2FCST f) Technical Report No. 153 Category 03-C, 04-A, 06-B REPORT DOCUMENTATION FORM WATER RESOURCES RESEARCH CENTER University of Hawal I at Manoa 9Grant Agency SNo. of Pages viii + 36 6 May 1983 6No. of 17NO. of Tables 4 Fiqures "Report Date Water Quality of Airport Storm Runoff 1 Report Number 3Title BAuthor (.s) Dr. Gordon L. Dugan Ms. Elizabeth Christakos-Comack Office of Water Policy, U.S. Department of the Interior lOGrant/Contract No. 14-34-0001-1113; A-086-HI 11 Descriptors: "Storm runoff, *Water supply, *Water quality standards, Water sampling, Pollutant identification, Nonpoint pollution source, Heavy metals, Hawaii Identifiers: *Honolulu International Airport, General Lyman Field, Kahului Airport, Keahole Airport, Lihue Airport IIZAbstract (Purpose, method, results, conclusions) The quality of natural and induced storm water runoff from several smaller public airports in Hawaii (air traffic volume of approximately 130 to over 350 airplanes/day) was compared to results from the previous Phase I study of the Honolulu International Airport that handles daily nearly 900 airplanes. The mean annual rainfall of these airports ranges from approxi- mately 381 rom (15 in.) to nearly 3 251 rom (128 in.). Two basic storm qual- ity monitoring schemes were incorporated: the wet season and the dry season. The wet-season monitoring involved collecting storm runoff samples from paved surfaces during and following rainfall events at a specific airport. The dry-season monitoring scheme consisted of enclosing a 0.25-m 2 (2.69-ft 2 ) area, applying deionized water, and then collecting the wash water, leached chemicals, and sediments by a hand bilge pump. As was the case for the storm runoff quality from the previous study of the Honolulu International Airport, the runoff from the smaller airports also contained mercury and turbidity that significantly exceeded the primary drinking water regulations, while concentrations of phenol and carbon chloroform extract definitely indicated that petroleum-derived products would be too high (and expensive to remove) for consideration as an alternate drinking water supply. However, the water, if collected and stored, could serve as a source of subpotable water. 2540 Dole Street, Holmes Hall 283 • Honolulu, Hawaii· U.S.A.
44
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The quality of natural and induced storm water runoff from severalsmaller public airports in Hawaii (air traffic volume of approximately 130to over 350 airplanes/day) was compared to results from the previous Phase Istudy of the Honolulu International Airport that handles daily nearly 900airplanes. The mean annual rainfall of these airports ranges from approximately 381 rom (15 in.) to nearly 3 251 rom (128 in.). Two basic storm quality monitoring schemes were incorporated: the wet season and the dry season.The wet-season monitoring involved collecting storm runoff samples from pavedsurfaces during and following rainfall events at a specific airport. Thedry-season monitoring scheme consisted of enclosing a 0.25-m2 (2.69-ft 2
)
area, applying deionized water, and then collecting the wash water, leachedchemicals, and sediments by a hand bilge pump. As was the case for the stormrunoff quality from the previous study of the Honolulu International Airport,the runoff from the smaller airports also contained mercury and turbiditythat significantly exceeded the primary drinking water regulations, whileconcentrations of phenol and carbon chloroform extract definitely indicatedthat petroleum-derived products would be too high (and expensive to remove)for consideration as an alternate drinking water supply. However, the water,if collected and stored, could serve as a source of subpotable water.
2540 Dole Street, Holmes Hall 283 • Honolulu, Hawaii· U.S.A.
WATER QUALITY OF AIRPORT STORM RUNOFFPHASE II
Gordon L. Dugan
Technical Report No. 153
May 1983
Research Project Technical Completion Reportfor
Quality Considerations for Use of Airport Storm Water Runoff as anAlternate Water Supply~ Phase r and II
Principal Investigators: Michael J. ChunGordon L. Dugan
Prepared forUN I TED STATES DEPARTMENT OF THE I.NTER lOR
The work upon which this report is based was supported in part by federalfunds provided by the United States Department of the Interior, as authorized under the Water Research and Development Act of 1978, as amended.
