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Appendix 2 Part 2

OPERATIONAL IMPACTS:
AIR QUALITY IMPACT ASSESSMENT

I. INTRODUCTION
Air Pollution Dispersion Modeling
Air Pollution Dispersion Modeling is the mathematical simulation of how air
pollutants disperse in the ambient atmosphere. The task is performed with computer
programs that solve the mathematical equations and algorithms which simulate the
pollutant dispersion. The dispersion models are used to predict the downwind
concentration of air pollutants emitted from sources such as industrial plants and
vehicular traffic. Such models are important to governmental agencies responsible for
protecting and managing the ambient air quality. The models are typically employed
to determine whether existing or proposed new industrial facilities are or will be in
compliance with the National Ambient Air Quality Standards (NAAQS).

Air Pollution Dispersion Modeling has proven to be an effective tool in making

decisions regarding environmental management and planning on a regional scale. The
modeling trial presented in this report is an Air Dispersion Simulation Modeling
exercise focused on the vicinity of Cairo Airport using real surveyed data of emission
loads.

The dispersion models require the input of data which includes:

1. Meteorological conditions, such as wind speed and direction, the amount of
atmospheric turbulence (as characterized by what is called the "stability class"),
the ambient air temperature and the height to the bottom of any inversion aloft
that may be present.
2. Emissions parameters, such as volume of traffic, composition of cars, type of
fuel and road network characteristics.
3. Terrain elevations at the source location and at the receptor location.
4. The location, height and width of any obstructions, such as buildings or other
structures, in the path of the emitted gaseous plume.

Many of the modern, advanced dispersion modeling programs include a pre-processor

module for the input of meteorological and other data. Many programs also include a
post-processor module for graphing the output data and/or plotting the area impacted
by the air pollutants on maps.

There are no specific standards for air quality at roadside areas but there are Limit
Values for ambient air, which are given in the Executive Regulations of the
Environmental Law no. 4 of Egypt. These Air Quality Limit Values should be
achieved to avoid health risks due to higher concentrations of the first priority

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pollutants. These pollutants and their Limit Values are presented in the following
table.

Table (1): Ambient Air Quality Limit values as given by Law no.4 for Egypt
(1994) compared to the World Health Organization (WHO) air quality guideline
values
Pollutant Averaging Maximum Limit Value
time
WHO Egypt
(SO2) 1 hour 500 (10 min) 350
24 hours 125 150
Year 50 60
(NO2) 1 hour 200 400
24 hours - 150
Year 40-50
(O3) 1 hour 150-200 200
8 hours 120 120
(CO) 1 hour 30 000 30 000
8 hours 10 000 10 000
(BS) 24 hours 50 * 150
Year - 60
(TSP) 24 hours - 230
Year - 90
(PM10) 24 hours 70 ** 150
Year 70
Lead (Pb) Year 0.5-1,0 1
* Together with SO2
** Norwegian Air Quality Limit value

II. OBJECTIVE
The objective of the air dispersion simulation modeling is to model the worst-case-
scenario based on the baseline scenario surveyed in order to test and introduce air
dispersion modeling as an effective tool in environmental planning and management
in the Cairo Airport region.

III. METHODOLOGY
The approach and methodology to the development of the simulation is as follows:
1. Selection of the modeling tools for the meteorology model and preparing the
downscaled model for one year.
2. Building an interface between the meteorology model and the dispersion
model.
3. Preparing the input data in the compatible format for input to the model.
4. Conducting several test runs for tuning the model.
5. Running the simulated scenarios.

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6. Submitting results to the GIS specialists for convenient visual illustration of

results and discussion.
7. Discussing the results through group discussions and noting the lessons
learned for future trials.

The SCREEN3 Modeling software package is applied to our study to determine the
preliminary air quality impact results. It is then validated and verified using
AERMOD package to attain the final predicted air quality impacts of the study.

The SCREEN3 Modeling software package is "Screening Procedures for Estimating

the Air Quality Impact of Stationary Sources" (EPA, 1988), which was later revised
and published as a separate document (EPA, 1995a). The SCREEN3 model includes
several modifications and enhancements to the original SCREEN model, including
updates to the code to ensure consistency with the dispersion algorithms in the
Industrial Source Complex (ISC3) model (EPA, 1995b). Also, three new non-
regulatory options were added to the code.

