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ATTACHMENT 2
P&E Agenda, 19/4/16
Item 1
Air Quality Assessment -
Proposed Service Station, 123
Eumundi-Noosa Road,
Noosaville - Final
Synergy Property Partners Pty Ltd
February 2016
Issued: 12 February 2016
Prepared by:
Air Noise Environment
ABN: 13 081 834 513
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Section 2
This document has been prepared and issued by Air Noise Environment Pty Ltd in accordance with
our Quality Assurance procedures. Authorship, copyright details and legal provisions relating to this
document are provided on the following page. Should you have any queries regarding the contents
of this document, please contact your nearest Air Noise Environment office:
Brisbane Office Sydney Office Townsville Office
A: Unit 3, 4 Tombo Street, A: Level 6, 69 Reservoir Street A: Level 1, 25 Sturt Street
Capalaba, QLD 4157 Surry Hills, NSW 2010 Townsville, QLD 4810
T: +61 7 3245 7808 T: +61 1300 851 761 T: +61 07 4722 2724
E: [email protected] E: [email protected] E: [email protected]
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Section 3
DOCUMENT CONTROL SHEET
Document Details
Project Reference: 4484
Document Title: Air Quality Assessment - Proposed Service Station, 123 Eumundi-Noosa
Road, Noosaville - Final
Client: Synergy Property Partners Pty Ltd
Document Reference: /Network/Projects/4484/Reporting/4484 Report03.odt
Revision History
Version: Description: Date: Author: Approved by:
00 Draft for Internal Review 08/02/16 Samuel Putland -
01 Draft for Client 10/02/16 Samuel Putland Craig Beyers
02 Final for Client 11/02/16 Samuel Putland Craig Beyers
03 Final for Client 12/02/16 Samuel Putland Samuel Wong
04
05
Copyright:
Air Noise Environment retains ownership of the copyright to all reports, drawings, designs, plans, figures and other work
produced by Air Noise Environment Pty Ltd during the course of fulfilling a commission. The client named on the cover of this
document shall have a licence to use such documents and materials for the purpose of the subject commission provided they
are reproduced in full or, alternatively, in part with due acknowledgement to Air Noise Environment. Third parties must not
reproduce this document, in part or in full, without obtaining the prior permission of Air Noise Environment Pty Ltd.
Disclaimer:
This document has been prepared with all due care and attention by professional environmental practitioners according to
accepted practices and techniques. This document is issued in confidence and is relevant only to the issues pertinent to the
subject matter contained herein. Air Noise Environment Pty Ltd holds no responsibility for misapplication or misinterpretation
by third parties of the contents of this document. If the revision history does not state that a Final version of the document
has been issued, then it remains a draft. Draft versions of this document should not be relied upon for any purpose by the
client, regulatory agencies or other interested parties.
Where site inspections, testing or fieldwork have taken place, the report is based on the information made available by the
client or their nominees during the visit, visual observations and any subsequent discussions with regulatory authorities. It is
further assumed that normal activities were being undertaken at the site on the day of the site visit(s).
The validity and comprehensiveness of supplied information has not been independently verified and, for the purposes of this
report, it is assumed that the information provided to Air Noise Environment Pty Ltd for the purposes of this project is both
complete and accurate.