WATER RESOURCES RESEARCIi CENTERUn ivers i ty of Hawa i i at Manoa
Honolulu, Hawaii 96822
AUTHOR:
Dr. Gordon L. DuganProfessor of Civil EngineeringDepartment of Civil EngineeringUniversity of Hawaii at Manoa2540 Dole StreetHonolulu, Hawaii 96822
Contents of this publication do not necessarily reflectthe views and policies of the Office of Water Researchand Technology, U. S. Department of the Interior, nordoes mention of trade names or conunercial products constitute their endorsement or recommendation for use bythe U. S. Government.
$4.00/copyChecks payable to: Research Corporation, University of Hawaii
Mail to: University of Hawaii at ManoaWater Resources Research Center2540 Dole St., Holmes Hall 283Honolulu, Hawaii 96822
Tel.: ($08) 948-7847 or -7848
ABSTRACT
The quality of natuPal and induced storm water runoff from several
smaller public airports in Hawa.i'i (air traffic volume of approximately 130
to over 350 airplanes per day) was corrrpared to results from the previous
Phase I study of the Honolulu International Airport that handles daily
nearly 900 airplanes. The mean annual rainfall at these airports ranges
from approximately 381 mrn (15 in.) to nearly 3 251 mrn (128 in.). Two basic
storm quality monitoring schemes were incorporated, the wet season and the
dry season. The wet season monitoring involved collecting storm runoff
samples from paved surfaces during and following rainfall events at a spe
cific airport. The dry season monitoring scheme consisted of enclosing a
0.25-m 2 (2.69-ft 2) area, applying deionized water, and then collecting the
wash water, leached chemicals, and sediments by a hand bilge pump. As was
the case for the storm runoff quality from the previous study of the Hono
lulu International Airport, the runoff from the smaller airports also con
tained mercury and turbidity that significantly exceeded the primary
drinking water regulations, while concentrations of phenol and carbon chlo
roform extract definitely indicated that petroleum-derived products would
be too high-and expensive to remove-for consideration as an alternate
drinking water supply. However, the water, if collected and stored, could
MATERIALS AND METHODOLOGYWet-Season Monitoring.Dry-Season Monitoring..
RESULTS AND DISCUSSION...Dry-Season Monitoring.Wet-Season Monitoring.
SUMMARY AND CONCLUSIONS .
ACKNOWLEDGEMENTS.
REFERENCES.
APPENDICES.
Figures
11
1213
1418
19
20
22
23
25
1. General Location of Project Airport, State of Hawaili 62. Map of Honolulu International Airport, O'ahu, Hawaili. . 73. Map of General Lyman Field, Hilo, Hawaili . . . . . . . . . 94. Map of Keahole Airport, Kona, HawaPi . . .. ..... 105. Map of Kahului Airport, Maui. . . . . . . 116. Map of Lihue Airport, Kauali. . . . . . 12
viii
Tables
1. Approximate Direct Nautical DistanceBetween State of Hawaii Airports ..
2. Water Quality of Storm Runoff at Airportsin Hawaiii . . . . . . . . . . . . . . . . .
3. Results of Dry-Season Washing Sequence atAirports in Hawaili .
4. Theoretical Required Depth of Rainfall to Meet DrinkingWater Quality Regulations Based on Dry-Season WashingSequence Results at Airports in Hawaii ...•.....
6
16
17
21
INTRODUCTION
The concern with obtaining adequate supplies of water because of the
continuing depletion of water resources in many areas of the United States
clearly emphasizes the need for the development of additional water supplies
and/or the conservation of existing water supplies. The collection of storm
runoff that is normally channeled for direct disposal can be an additional
or supplemental source of water for areas experiencing water shortages.
Rooftop catchment of rainfall into cisterns in water-short areas has been
long practiced as a source for potable water. However, even though interest
has been expressed in utilizing storm runoff from other fairly impervious
surfaces, existing knowledge on the methodology and the quality of this
water is quite limited.
The long-term development of freshwater resources in insular island
environments, such as the Hawaiian Islands and similar Pacific areas, is
limited to the recoverable portion of precipitation, principally rainfall.
Limited use of desalination is practiced, but the increasing cost of energy
eliminates any consideration of large-scale use as well as the transporting
of fresh water by ships.