EPA has described AERMOD as an advanced dispersion model that incorporates

state-of-the-art boundary layer parameterization techniques, convective dispersion,
plume rise formulations, and complex terrain/plume interactions. More recently, the
PRIME algorithm, which is a building wake/building downwash algorithm developed
by the Electric Power Research Institute (EPRI), was implemented into AERMOD to
make use of the AERMOD meteorological profiles (Fig. 1).

However, its main purpose is to account for the relative locations of the stack and the
building causing downwash, which is not accounted for in the original ISC or early
version of AERMOD.

The AERMOD modeling system has 3 components: AERMOD - the air dispersion
model; AERMET - the meteorological data preprocessor; and AERMAP - the terrain
data preprocessor.

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Define Projection Import Base Map Set Control Options Define Sources
(Recommended) (Optional) (Recommended) (Required)

Process Buildings
Define Buildings Define Receptors Group Sources
(BPIP)
(Optional) (Required) (Optional)
(Optional)

Import Terrain Assign Meteorology Set Output Options

Run AERMOD
(Recommended) (Required) (Required)

Fig. 1: Data Input Flow for AERMOD. There are alternative methods for
entering data.

IV. SCOPE OF WORK

This section presents a brief description of the modeled domain, the time span
considered for the modeling exercise in addition to the data sources used.

IV-1. Modeling Domain

The modeling exercise focused on the Cairo Airport region. The modeling domain
covers the area between longitudes 30° 06′N to 30° 08′N and latitudes 31° 23′E to 31°
25′E.

IV-2. Modeled Time Span

The modeling exercise will cover a 1 year time span starting Jan, 1st 2010 and ending
Dec. 31st, 2010. The meteorological inputs will be prepared for this time frame using
the MM5 meteorological model. This time frame is chosen to cover different seasons
of the year and to make comparisons with available monitored data.

IV-3. Pollutants Considered

Air pollution at Cairo Airport comes from a wide variety of sources. The most
significant are:

• Aircraft landing, taking off, taxiing and running engines on stand

• Airport heating / energy generation requirements
• Vehicles operating at the airport

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• Private vehicles bringing passengers to and from the airport

• Vehicles and operations close to the airport.

In cities across the globe, the personal automobile is the single greatest polluter, as
emissions from a billion vehicles on the road add up to a planet-wide problem.
Driving a private car is a typical citizen's most harmful activity causing air pollution.
The negative health effects of automotive emissions are incurred when you sit in
traffic surrounded by cars with idling engines. Everyone in a traffic jam is getting
poisoned.

The Combustion Process

Gasoline and diesel fuels are mixtures of hydrocarbons (made of hydrogen, oxygen
and carbon atoms). Hydrocarbons are burned when combined with oxygen and heat.
Nitrogen and sulfur atoms are also present and combine with oxygen when burned to
produce gases. Automotive engines emit several types of pollutants.

Fuel+Air=> Hydrocarbons+Nitrogen Oxides+Carbon Dioxide+Carbon Monoxide + water

Hydrocarbons react in the presence of nitrogen oxides and sunlight to form ground-
level ozone, a major component of smog. Ozone irritates the eyes, damages the lungs,
and aggravates respiratory problems. A number of exhaust hydrocarbons are also
toxic, some with the potential to cause cancer.

NITROGEN OXIDES: When subjected to high pressure and high temperatures in an

engine, nitrogen and oxygen atoms react to form nitrogen oxides. Nitrogen oxides,
like hydrocarbons, are precursors to the formation of ozone and contribute to acid
rain. Catalytic converters in car exhaust systems break down heavier nitrogen gases,
forming nitrous oxide (NO2) - 300 times more potent than carbon dioxide as a
greenhouse gas. Nitrous oxide makes up about 7.2 percent of the gases that cause
global warming.