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Section 4
Table of Contents
1 Introduction 6
1.1 Background 6
1.2 Subject Site 6
1.3 This Report 6
2 Assessment Criteria 8
3 Service Station Data 9
3.1 Introduction 9
3.2 Sources of Emissions at Service Stations 9
3.2.1 Introduction 9
3.2.2 Bulk Filling 9
3.2.3 Tank Breathing 10
3.2.4 Motor Vehicle Filling 10
3.2.5 Fugitive Emissions 10
3.3 Character of Emitted Chemicals 10
3.3.1 VOC Emissions 10
3.3.2 Odour Emissions 11
3.4 Service Station Emission Calculations 12
3.4.1 Operational Data 12
3.4.2 LORAX Emission Factors 13
3.4.3 Fuel Throughput 14
3.4.4 Derived Emission Rates 16
3.4.5 Service Station Emission Scenarios 18
4 Ausplume Dispersion Modelling 19
4.1 Modelling Approach 19
4.2 Receptors 19
4.3 Meteorological Data 19
4.4 Model Settings 20
4.5 Background Air Quality 20
4.6 Emission Data 21
4.7 Downwash Structures 21
4.8 Summary of Modelling Assumptions 22
4.9 Modelling Results 22
5 Conclusion 27
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Section 5
6 References 28
Appendix A - Air Quality Glossary 29
Index of Tables
Table 2.1: Adopted Air Quality Criteria (mg/m3) 8
Table 3.1: Composition of Petrol (NPI 1999) 11
Table 3.2: Service Station Operating Data 12
Table 3.3: Literature Emission Rates for Service Stations 14
Table 3.4: Representative Service station Fuel Throughput Profile for Brisbane Area (Provided by BCC)
15
Table 3.5: Summary of Service Station Emission Sources 16
Table 3.6: Factored Fugitive Emission Rates 17
Table 4.1: Summary of Average Ambient Pollutant Concentrations for QLD (October 2013 to
September 2015) 20
Table 4.2: Predicted VOC Results – Maximum Predicted Concentrations at Modelled Sensitive
Receptors 22
Table 4.3: Predicted Odour Results – Maximum Predicted Concentrations at Modelled Sensitive
Receptors 23
Index of Figures
Figure 1.1: Subject Site Location 7
Figure 1.2: Proposed Site Layout 7
Figure 3.1: Emission Stack Location 13
Figure 4.1: Modelled Downwash Structures 21
Figure 4.2: Predicted Annual Benzene Concentrations (Cumulative) 25
Figure 4.3: Predicted Odour Concentrations (99.5th Percentile) 26
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Section 6
1 Introduction
1.1 Background
Synergy Property Partners Pty Ltd commissioned Air Noise Environment to undertake an air quality
assessment for a proposed service station located at 123 Eumundi-Noosa Road, Noosaville. The air
quality assessment has been completed to determine the potential impacts on nearby existing
sensitive receivers.
1.2 Subject Site
The subject site is a currently undeveloped parcel of land described as Lot 30/SO170751 zoned for
Industry. It is proposed to develop the lot to include a service station with the following features:
⚫ 3 bowser ranks;
⚫ on site car parking and,
⚫ a service station store.
The surrounding area is comprised of a range of sensitive uses including residential uses and a
school and commercial and industrial uses. Commercial uses exist within the neighbouring lots with a
school located to the east. The school to the east includes classroom buildings, administration
buildings, gymnasium and pool, which have all been considered as sensitive receptor locations.
Figure 1.2 presents the subject site and surrounding land uses.
1.3 This Report
The report summarises the methodology, results and conclusions of the air quality assessment. A
glossary of terms is presented in Appendix A to assist the reader.
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Section 7
Figure 1.1: Subject Site Location
Figure 1.2: Proposed Site Layout
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Section 8
2 Assessment Criteria
The Noosa Council Planning Scheme does not specify criteria for air quality impact assessments.
Therefore, as requested by Noosa Council, reference has been made to criteria for compounds
associated with service station emissions as presented in the Environmental Protection (Air) Policy
2008 and the Brisbane City Council Service Station Code (2014) and Odour Impact Assessment for
Developments Guideline (Department of Environment and Heritage Protection 2004). Table 2.1
summarises the criteria adopted for the target compounds considered in the air quality assessment.
Table 2.1: Adopted Air Quality Criteria (g/m3)
Air Quality
Averaging
Compound Criteria Outcome Source
Period
g/m3
1100 30 Minutes Protecting aesthetic environment
Toluene 4100 24 Hour Health and well being EPP (Air) 2008
410 Annual Health and well being
1200 24-hour Health and well being
Xylene EPP (Air) 2008
950 Annual Health and well being
Benzene 10 Annual Health and well being EPP (Air) 2008
Cyclohexane 19,000 1 Hour Health and well being BCC 2014
n-Hexane 3,200 1 Hour Health and well being BCC 2014
Ethylbenzene 8,000 1 Hour Health and well being BCC 2014
75 30 Minutes Protecting aesthetic environment
Styrene EPP (Air) 2008
280 7 days Health and wellbeing
0.5 OU for tall
stacks
1 hour, 99.5th
Odour Odour EHP 2004
2.5 OU for ground percentile
level and wake-
affected plumes
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Section 9
3 Service Station Data
3.1 Introduction
Petrol station emissions can be readily estimated through use of emissions estimation equations. In
terms of emission calculations the following sources have been referenced in this assessment:
⚫ National Pollutant Inventory (Environment Australia);
⚫ Gasoline Service Stations Industrywide Risk Assessment Guidelines (Toxics Committee of the
California Air Pollution Control Officers Association 1997);
⚫ AP42 Emissions Database (United States Environmental Protection Agency 1996); and
⚫ NSW Metropolitan Air Quality Study (MAQS) (New South Wales. Environment Protection Authority
1996).