The large, nearly impervious surface area required for airport facil
ities provides a very practical means of collecting rainfall which could
be potentially used for potable and nonpotable water sources. Such a sys
tem is presently being employed on Majuro and Kwajalein atolls of the
Marshall Islands, Micronesia (U.S. Army Corps of Engineers 1970), and even
on the U.S. Navy-operated Midway Island. The value of a large airport
surface area, on a small sized island or atoll, or even in a general water
shortage area is obvious. However, the actual quality of storm runoff from
airport surfaces has evidently only been minimally studied and/or published.
An airport easily accessible to the University of Hawaii's Water
Resources Research Center (WRRC) in Honolulu that could be used to ascer
tain the quality of storm runoff from airport surfaces is the 1.133 x 10 7 m2
(2800 acre) Honolulu International Airport, which has an average daily air
traffic of 934 planes for the years 1980 through 1982 (Dept. of Transpor
tation 1981a, 1982). In addition, the Honolulu International Airport is
located in the area of the Pearl Harbor groundwater basin which has already
reached its sustainable yield. The water used by this airport is presently
2
ohtained from this basin.
The previous Phase I portion of this project studied the quality of
storm runoff from the Honolulu International Airport. A summary of Phase I
results, which was reported in a WRRC Technical Report (Christakos-Comack
and Dugan 1982), is presented in a subsequent section.
Basically, the project results of Phase I clearly showed that some con
stituent concentrations of the Honolulu International Airport storm runoff
were too high for potable use (~otably total dissolved solids, turbidity,
mercury, grease and oil, and phenol), unless expensive, highly technical
treatment was utilized resulting in a total cost of around four times the
present cost of municipal water. The major water quality pollutional param
eters appeared to be associated with petroleum-derived products which were
assumed to be by products of the extensive air traffic.
PURPOSE AND SCOPE
Inasmuch as the air traffic at the Honolulu International Airport was
apparently too extensive to produce potable quality storm runoff, it was
decided to conduct the same type of study at some of the lesser air traffic
airports on the outer islands of Hawaii. A variety of different annual
rainfall quantities, in comparison to the Honolulu International Airport,
would also be encountered.
The project goals of Phase II are to characterize the quality of storm
runoff at selected outer island airports by principally using the Primary
and Secondary Drinking Water Regulations (DOH 1977; U.S. EPA 1979) as guide
lines. The outer island airports selected for the study were General Lyman
Field and Keahole airports, Hawaii Island; Kahului Airport, Maui; and Lihue
Airport, Kaua'i. The storm runoff quality results of the outer island air
ports will be compared to the Honolulu International Airport.
SUMMARY OF PHASE I RESULTS
The Phase I (Christakos-Comack and Dugan 1982) report attempted to
characterize the quality of natural and storm-induced runoff from the Hono
lulu International Airport by incorporating two different monitoring
3
schemes, the wet season and the dry season. The wet-season monitoring
scheme consisted of collecting stormwater samples during and following rain
fall events at established sites along the airport's existing drainage sys
tem, starting with the upstream site at the Terminal Building where the
aircrafts are serviced and fueled. The dry-season monitoring schemes con
sisted of enclosing a 1.0-m2 (10.8-ft 2) area on the paved area section near
selected wet-season sites, applying deionized water in the enclosed area to
wash out the leachable contaminants, and then collecting the water, leached
chemicals, and sediments, by using a heavy-duty vacuum cleaner.
A total of 10 wet-season samples were collected at 8 sample sites, and
6 dry-season washing samples were obtained adjacent to 5 wet-season sampling
sites. As a guideline for water quality evaluation, analysis following
those specified in the Primary and Secondary Drinking Water Regulations were
selected in addition to some analytical parameters used in nonpoint pollu
tion monitoring. Inasmuch as the wet-season sampling sites were situated
along an existing drainage path starting near the Terminal Building, the
water quality contaminates of upstream stations are also included in the
samples from the downstream sites. A tabulation of the water quality
results for the wet-season and dry-season for Phase I is presented in Ap
pendix Tables B.1 and B.2, respectively.
From the results of the wet-season monitoring, the volume of rainfall
for the 10 events did not appear to have any apparent effect on constituent
concentration, with the exception of grease and oil. In general, the dry
season monitoring results did not show any particular trend with respect to
position along the drainage path. The time of sampling did, however, ap
pear to have an influence of the dry-season monitoring results, The grease
and oil results (a nonpoint and/or wastewater parameter, rather than a
potable water parameter but which would exceed the extensive organic chemi
cal analysis series required by the Primary Drinking Water Regulations)
showed a general decreasing trend in concentration along the drainage path,
starting at the Terminal Building. A simple regression analysis relating
the concentration of grease and oil, distance between sample sites, drain
age area of each sample site, rainfall volume, and antecedent dry periods
was conducted. Although the quantity of data are limited, notable rela
tionships were apparent between the parameters, thus showing that the
grease and oil loads are higher at the upstream sampling sites where the
4
aircrafts are fueled and serviced.