CARBON MONOXIDE: Carbon monoxide (CO) is a colorless, odorless, poisonous

gas, and is a product of incomplete combustion of hydrocarbon-based fuels. Carbon
monoxide consists of a single carbon atom and a single oxygen atom linked together
(CO). Most CO is produced when air-to-fuel ratios are too low in the engine during
vehicle starting, when cars are not tuned properly, and at higher altitudes, where thin
air reduces the amount of oxygen available for combustion. Two-thirds of the carbon
monoxide emissions come from transportation sources, with the largest contribution
coming from cars. In urban areas, the passenger vehicle contribution to carbon
monoxide pollution can exceed 90 percent.

Generally, hourly emissions from Nitrogen dioxide (NO2), Carbon Monoxide (CO),
and Hydrocarbons (HC) are considered the main emissions, and higher levels can
often be the result of increased airport vehicular traffic.

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The modeling exercise focuses on modeling Nitrogen dioxide (NO2), Carbon

Monoxide (CO), and Hydrocarbons (HC). These pollutants are the ones chosen since
it is well known that the development of the TB-2 Complex will increase the load of
vehicle movement traffic and aircraft gaseous emissions during the period of
September to December every year.

IV-4. Emission Sources

To obtain emission inventory for the major point sources, vehicles and aircraft, the
modeling exercise focuses on modeling Nitrogen dioxide (NO2) and Carbon
Monoxide (CO) concentrations resulting from these sources.

IV-5. Meteorological Data Sources

Meteorological Data Sources
According to the World Meteorological Organization, there are many regional centers
covering the world (Cairo is one of them). Each one collects the observed
meteorological data from surrounding countries and resubmits the collected data to
global centers. The global centers compile all data from the world stations and
resubmit it to the regional ones. These processes use well-known wireless
frequencies and are opened to every country.

Egypt has 104 different meteorological stations of different types. Meteorological

stations observe every 12, 6, 3 or one hour, and any observation should be done
within the last ten minutes of the previous hour. In addition to ground observations
there are meteorological ships, rockets, aircrafts, radars and satellite observations. All
available data is collected and processed for quality assurance in the global centers.
The global center in Washington D.C., the National Center for Environmental
Predictions (NCEP), continues processing the global observations and produces
global forecasts covering ten days. NCEP makes the first five forecasts available on
the internet to be used by regional and local centers for more accurate processing and
predictions.

NCEP broadcasts global model outputs as girded data to be used for initial and
boundary conditions by World Area Forecast centers WAFS. The WAFS’s horizontal
resolution is 1.25o in latitude and longitude (at Equator) on 12 standard vertical
pressure levels. In addition, WAFS provide meteorological data files within the
AERMOD software package.

The air quality assessment is based on data produced and collected from the already
installed air quality monitoring stations at Hall-4 and TB-2, in addition to the
emission and dispersion modeling (AerMod plus, Version 7.01). The objective of the
study was to collect the necessary input data, perform dispersion modeling and
present the future air quality data as a result of the proposed development for TB2
complex at Cairo Airport.

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The already existing air quality monitoring stations of Hall-4 and TB-2 are classified
as the Hall-4 station represents the upwind station for the Cairo Airport region and
TB-2 Station represents the downwind station for the Cairo Airport region (Fig. 2).

Hall-4 Air Quality Monitoring Station

TB-2 Air Quality Monitoring Station

Fig. 2: Location Map of the Air Quality Monitoring Stations at Cairo Airport.

The prevailing wind direction over the greater Cairo area is from the north. At the
Cairo International Airport area, north-north-westerly winds are dominant in the
summer months, while southerly and westerly winds also prevail in the winter
months, directing pollution from the airport away from the city (Figs. 3, 4, 5 & 6).

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Fig. 3: Wind Rose Diagram of Wind Direction during Summer Season

Fig. 4: Wind Rose Diagram of Wind Direction during Winter Season

As demonstrated, the airport is upwind from the major air pollution sources in Cairo,
and the air quality in this area will thus be fairly clean compared to the high
concentrations of air pollutants in other parts of the city. Due to its geographic
location, the airport has a minimum significant impact on the surrounding residential
areas.

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Fig. 5: A map showing the prevailing wind direction during summer season.

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Prevailing Wind Direction During Winter Season

Cairo Airpot Area

Scale
0 625 1250 1875 2500 m

Fig. 6: A map showing the prevailing wind direction during winter season.