The estimated emissions have been used in an approved air dispersion model (Ausplume) to predict
pollutant concentrations at the development site. The following sections provide a summary of
service station emission sources, estimated emission rates, modelling methodology and results.
3.2 Sources of Emissions at Service Stations
3.2.1 Introduction
Emissions at service stations can occur from a number of different sources and activities. The
following sections consider these sources in the context of the assessment.
3.2.2 Bulk Filling
Service station fuel tanks are filled primarily by one of two methods in Australia (New South Wales.
Environment Protection Authority 1996):
⚫ splash filing; and
⚫ submerged loading.
Splash filling is essentially undertaken when the fill pipe from the road tanker is lowered part way
into the underground tank (above the level of the fuel). Fuel is then dispensed under gravity into the
underground tank. This type of filling creates significant turbulence and increased vapour/liquid
turbulence resulting in a high level of emissions to the atmosphere.
Submerged loading occurs when the road tanker fill pipe is lowered below the surface of the existing
fuel in the underground tank before filling commences. This results in approximately 36 % less
vapour loss then splash filling (New South Wales. Environment Protection Authority 1996).
When a vapour return system is used on the road tanker to return vapours to the tanker rather than
allowing them to be emitted to the atmosphere, emissions can be reduced substantially (in the order
of 95%). This type of mitigation is called Phase 1 vapour recovery. It is noted that the design of the
proposed service station is to incorporate Phase 1 vapour recovery.
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Section 10
3.2.3 Tank Breathing
Tank breathing or venting is a daily occurrence that is a result of fuel evaporation and barometric
pressure within the bulk tanks at the service station. These emissions are directed to atmosphere
through a small venting stack on the site. Emissions are variable depending on a number of
conditions such as fuel types, temperatures and tank level.
3.2.4 Motor Vehicle Filling
The filling of motor vehicles constitutes a major source of emissions at a service station. These
emissions result from two main processes;
⚫ 'whoosh' emissions; and
⚫ filling emissions
'Whoosh' emissions (Toxics Committee of the California Air Pollution Control Officers Association
1997) are emissions that occur when the fuel cap on a vehicle is removed prior to refuelling. These
emissions are subject to much debate currently as to actual levels and the factors that are used to
derive emission estimates. The CAPCOA study recognises these complexities and provides a range
for emissions estimates.
Filling emissions occur due to the displacement of vapours in the vehicle fuel tank as it is filled with
fuel and also due to evaporative emissions related to the fuel entering the tank.
Phase 2 vapour recovery is a control available to reduce fugitive emissions during fuel filling
operations. The displaced fuel vapour that occurs when vehicles are refuelling is captured via a
vapour return line attached to a vacuum pump within the fuel dispenser hose. These captured
vapours are returned to the underground fuel storage tank. These systems are capable of capturing
at least 85% of the displaced vapour (Toxics Committee of the California Air Pollution Control Officers
Association 1997).
The proponent has confirmed that phase 2 vapour recovery is to be included at the proposed service
station.
3.2.5 Fugitive Emissions
Fugitive emissions from service stations can occur as a result of nozzle drips, spit-back of petrol and
tank overflows (New South Wales. Environment Protection Authority 1996). These emissions can
occur at any location where vehicles are refuelled at a service station site.
3.3 Character of Emitted Chemicals
3.3.1 VOC Emissions
In terms of differing fuel types (ULP, LRP, Diesel), most emissions data available is for ULP with
emissions for ULP considered to be the dominant source of fuel emissions at a service station. For
the proposed service station, it is likely that the majority of fuel sold will be ULP-based (with 78% of
expected sales being associated with ULP-based fuels and the remaining 22% associated with diesel.