The constituents which exceeded the Primary Drinking Water Regulations
were mercury, and turbidity, while pH, manganese, and total dissolved solids
at times exceeded the secondary regulations. The secondary constituents
could be easily treated to levels below the recommended limit by typical
surface water treatment processes. However, the primary constituents that
exceeded the limit require highly technical treatment processes because of
their magnitude. The median phenol value was 0.167 mg/~, compared to the
recommended maximum allowable limit of 0.001 mg/~ that was set in the 1962
U.S. Public Health Services Drinking Water Standards (Public Health Service
1962). The concentration of phenol is not presently utilized in the Primary
Drinking Water Regulations since it would be already included in with the
organic chemical analysis series. However, the phenol test is a much sim
pler and more economical test for quality survey purposes. Phenol is a
reflection of the high grease and oil concentration, which produced a high
value of 97 mg/~ and a median of 68 mg/~. Mercury has a high value of 5.5
times the maximum limit, while turbidity exceeded the 1.0 NTU limit with a
11-NTU median and a 13-NTU high. Turbidity is a reflection of the signif
icant suspended solids values, which had a median concentration of 60 mg/~
and a high of 187 mg/~.
A treatment scheme, involving high technology processes, was formulated
to treat the airport storm runoff to potable levels. However, the cost of
such a system to treat the projected 3,41 x 10 6 m3 (900 mil gal) of airport
runoff to potable quality was estimated to be $0.84/1000 ~ ($3.16/1000 gal)
which is nearly four times the present cost of municipal water to the air
port. In addition, any projected treatment scheme would have to be tested
under laboratory and/or pilot plant conditions to ensure that the desired
treatment goals can be consistently met. It appears that with the incorpo
ration of an equalization pond, storm runoff can be safely used with possi
bly minor treatment for subpotable uses. The cost of an equalization basin
is projected to be less than one-half the present cost of municipal water
to the airport. The use of a high percentage of the reclaimed runoff water
would help relieve the draft on the highly exploited Pearl Harbor ground
water basin, where the airport is situated.
From the foregoing, it is apparent that the combined relatively low
annual rainfall (approximately 508 mm [20 in.]) at the Honolulu Inter-
5
national Airport and an average daily air traffic volume of over 900 planes
produces a contaminant load that is too high to consider the storm runoff
for potable uses. However, using the water for subpotable uses appears
practical if an equalization basin is installed. The quality of the water
can be enhanced if drainage from the Terminal Building were eliminated--an
approximate area of only 10% of the airport's paved surfaces.
DESCRIPTION OF THE STUDY AREA
The five major airports that were studied in Phase II include: Hono
lulu International Airport, O'ahu; General Lyman Field, Hilo, Hawai'i;
Kahului Airport, Maui; Lihue Airport, Kaua'i.
The general locations of these airports within the state of Hawaii are
shown in Figure 1 and the approximate nautical distance (for air navigation)
between the airports is shown in Table 1. The quantity of rainfall re
ceived at each of the airports ranges from approximately 400 mm (15.7 in.)
to 3 246 mm (127.81 in.) as can be observed in Appendix Table A.l. However,
the annual temperature ranges around 23 to 25°C (73.4-77°F) for the airport
locations.
Honolulu International Airport
The Honolulu International Airport, situated on the southern coast of
the island of O'ahu, is bounded by Kamehameha Highway on the north and the
Pacific Ocean on the south (Fig. 2). The ground slopes from an elevation
of 7.3 m (24 ft)(MSL) along the highway to 1.5 m (5 ft) along the shoreline,
which results in a gradual slope of less than 1%. Runoff is generated from
11.33 x 106 m2 (2800 acres) of paved, landscaped, and nonlandscaped surfaces.
Of this area, the paved portion amounts to 34.4%, the nonlandscaped 58.3%,
and the landscaped 7.3% (Park Engineering, Inc. 1980). The runoff presently
drains into three different receiving waters: Ke'ehi Lagoon, Marine Pond,
and the coastal waters off the reef runway.