The following climate summary data is obtained from the Egyptian Meteorological
Authority bulletin based on 30 years of observations at Cairo Airport station located
at the beginning of E3-1.

Temperature:
The warmest months of the year are June, July and August, which experience
a mean daily maximum temperature of 34.0°C, 35.5°C and 35.4°C
respectively and a mean daily minimum temperature of 20.5°C, 22.3°C and
22.6°C respectively. December, January and February are the coolest months
experiencing daily maximum temperature of 22.1°C, 20.2°C and 21.6°C
respectively and a mean daily minimum temperature of 10.8°C, 9.7°C and
9.8°C respectively.

Humidity:
Relative humidity peaks in November and decreases as the summer months
approach. The 12 p.m. relative humidity readings are lower than the 06 a.m.
readings throughout the year. The 9 a.m. relative humidity has an average
annual range of approximately 68% with a minimum of 59% in May and a
maximum of 80% in November. Similarly, a minimum 12 p.m. relative

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humidity of 30% is achieved in May and a maximum relative humidity of 48%

occurs in December.

Rainfall:
December and January are the wettest months of the year, receiving a mean
monthly rainfall of 6.0mm and 5.9mm respectively. Summer Months are dry
having zero rainfall amounts.

V. INPUT REQUIREMENTS
V-1. Emissions Data
Updating and modernizing of TB2 will increase the airport's capacity. Subsequent
growth in airport traffic will result in an increase in the airport's vehicular traffic, thus
affecting the performance of both the airport itself (in terms of available parking
spaces and entrance/exit gate capacities) and the main access roads.

As for the surrounding road infrastructure, the Consultants' analysis reveals that the
airport access routes will operate at lower levels of service after year 2020, due to the
combined effect of increased airport and background traffic. Given the considerable
future demographic and economical developments of the region (as estimated in the
Greater Cairo Transportation Master Plan prepared under the authority of the Ministry
of Transport) and the resulting increase in background traffic volumes (which account
for the majority of traffic on the access roads), the incremental increase traffic volume
on the main access roads as a result of the additional airport traffic would be
limited to a maximum of 7 percent of the total traffic flow.

V-2. Meteorological Data.

Meteorological data needed are hourly-girded, three-dimensional horizontal winds,
temperature, pressure, vertical turbulent exchange coefficients. Additional hourly,
girded two-dimensional inputs for rainfall rate (optional), land use cover fractions,
total ozone column, albedo, and turbidity are also needed.

V-3. Initial and Boundary Conditions.

Air quality data needed include concentration of all species at the beginning of the
simulation for each grid cell (initial concentrations) and hourly concentrations of each
pollutant at each level along the lateral boundaries and top boundary of the modeling
region (boundary conditions).

V-4. Modeling Grid

The modeling domain covers the area between longitudes 30° 06′ N to 30° 08′ N and
latitudes 31° 23′ E to 31° 25′ E. The horizontal and vertical resolution of the grid
translates to approximately 70mx70m.

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All the collected data of NOx, CO and HC from the already existing air quality
monitoring stations of Hall-4 and TB-2 are QA/QC controlled, validated, verified
manually and compared with international values and are listed on the following table
(Figs. 7, 8, 9, 10, 11 & 12) because these pollution parameters represent the most
exhausted pollutants from increases in vehicular and aircraft activities.

Parameter Hall-4 Station TB-2 Station

3
One-hour Average of SO2 Concentrations (µg/m ) 22.53 10.12
One-hour Average of NO2 Concentrations (µg/m3) 32.77 69.44
One-hour Average CO Concentrations (mg/m3) 2.65 5.85
One-hour Average PM10 Concentrations (µg/m3) 143.8 ----
One-hour Average O3 Concentrations (µg/m3) 74.67 42.97

100
Concentration (ug/m3)

80

60

40

20

0
8/1/08 0:00
8/7/08 0:00
8/13/08 0:00
8/19/08 0:00
8/25/08 0:00
8/31/08 0:00
9/6/08 0:00
9/12/08 0:00
9/18/08 0:00
9/24/08 0:00
9/30/08 0:00
10/6/08 0:00
10/12/08 0:00
10/18/08 0:00
10/24/08 0:00
10/30/08 0:00
11/5/08 0:00
11/11/08 0:00
11/17/08 0:00
11/23/08 0:00
11/29/08 0:00
12/5/08 0:00
12/11/08 0:00
12/17/08 0:00
12/23/08 0:00
12/29/08 0:00

Time

Fig. 7: One-Hour Average Concentrations of SO2 Measured at Air Quality

Monitoring Station of TB2 from 1 August 2008 to 31 December 2008.