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Section 11
As petrol contains a higher volatile fraction, all emissions in this assessment have been assumed as
originating from a petrol source. The effect that this will have is a slightly conservative estimate of
the predicted impacts as petrol is considered more volatile than diesel.
The composition of petroleum fuel has been reported in the Emission Estimation Technique
Handbook for Aggregated Emissions from Service Stations (National Pollutant Inventory 1999) and
amended for Benzene based on the Fuel Standard (Petrol) Determination 2001 (Office of Legislative
Drafting and Publishing 2008) document as shown in Table 3.1.
Table 3.1: Composition of Petrol (NPI 1999)
Species % Composition
Benzene 0.31350
Cyclohexane 0.07096
Ethylbenzene 0.08812
n-Hexane 1.92722
Styrene 0.00314
Toluene 1.20313
Xylenes 0.48236
The data presented in Table 3.1 is used in Section 3.4 in the calculation of emissions of individual
chemicals from the identified service station emission sources. Section 3.4 of this report considers
the emissions sources at the service stations. Modelling of emissions was completed as “petrol
vapour” then the fractions in Table 3.1 were applied to determine the individual constituents of the
vapours.
3.3.2 Odour Emissions
In order to estimate odour emissions from various activities at the service station, data has been
obtained from odour and VOC sampling completed at a service station. The study involved taking
simultaneous VOCs and odour samples from a fuel storage container containing unleaded petrol. The
samples were then analysed for total VOCs and odour concentrations for use in determining a
correlation factor. This correlation factor has then been applied to VOC emission factors for various
activities to derive odour emission rates. Odour sampling was completed in accordance with AS
4323.4:2009 Stationary source emissions – Area source sampling – Flux chamber technique and
AS 4323.3:2001 Station source emissions – Determination of odour concentration by dynamic
olfactometry.
Based on the sampling, a odour-to-Total VOC ratio of 439 (OU:g/m 3) was established. Total VOC
emission data was factored by 439 to establish odour emission data.
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Section 12
3.4 Service Station Emission Calculations
3.4.1 Operational Data
Table 3.2 presents a summary of the proposed service station operational data. Figure 3.1 presents
the emission stack and the fugitive source locations.
Table 3.2: Service Station Operating Data
Parameter Operating Data
24 Hours a day
Operating Hours
7 days a week
Maximum 40,000 L / hour
Tanker Delivery
Phase 1 Vapour Recovery
Vent Stacks Assumed 4.0 m high
3 bowser ranks (2 filling points each side) located
Filling Stations/Petrol Bowsers below a 4.5 m canopy
Phase 2 Vapour Recovery
Service Station Trips Generated1 129 (entry and exit), in the peak hour
1 Proposed Service Station, 123 Eumundi – Noosa Road, Noosaville: Traffic Report (October 2015) prepared by Q Traffic
Engineering Consultants
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Section 13
Figure 3.1: Emission Stack Location
3.4.2 LORAX Emission Factors
The operating data presented in Table 3.2 has been considered in the following section to generate
emissions from the service station sources. Table 3.3 summarises the available literature estimates
for emissions from the various sources at services stations.
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Section 14
Table 3.3: Literature Emission Rates for Service Stations
NPI 1999 LORAX Reports
Emission Sources Lbs / 1000 gallons
Mg / litre throughput
throughput
Underground Tank Filling
Submerged Filling 880 8.4
Splash Filling 1380 -
Submerged Filling with vapour
40 0.42
balance
Underground tank breathing
120 0.84
losses
Vehicle Refuelling
Displacement Losses (uncontrolled) 1320 8.4
Displacement Losses (controlled) 132 0.74
Spillages
Uncontrolled 80 0.61
Controlled - 0.41
“Whoosh” Emissions - 0.26 – 0.66
All volume sources (refuelling, spillages and whoosh emissions) have been modelled based on the
analysis of wake effects presented in the LORAX report (Toxics Committee of the California Air
Pollution Control Officers Association 1997). Point sources (breathing) have been modelled in
accordance with the NPI data.