The average daily air traffic, which includes military, private, and
commercial aircraft for 1980, 1981, and 1982 was respectively 1026, 930,
and 846 (Dept. of Transportation 1981a, 1982). The number of groundcrew
vehicles total approximately 300.**R. Peru 1981: personal communication.
6
1600 15,0
220
GLihue~ Airport
N,"HAU KAUA'I
'58 0 15T O 1550
220
21 0
~HU
HonoluluInternotionolAirport
MOLOKA',
l::::::::::::;/ Kahu1ui
~irport
'" MAUlLANA" V
~KAHO'OLAWE
21 0
200
o 20 40 ..i1t1Ii" II i '
o 20 40 kilo""t.,.
1600 1590 1!l8°
KeaholeAirport
15TO
Figure 1. General location of project airport, state of Hawai'i
TABLE 1. APPROXIMATE DIRECT NAUTICAL DISTANCEBETWEEN STATE OF HAWAI I AIRPORTS 1
Airports
GeneralHonolulu Lyman Keahole Kahului Lihue
Field 5-------------------(10 m)---------------------
3.334
1.333
4.223
1.037
1.963
5.204
3.500 2.611 1.648 1.685
1.037 1.963 5.204
1.333 4.223
3.334
3.500
2.611
1.648
1.685
Honolulu
General Lyman Field
Keahole
Kahului
Lihue
NOTE: ft x 0.3048 = m.IModified table obtained from p. 5 of reference (DOT 1981b). Conversion based on the U.S. officially accepted international unit of 1.0nautical mile x 6076.115 = 1 852 m.
HONOLULU INTERNATIONAL
AIRPORT
Figure 2. Map of Honolulu International Airport, O'ahu, Hawai'i
Sand Island
"-.J
8
The long-term (since 1947) mean annual rainfall at the Honolulu Inter
national Airport's U.S. Weather Bureau Station is 584.45 mm (23.01 in.)
(App. Table A.l). However, most of the airport's surfaces are closer to the
ocean than the location of the weather station; thus, the average quantity
of rainfall actually falling on the airport should be less than the weather
station value since the quantity of rainfall decreases toward the ocean.
The long-term isohyet of 500.38 mm (19.7 in.) cuts through the approximate
middle of the airport; thus, for all practical purposes the 500-mm value is
assumed to be the long-term representative value (Meisner and Schroeder 1979).
The daily rainfall at the airport for January through July 1982, which covers
the Phase II period, is presented in Appendix Table A.2.
The location of the 8 sampling sites used in Phase I and their descrip
tive locations are presented respectively in Appendix Figure B.l, and Appen
dix Table B.3. For comparison purposes, one of the mid-quality sampling
stations (No.4) was sampled during Phase II.
General Lyman Field
General Lyman Field is located on the outskirts of Hilo on the eastern
portion of Hawaii Island (Fig. 3), the largest island in the state. The
city of Hilo, with a population of approximately 36,000 is the most populous
city of the island of Hawaii's 93,000 residents (Dept. of Planning and Eco
nomic Development 1980).
The long-term average annual rainfall at the airport is 3 246.37 mm
(127.81 in.) (App. Table A.l), which is from 2.9 to over 7 times the quantity
of rainfall received at the other airports studied. The daily rainfall for
the January through July 1982 period is shown in Appendix Table A.3.
The elevation of the airport is listed as 11.3 m (37 ft) (MSL) (Dept. of
Transportation 1981b), and the average daily air traffic for 1980, 1981, and
1982 was respectively 137, 146, and 131 (Dept. of Transportation 1981a, 1982).
Keahole Airport
The location of the Keahole Airport in the North Kona District on the
island of Hawaii (Fig. 4) is acknowledged to be within the lowest rainfall
area of the populated Hawaiian Islands. Unfortunately, prior to 1982, only
three years of complete annual rainfall data are available (App. Table A.l).