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Monitoring Station of Hall-4 from 1 August 2008 to 31 December 2008.

Monitoring Station of TB2 from 1 August 2008 to 31 December 2008.

Fig. 9: One-Hour Average Concentrations of NO2 Measured at Air Quality
Fig. 8: One-Hour Average Concentrations of SO2 Measured at Air Quality

12/29/08 0:00 12/29/08 0:00

12/23/08 0:00 12/23/08 0:00
12/17/08 0:00 12/17/08 0:00
12/11/08 0:00 12/11/08 0:00
12/5/08 0:00 12/5/08 0:00
11/29/08 0:00 11/29/08 0:00
11/23/08 0:00 11/23/08 0:00
11/17/08 0:00 11/17/08 0:00
11/11/08 0:00 11/11/08 0:00

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10/30/08 0:00 10/30/08 0:00
10/24/08 0:00 10/24/08 0:00

Time

Time
10/18/08 0:00 10/18/08 0:00
10/12/08 0:00 10/12/08 0:00
10/6/08 0:00 10/6/08 0:00
9/30/08 0:00 9/30/08 0:00
9/24/08 0:00 9/24/08 0:00
9/18/08 0:00 9/18/08 0:00
9/12/08 0:00 9/12/08 0:00
9/6/08 0:00 9/6/08 0:00
8/31/08 0:00 8/31/08 0:00
8/25/08 0:00 8/25/08 0:00
8/19/08 0:00 8/19/08 0:00
8/13/08 0:00 8/13/08 0:00
8/7/08 0:00 8/7/08 0:00
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550 8/1/08 0:00 8/1/08 0:00

500
450
400
350
300
250
200
150
100
50
0

260
240
220
200
180
160
140
120
100
80
60
40
20
0
Concentration (ug/m3) Concentration (ug/m3)
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Monitoring Station of Hall-4 from 1 August 2008 to 31 December 2008.
12/29/08 0:00 Fig. 10: One-Hour Average Concentrations of NO2 Measured at Air Quality 12/29/08 0:00
12/23/08 0:00 12/23/08 0:00
12/17/08 0:00 12/17/08 0:00
12/11/08 0:00 12/11/08 0:00
12/5/08 0:00 12/5/08 0:00
11/29/08 0:00 11/29/08 0:00
11/23/08 0:00 11/23/08 0:00
11/17/08 0:00 11/17/08 0:00
11/11/08 0:00 11/11/08 0:00

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10/30/08 0:00 10/30/08 0:00
10/24/08 0:00 10/24/08 0:00

Time

Time
10/18/08 0:00 10/18/08 0:00
10/12/08 0:00 10/12/08 0:00
10/6/08 0:00 10/6/08 0:00
9/30/08 0:00 9/30/08 0:00
9/24/08 0:00 9/24/08 0:00
9/18/08 0:00 9/18/08 0:00
9/12/08 0:00 9/12/08 0:00
9/6/08 0:00 9/6/08 0:00
8/31/08 0:00 8/31/08 0:00
8/25/08 0:00
8/25/08 0:00
8/19/08 0:00
8/19/08 0:00
8/13/08 0:00
8/13/08 0:00
8/7/08 0:00
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8/7/08 0:00
8/1/08 0:00
8/1/08 0:00

200

150

100

50

20
18
16
14
12
10
8
6
4
2
0
Concentration (ug/m3) Concentration (mg/m3)
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Fig. 11: One-Hour Average Concentrations of CO Measured at Air Quality

Monitoring Station of TB-2 from 1 August 2008 to 31 December 2008.