3.4.3 Fuel Throughput
Brisbane City Council recommends two methods of calculating the fuel dispensing throughput for a
service station:
⚫ Method 1 – If site data is available for total daily or weekly fuel sales:
⚫ Estimate daily petrol dispensing rate (preferably the peak rate not average)
⚫ Use the daily profile presented in Table 3.4 to apportion the amount of fuel dispensed
per hour
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Section 15
Table 3.4: Representative Service station Fuel Throughput Profile for Brisbane Area
(Provided by BCC)
Hour Hourly profile
1 1.2%
2 0.8%
3 0.6%
4 0.8%
5 1.9%
6 4.6%
7 5.5%
8 5.7%
9 5.5%
10 5.7%
11 6.0%
12 6.0%
13 5.7%
14 5.6%
15 5.9%
16 6.1%
17 6.0%
18 5.8%
19 5.1%
20 4.0%
21 3.5%
22 3.4%
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Section 16
Hour Hourly profile
23 2.6%
24 1.8%
⚫ Method 2 – If no fuel sales data is available:
⚫ Count the number of bowsers and multi product pumps on site;
⚫ Estimate peak petrol dispensing rate by assuming 40 L/vehicle, and each vehicle takes
4 minutes at the pump;
⚫ Apply the hourly profile data to the peak amount of fuel dispensed per hour, and
extrapolate to other hours of the day.
For the purpose of the assessment, Method 1 has been adopted. As peak hour traffic has been
determined to be 129 trips (entry and exit) to the service station during the peak PM hour. As there
are a total of 3 bowser ranks (corresponding to 6 possible filling points simultaneously), a total of
~65 vehicles could be refuelling in the peak PM hour. This equates to a peak hourly fuel dispensing
throughput of 2,580 litres. In addition, a maximum 1-hour throughput emission rate has been
assumed for the tanker bulk filling operation based on a delivery of 40,000 litres per hour for the E10
tank. A factor of 1.20 has also been applied to the emission rate to account for E10 fuel sold (20% of
E10 fuel sold compared to other fuel types based on proposed tank volumes and a factor of 1.5 for
the E10 proportion only).
The service station comprises a refuelling area supplying ULP and diesel fuels. As petrol contains a
higher volatile fraction and is the dominant fuel consumed by a factor of greater than other fuel
types, all emissions in this assessment have been assumed as originating from the petrol vent stack.
3.4.4 Derived Emission Rates
A summary of the emission rates parameters considered in the dispersion modelling is presented in
Table 3.5. Table 3.6 presents the factored fugitive emission rates as per the fuel throughput profile
outlined in Section 3.4.3.
Table 3.5: Summary of Service Station Emission Sources
Fuel Odour Height
Stacks/ Emission Vapour Emission Above Diameter Velocity
Temp (0C)
Sources Sources Emission Rate Ground (m) (m/s)
Rate (g/s) (OU.m3/s) (m)
Tanker Vent –
Bulk Filling 0.667 293 4.0 0.1 0.1 Ambient
Point Source
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Section 17
Fuel Odour Height
Stacks/ Emission Vapour Emission Above Diameter Velocity
Temp (0C)
Sources Sources Emission Rate Ground (m) (m/s)
Rate (g/s) (OU.m3/s) (m)
Fugitive
Refuelling,
emissions
spillage
from bowser 0.190 83 - - n/a Ambient
and
area – volume
whoosh
source
Table 3.6: Factored Fugitive Emission Rates
Factored Fugitive Total Factored Fugitive
Hourly profile
Hour VOC Emission Rates Odour Emission Rates
(% of Throughput)
g/s OU.m3/s
1 1.2% 0.037 16
2 0.8% 0.025 11
3 0.6% 0.019 8
4 0.8% 0.025 11
5 1.9% 0.059 26
6 4.6% 0.143 63
7 5.5% 0.171 75
8 5.7% 0.177 78
9 5.5% 0.171 75
10 5.7% 0.177 78
11 6.0% 0.187 82
12 6.0% 0.187 82
13 5.7% 0.177 78
14 5.6% 0.174 77
15 5.9% 0.184 81
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Section 18
Factored Fugitive Total Factored Fugitive
Hourly profile
Hour VOC Emission Rates Odour Emission Rates
(% of Throughput)
g/s OU.m3/s
16 6.1% 0.190 83
17 6.0% 0.187 82
18 5.8% 0.181 79
19 5.1% 0.159 70
20 4.0% 0.125 55
21 3.5% 0.109 48
22 3.4% 0.106 47
23 2.6% 0.081 36
24 1.8% 0.056 25
3.4.5 Service Station Emission Scenarios
To assess the worst likely service station emission events, the following sources have been modelled:
⚫ Normal Operations plus Bulk Tanker Filling:
⚫ Volume source: Factored hourly fugitive (refuelling, spillage, whoosh) emissions;
⚫ Point source: Bulk filling emissions of E10 unleaded.
