://www.sinanet.isprambiente.it/it/sia-ispra/fetransp), which are more up-to-date than
the COPERT III emission factors used in the ESIA. The results obtained from this
modelling analysis have already been reported in the document "Responses to
Observations of the Public" submitted on 17 April 2014 and in relation to which this
document provides the technical detail. The modelling analysis performed shows that the
maximum hourly ground level concentration of pollutants (PM10, NOx, CO) produced by
vehicles used to transport materials are considerably lower than the respective regulatory
limits, even at 5 metres from the centre of the roadway.
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Offshore Construction Phase
- marine traffic generated by vessels that operate along the stretch of coast surrounding the
pipeline landfall in Italy. The modelling analysis performed shows that the ground level
concentrations of pollutants (NOx and CO) fully comply with national and international air
quality standards. This confirms the lack of significance of the impacts already discussed
in the ESIA and in the supplemental document.