12.0

10.0
Concentration (mg/m3)

8.0

6.0

4.0

2.0

0.0
8/1/08 0:00
8/7/08 0:00
8/13/08 0:00
8/19/08 0:00
8/25/08 0:00
8/31/08 0:00
9/6/08 0:00
9/12/08 0:00
9/18/08 0:00
9/24/08 0:00
9/30/08 0:00
10/6/08 0:00
10/12/08 0:00
10/18/08 0:00
10/24/08 0:00
10/30/08 0:00
11/5/08 0:00
11/11/08 0:00
11/17/08 0:00
11/23/08 0:00
11/29/08 0:00
12/5/08 0:00
12/11/08 0:00
12/17/08 0:00
12/23/08 0:00
12/29/08 0:00
Time

Fig. 12: One-Hour Average Concentrations of CO Measured at Air Quality

Monitoring Station of Hall-4 from 1 August 2008 to 31 December 2008.

The following contour maps reflect the current situation of distribution and levels of
the previously mentioned gaseous pollutants that can be affected by the increase of
traffic flow of vehicles and aircraft (NO2, CO and HC) (Figs. 13, 14 & 15).

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Fig. 13: A contour map showing the levels of maximum one-hour average
Carbon Monoxide (CO) all over Cairo Airport Area.

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Fig. 14: A contour map showing the levels of maximum one-hour average NO2
all over Cairo Airport Area.

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Fig. 15: A contour map showing the levels of maximum one-hour average Total
Hydrocarbons (HC) all over Cairo Airport Area.

VI. ESTIMATED POLLUTANT CONCENTRATIONS

Estimated concentration distributions modeled for NOx, CO and HC are presented
below, with the concentrations representing the seasonal average and peak hour
maximums in the Cairo Airport area.

VI-1. Traffic Impact on Air Quality

The study enclosed notes the airport's main access roads are through Orouba Road,
the Autostrade-ElNasr Road, and the Haikstep Road. Orouba currently serves the
majority of airport traffic (almost 70 percent) and has been recently improved by
grade-separating most of the junctions within the vicinity of the airport. The
congestion is partially due to airport traffic (which accounts to 20-30 percent of total
traffic) and mainly due to background traffic (which accounts to 70-80 percent of total
traffic).

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Updating and modernizing of TB2 will increase the airport's capacity. Subsequent
growth in airport traffic will result in an increase in the airport's vehicular traffic, thus
affecting the performance of both the airport itself (in terms of available parking
spaces and entrance/exit gate capacities) and the main access roads.

The Consultants' estimates of future parking demand and entry/exit vehicular facilities
fall broadly within the proposed capacity of the new project. Estimates of entry/exit
flows show that the new design of the car parks and entrance/exit gates will be
sufficient to accommodate the forecast future traffic by the year 2025.

VI-1-1. Traffic Growth Rates and Future Volumes

Cairo International Airport is located within a highly populated and commercially
active area. The dominant land use types are mainly residential with some economic
activities present, particularly services and trade. The major agglomerations around
the airport include Heliopolis, Nasr City, New Nouzha, Sheraton Housing, and El-
Salam City. These districts are characterized by high population densities varying
between 11,000 and 24,000 persons per square kilometer.

The major access roads leading to the airport are:

• Orouba-Salah Salem road (Route 1).
• El-Nasr / Autostrade road (Route 2).
• Ring Road / Autostrade (Route 3).
• Ring Road / Haikstep road (Route 4).
• New road connecting TB1, TB2, TB3 with circular road of greater Cairo
(Route 5).

Ring Road is an east-west main arterial road in the Greater Cairo Urban Area. It starts
from Corniche El Nile (from Giza Governorate), extends until the Abbasia area, and
ends at Cairo Airport. The total length of this road is approximately 23Km.

Major construction has been done on a new road connecting TB1, TB2, and TB3 to
the circular road of Cairo, which we believe will have a great effect on the road
network around Cairo airport as shown in the following figure.

The following conclusions can be drawn:

• The Average Daily Traffic on the Orouba Road and Autostrade Road
is 140000 and 105000 vehicles/day, respectively.
• Three peak periods are observed on Orouba Road: a morning peak
(during hour 11:00), an afternoon peak (during hour 16:00), and an
evening peak (during hour 19:00).

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• Two peaks are observed on El Nasr Road: a morning peak (during hour
10:00), and an afternoon peak (during hour 17:00).