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Section 19
4 Ausplume Dispersion Modelling
4.1 Modelling Approach
The Ausplume model (version 6.0) has been used in this assessment. Ausplume is an approved
Gaussian plume dispersion model for regulatory assessment in Queensland. The model accounts for
meteorological data, building wake effects and terrain effects in the prediction of ground level
concentrations of pollutants from stack, area or volume sources. Ausplume assumes steady state
meteorology for the field of influence of the source being considered.
Steady state meteorology assumes that for any given time period of model calculation (usually
1 hour), the wind and other meteorological conditions are uniform over the entire area being
modelled, and that a plume is assumed to travel instantaneously to the edge of the modelled area in
a straight line. A number of additional parameters are considered in the modelling. Each of these
parameters is considered in the following sections.
Given the relatively simple terrain in the surrounding area and the small separation of source and
receptor, adoption of a Gaussian plume dispersion model such as Ausplume is considered
appropriate.
4.2 Receptors
Terrain data for the area surrounding the development was obtained from the Digital Elevation Model
(DEM) 25 Metre Grid of Australia derived from LiDAR model, which represents a National 25 metre (bare
earth) DEM that has been derived from some 236 individual LiDAR surveys between 2001 and 2015.
Terrain heights for a total of a 1 km x 1 km grid (10 m intervals) surrounding the proposed
development was included in the dispersion model to account for ground height variability. In
addition, a total of 72 discrete receptors covering the nearby sensitive receivers were included in
the model at heights of 1.5 m, 4.5 m, and 7.5 m above ground level.
4.3 Meteorological Data
A site specific meteorological dataset has been determined using the prognostic model TAPM (The Air
Pollution Model). Prognostic models, such as TAPM, permit the development of localised
meteorological datasets, based on synoptic weather conditions. The model predicts the regional
flows important to dispersion, such as sea breezes and terrain induced flows, against a background
of larger-scale meteorology provided by synoptic analyses. The output of this model, when used with
a diagnostic meteorological model, such as Calmet, provides a meteorological dataset suitable for
introduction into the diagnostic wind field results.
Predictions of meteorological parameters for the region in the surroundings of the development site
were undertaken using TAPM (Version 4). The model was configured with a series of nested grids
chosen to provide an appropriate communication and transfer of information from the broad synoptic
to the local scale.
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Section 20
The model was configured to use a domain consisting of 25 x 25 x 25 grid points with nesting
spacings of 30 km, 10 km, 3 km and 1 km.
4.4 Model Settings
For the purposes of the assessment, the air dispersion modelling has utilised the recommended
settings provided in the BCC AQPSP as follows:
⚫ Egan half-height approach to account for terrain effects;
⚫ PRIME method to account for building wake effects;
⚫ Horizontal dispersion curves use Sigma theta curves;
⚫ Vertical dispersion curves use Pasquill–Gifford curves;
⚫ Adjust Pasquill–Gifford formulae for roughness height;
⚫ AUSPLUME defaults for plume rise parameters;
⚫ AUSPLUME defaults for wind speed categories; and
⚫ Irwin urban wind profile exponents for urban areas.
4.5 Background Air Quality
To allow assessment of cumulative pollutant concentrations at the proposed development,
background concentrations have been considered. Where available, background air quality data has
been compiled for the types of compounds emitted from service stations.
Background air quality data over a three year period from the period October 2013 to
September 2015, published by the Queensland Department of Science, Information Technology,
Innovation and the Arts (DSITIA) has been referenced in the air quality assessment 2. A summary of
the ambient concentrations are presented in Table 4.1.