VI-1-2. Trip Distribution

The roadside interview survey sheet included questions about the route used by the
driver to reach the airport, as well as the route used when leaving the airport. Four
predetermined routes were listed in the survey form:
• Orouba-Salah Salem road (Route 1).
• El-Nasr / Autostrade road (Route 2).
• Ring Road / Autostrade (Route 3).
• Ring Road / Haikstep road (Route 4).

Public Transport
Public transport to and from Cairo Airport includes unscheduled taxis, limousines,
minibuses, and various scheduled bus, some are owned by private operators, and the
others by public agencies. A summary of these public transport services is presented
in the following Table. A central bus station exists next to TB1 Car Park, while part of
TB2 Car Park is reserved for public transport and taxi vehicles.

Summary of Currently Operating Public Transport Services

Description Routing No. of Vehicles Frequency
Western Delta Buses Airport-Alexandria 12 Every Hour
Super Jet Airport-Alexandria 12 Every 1/2 Hour
Air-Conditioned Buses Airport-Mounib 11 Every Hour
Air-Conditioned Buses Airport-El Kolaly 9 Every Hour
Air-Conditioned Buses Airport-Giza 10 Every Hour
Air-Conditioned Buses Airport-Bijam 9 Every Hour
Air-Conditioned Buses Airport-Shoubra 9 Every Hour
Air-Conditioned Buses Airport-Ataba 5 Every Hour
Air-Conditioned Buses Airport-Giza 10 Every Hour
Air-Conditioned Buses Airport-As Sahel 14 Every Hour
Air-Conditioned Buses Airport-Tahrir 3 Every Hour
Public Buses Airport-Shoubra 11 Every Hour
Microbus Airport-Tahrir 18 Every Hour
Public Transport Buses Airport-Tahrir 4 Every Hour

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Source: Cairo Airport Authority

Estimation of the expected total traffic flow

According to the planed increase of capacity of TB-2 from 3.5 million passengers to
7.5 million passengers on the annual base, the rate of increase is about 4.0 million
passengers. This rate of increase of annual passengers can be reflected in the form of
traffic and aircraft operation as in worst case scenario, the expected number of
vehicles is 5000 per day (60,000 annually) and 36 aircraft daily.

So, the expected number of passengers that will enter the Cairo Airport Area is 11,000
passenger/day. This total number of passengers will be distributed for the public
transportation vehicles (Shuttle buses) and private cars. For the worst case scenario, it
is assumed the total increase in traffic flow is 5000vehicle/day and 36 aircraft daily.

The previous assumptions are verified by the daily present traffic flow for the Cairo
Airport area as 18,000. The current total capacity of all terminals is 15 million
passengers per year. If the capacity is increased to 19 million passengers per year, the
expected increase of daily traffic flow for the Cairo airport area is 4800 vehicles/day.

VI-1. Nitrogen Dioxide (NO2) Concentrations

In the NO2 concentration estimates resulting from emissions of road traffic and
aircraft operations due to increasing and enlarging the capacity of traffic movements
of TB-2, it has been verified from the existing monitoring air quality stations that the
ozone concentrations occurring in the area are high enough (Mean of one-hour
average is 150 µg/m3) to transform all NOx to NO2 chemical formula.

Therefore, the expected and predicted NO2 concentration estimates resulting from
emissions of road traffic and aircraft operations due to increasing and enlarging the
capacity of traffic movements as a result of the additional airport traffic would be
limited to a maximum of 7 percent of the total traffic flow from vehicles and aircrafts.

The concentrations in the maximum impact area resulting from all sources linked to
the future development and modernization of TB2 Cairo Airport scenario are
estimated to be approximately 88-90µg/m3 as a one-hour average. The highest
concentrations will occur along the road system and close to the terminal buildings.
At the end of the runways the average concentrations of NO2 may reach 33-35µg/m3
but these concentrations will diminish quickly with distance, i.e. at only a few
hundred meters away from the runways and from the terminal building.

The international standards, as well as the AQL values given in Law No. 4, are 400
µg/m3 as a one-hour average. None of these AQL values will be exceeded due to
emissions from airport activities alone, especially at a distance of about 3 km from the
airport facilities (runways and terminal).

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Figure 16 shows the average predicted maximum one-hour average concentration

pattern for NO2 at Cairo Airport once the development project is fully completed.

Scale
0 800 1600 2400 3200 m

(a)

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(b)
Fig. 16: (a) Predicted Maximum One-hour Average NO2 Concentration
Distributions Estimated in the Airport as a Result of Emissions from
Airport Activities – Aircraft and Vehicles (µg/m3) and (b) Utilized grid
interval for contouring.

VI-2. Carbon Monoxide (CO) Concentrations

The highest CO concentrations seem to occur in the loading/unloading, vehicle
stopping zone outside the TB2/TB3 buildings due to emissions produced when cars,
which are burning gasoline, are left idling. It has been assumed that average idling
time using the traffic flow data is approximately one minute.

Figure 17 indicates one-hour average maximum CO concentrations at about

7.2mg/m3. In the areas where aircraft are taxiing, as well as along the roads leading to
Cairo Airport, the average CO concentration will be less than 1.8mg/m3.

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At peak hour, based at the time when international flight activity is at its highest and
the road traffic is peaking, CO concentrations inside the loading zone as well as
between the terminal buildings and the aircraft taxiing areas, will reach levels close to
or above international limit values of 30 mg/m3.

The highest CO concentrations estimated as a one-hour average are approximately 8

mg/m3. The international standards, as well as the AQL values given in Law No. 4,
are 30 mg/m3 as a one-hour average. For the 8-h average concentrations the AQL
value is 10 mg/m3.

None of these AQL values will be exceeded due to emissions from airport activities
alone and it should be noted that at a distance of about 3 km from the airport facilities
(runways and terminal) the CO concentrations would be less than 2.7 mg/m3 during
the concentration peak hour.

Scale
0 800 1600 2400 3200 m

(a)

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(b)
Fig. 17: (a) Predicted Maximum One-hour Average CO Concentration
Distributions Estimated in the Airport as a Result of Emissions from Airport
Activities – Aircraft and Vehicles (mg/m3) and (b) Utilized grid interval for
contouring.

VI-3. Concentrations of Hydrocarbons

The highest concentrations of hydrocarbons will occur during the winter season. The
emissions used for the model estimates included the road traffic and aircraft
operations. Diffusive leakages of hydrocarbons from fuel tank areas and storage
facilities have not been included, due to the lack of available of data. However, it has
been assumed that modern closed systems would not add significantly to the
concentrations.

The highest HC concentrations as a seasonal average are found near parking area and
at idling mode. The maximum one-hour average concentration levels are
approximately 180 µg/m3, which are due to cars in the parking area and at idling

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mode, with some contribution from aircraft likely. The highest short-term
concentration of HC is estimated at about 4mg/m^3 near the terminal area.

Scale
0 800 1600 2400 3200 m

(a)

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(b)
Fig. 18: (a) Predicted Maximum One-hour Average HC Concentration
Distributions Estimated in the Airport as a Result of Emissions from Airport
Activities – Aircraft and Vehicles (µg/m3) and (b) Utilized grid interval for
contouring.

VII. Air Quality Summary and Conclusions

The main air pollution problem in the region is suspended particulate matter
originating from traffic, open air burning and natural wind blown dust. Ozone
concentrations may also exceed the AQL values given in Law No. 4 during specific
periods in the summer season. The emissions of hydrocarbons and nitrogen oxides
from airport activities may also increase the ozone formation on a regional scale.
However, it has not been possible to complete this evaluation in this report.

Calculations of emissions and concentrations of NOx, CO, and HC (VOC) around

the airport have been performed for the present situation and for future developments.

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The results indicated that the contribution from Cairo Airport on local and regional air
quality is very small and insignificant.

However, cumulative impacts from the contributions from other sources in the north-
eastern Cairo area may lead to impacts that will affect the population's exposure and
well being, giving rise to undesirable effects. There is no simple mitigation for these
types of impacts. The best form of mitigation from the point of view of Cairo Airport
would be to offer alternative forms of transportation to and from the airport to reduce
the dependency on private car usage, and enforce short term parking time zones
outside the terminal buildings to reduce idling time to a minimum.

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