Table 4.1: Summary of Average Ambient Pollutant Concentrations for QLD (October 2013 to
September 2015)
Ambient Pollutant
Compound Averaging Period Monitoring Station
Concentration
70th percentile, 24-hr 3.5 ug/m3
Benzene Springwood
Maximum Annual Average 2.9 ug/m3
70th percentile, 24-hr 25.6 ug/m3
Toluene Springwood
Maximum Annual Average 16.2 ug/m3
2 Air Quality Bulletin – South East Queensland – October 2013 to September 2015, DoSITIA.
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Ambient Pollutant
Compound Averaging Period Monitoring Station
Concentration
70th percentile, 24-hr 43.8 ug/m3
Total Xylenes Springwood
Maximum Annual Average 26.8 ug/m3
4.6 Emission Data
The source emission input data entered into the model is as per the emission estimate data
presented in Table 3.5. To determine speciated concentrations, the fuel composition data presented
in Table 3.6 has been adopted.
4.7 Downwash Structures
Based on a review of the modelled stack heights and surrounding area, one building has been
considered as a downwash structure. Buildings which are greater than stack heights divided by a
factor of 2.5, and within a radius of 5 times the lesser of the building height or projected building
width have been considered. Figure 4.1 presents the modelled downwash considered in the
assessment.
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Figure 4.1: Modelled Downwash Structures
4.8 Summary of Modelling Assumptions
As noted above, several assumptions were adopted for the purposes of estimating emissions from
the service station. Overall, these assumptions represent a conservative approach and are consistent
with recommendations made by overseas regulatory authorities. The assumptions adopted are as
follows:
⚫ all fuel handling is considered to be petrol providing a conservative emissions generation
procedure (i.e., petrol has a higher volatility than diesel);
⚫ a minimum efflux velocity was adopted for the vent stack emissions of 0.1 m.s -1. This allows
modelling of these as point sources;
⚫ to ensure worst case meteorological conditions are considered, it is assumed that bulk tanker
deliveries occur continuously throughout the year (day and night);
⚫ for tank filling, a fuel delivery of 40,000 L/hour for the E10 tank has been considered;
⚫ all fugitive emissions were assumed to occur in the working area of the service station (i.e. a
rectangular volume source located around the petrol bowsers) below the roofed area;
⚫ an average filling and transaction time of 4 minutes per vehicle;
⚫ an average 40 L of fuel per vehicle refuelling.
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Section 23
⚫ worst case CAPCOA “whoosh” emissions adopted to represent slightly higher volatility of
Australian fuels.
⚫ A factor of 1.20 has been applied to the emission rate to account for E10 fuel sold (20% of E10
fuel sold compared to other fuel types based on proposed tank volumes and a factor of 1.5 for
the E10 proportion only).
4.9 Modelling Results
Tables 4.2 and 4.3 presents the predicted maximum concentrations at the subject site. Figures 4.2
and 4.3 present the pollutant concentration contours for odour and benzene (cumulative) in the
modelled area.
Table 4.2: Predicted VOC Results – Maximum Predicted Concentrations at Modelled Sensitive
Receptors
Maximum Predicted
Concentrations at Modelled Air Quality Goal
Compound Averaging Time
Sensitive Receptors (g/m3) (g/m3)
Source Only Cumulative
Benzene 0.23 3.1 10 Annual
54 79.5 958 30 Minutes
Toluene 10.1 35.7 4,100 24 Hour
0.88 17.1 410 Annual
Ethylbenzene 3.4 3.4 8,000 1 Hour
4.1 47.9 1,200 24 Hour
Xylenes
0.35 27.2 950 Annual
Cyclohexane 2.8 2.8 19,000 1 Hour
n-Hexane 75 75.1 3,200 1 Hour
0.49 0.49 65 30 Minutes
Styrene
0.0089 0.0089 280 7 days
1 Hour, 99.5th
Odour 0.7 0.7 2.5 OU
Percentile
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Table 4.3: Predicted Odour Results – Maximum Predicted Concentrations at Modelled Sensitive
Receptors
Height Above Predicted Odour Concentration
Floor Level
Ground (OU, 1-hour, 99.5th Percentile)
Ground 1.5 m 0.7
Level 1 4.5 m 0.2
Level 2 7.5 m 0.2
Criteria 2.5
Compliance for all modelled compounds is predicted at the modelled sensitive receptors. It is noted
the results presented in this air quality assessment represent a conservative prediction as
summarised in Section 4.8. Key conservative assumptions include the following:
⚫ bulk tanker filling is occurring constantly 24/7;
⚫ vehicle refuelling is occurring at maximum capacity (all 6 bowsers being used constantly over a
1-hour period and assuming ~6 minutes of filling/transaction time per vehicle).
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Figure 4.2: Predicted Annual Benzene Concentrations (Cumulative)
Location: Noosaville Averaging Time: Annual
Pollutant: Benzene Units: g/m3
Criteria: 10
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Figure 4.3: Predicted Odour Concentrations (99.5th Percentile)
Location: Noosaville Averaging Time: 1 Hour
Pollutant: Odour Units: OU
Criteria: 2.5
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5 Conclusion
Air dispersion modelling has been completed for a proposed service station located at 123 Eumundi-
Noosa Road, Noosaville to determine the potential impacts on nearby existing sensitive receivers.
The modelling is based on worst-case fuel throughputs and published emission factor data.
Conservative inputs such as continuous emission rates based on peak fuel throughputs and worst-
case meteorology have been included in the modelling. The results of the dispersion modelling
indicate compliance for all modelled compounds, based on the proposed vent location presented in
Figure 3.1 and the use of Phase 1 and Phase 2 vapour recovery at the site.
Overall, based on the predictive compliance, the site represents a suitable location for the proposed
service station from an air quality perspective.
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Section 28
6 References
Brisbane City Council 2014, ‘Brisbane City Plan 9.3.21 Service Station Code’,.
Department of Environment and Heritage Protection 2004, ‘Odour Impact Assessment from
Developments Guidelines’,.
Environmental Protection (Air) Policy 2008,.
National Pollutant Inventory 1999, Emission Estimation Technique Manual for Aggregated Emissions
from Service Stations, Environment Australia.
New South Wales. Environment Protection Authority 1996, MAQS Metropolitan Air Quality Study :
outcomes & implications for managing air quality / EPA [Environment Protection Authority],
The Authority, Chatswood, NSW.
Office of Legislative Drafting and Publishing 2008, Fuel Standard (Petrol) Determination 2001,.
Toxics Committee of the California Air Pollution Control Officers Association 1997, Gasoline Service
Station Industrywide Risk Assessment Guidelines,.
United States Environmental Protection Agency 1996, ‘AP-42’,.
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Appendix A - Air Quality Glossary
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APPENDIX A: GLOSSARY OF AIR QUALITY TERMINOLOGY
Conversion of ppm to Where R is the ideal gas constant; T, the temperature in kelvin (273.16
+ T°C); and P, the pressure in mm Hg, the conversion is as follows:
mg/m3
g m-3 = (P/RT) x Molecular weight x (concentration in ppm)
= P x Molecular weight x (concentration in ppm)
62.4 x (273.2 + T°C)
For the purposes of the air quality assessment all conversions were
made at 25°C.
g/s Grams per second
mg/m3 Milligrams (10-3) per cubic metre. Conversions from mg/m3 to parts per
volume concentrations (ie, ppm) are calculated at 25 °C as required by
the SEPP(AQM).
μg/m3 Micrograms (10-6) per cubic metre. Conversions from g/m3 to parts per
volume concentrations (ie, ppb) are calculated at 25 °C.
ppb Parts per billion.
ppm Parts per million.
PM10, PM2.5, PM1 Fine particulate matter with an equivalent aerodynamic diameter of less
than 10, 2.5 or 1 micrometres respectively. Fine particulates are
predominantly sourced from combustion processes. Vehicle emissions
are a key source in urban environments.
50th percentile The value exceeded for 50 % of the time.
NOx Oxides of nitrogen – a suite of gaseous contaminants that are emitted
from road vehicles and other sources. Some of the compounds can react
in the atmosphere and, in the presence of other contaminants, convert
to different compounds (eg, NO to NO2).
VOC Volatile Organic Compounds. These compounds can be both toxic and
odorous.
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