(7/28/82) MedianSite (Fig. 3) Site (Fig. 4) Site (Fig. 5) Site (Fig. 6)
Si te 4 ValuesI II III Median I II III Median I II III fled; an I II III Median (Fig. 2) 1981
PRIMARY
Chromium 0.64 0.64 0.64 0.64 0.80 0.80 0.80 0.80 0.64 0.64 0.64 0.64 NO NO NO NO 1.00 ----Lead NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO 0.08Mercury 0.064 0.064 0.064 0.064 0.080 0.077 0.077 0.077 0.096 0.096 NO 0.096 0.064 0,064 0.064 0.064 0.080 ----N02 + NO, N NO 6.4 NO NO 43.2 43.2 40.0 43.2 112 96 112 112 6.4 NO NO NO 60 83Turbidity 5 5 5 5 9.5 12 7 9.5 11 10 II II 6 6 8 6 25 --
NOTE: All values in mg/m L except turbidity.NOTE: Refer to Fig. 1 for site locations.NOTE: NO· Non-detectable.*Volume of water sampled. 4.0 t; theoretical depth for the 0.25 m2 sealed frame. 16 mm.tVa)""" of water sampled = 5.0 t; theoretical depth for the 0.25 m2 sealed frame = 16 mm.
.....'-.J
18
nol and carbon chloroform extract definitely indicated that petroleum-derived
products would be too high (and expensive to remove) for consideration as
an alternate drinking water supply. The actual values for the various sta
tions where the storm runoff was collected at the Honolulu International
Airport and the dates of collection, during Phase I, are presented in Ap
pendix Table B.l.
The quality of the storm runoff at the lesser air traffic outer island
airports of Phase II is obviously much better than the corresponding values
at the greater air traffic volume Honolulu International Airport during the
Phase I study. The much higher phenol and turbidity values are particularly
noteworthy. As shown in Table 2 the chromium limit was equaled for the
Keahole Airport sample and the iron limit was exceeded in one of the samples
from General Lyman Field. The low lead concentrations at the outer island
airports are essentially insignificant, as evidenced by all of them being
nondetectable.
The storm runoff is much fresher at the outer island airports as shown
in the chloride, total dissolved solids, and hardness values. No particular
correlation was observed between the volume of air traffic, rainfall, and
antecedent dry periods at the outer island airports for the natural storm
runoff during the Phase II study (Table 2); however, the few limited samples
that were collected do not lend themselves to any particular form of statis
tical analysis.
Dry-Season Monitoring
The results of the dry-season monitoring of the outer island airports
and sampling site 4 of the Honolulu International Airport (refer to App.
Fig. B.l, App. Table B.3 for location) during Phase II, together with the
corresponding median values during Phase I, are shown in Table 3. It can be
readily observed that the carbon chloroform extract, phenol, and total dis
solved solids values at the Honolulu International Airport are significantly
higher than at the outer island airports during Phase II. The individual
dry-season monitoring constitutent values of the Phse I study at the Hono
lulu International Airport are shown in Appendix Table B.2.
In an effort to be able to better evaluate the constitutent concentra
tion generated during the dry-season monitoring, the load values of Table
3 (mg/m2 ) were divided by the Drinking Water Regulations limits (mg/~) to
19
Regulations are for the protection of public welfare, the maximum limits are
only recommendations by the federal government and it is up to the indivi
dual states to adopt these regulations. The exceeding of these standards,
except for very high values, results mainly in aesthetic problems. The
water may not look, taste, or smell desirable when these limits are exceeded
but the water should not be detrimental to health.
In general, the secondary regulations are followed by most of the
drinking water supply entities, as if they were actually set by law. For
this project, significant constituent representatives from the Primary and
Secondary Drinking Water Regulations, along with the previous mentioned car
bon chloroform extract and phenol from the 1962 Public Health Drinking Water
Standards (PHS 1962), and hardness which has not set limits, are evaluated.
The 1962 Public Health.Service Drinking Water Standards actually, by law,
only applied to interstate transport of waters, but most water supply agen
cies essentially accepted them as binding. The relatively recent Primary
(DOH 1981) and Secondary (U.S. EPA 1979) Drinking Water Regulations super
sede the 1962 Public Health Drinking Water Standards.
The relatively simple tests for carbon chloroform extract and phenol
concentrations that are used in the 1962 Public Health Service Drinking Water
Standards (PHS) 1962) have been replaced by a relatively extensive and expen
sive series of tests for organic chemicals in the Primary Drinking Water Re
gulations (Dept. of Health 1981). However, for convenience and ease for a
survey type study, both these simpler tests were utilized.
The carbon chloroform test is a general test to determine the presence
of "organic gunk" in the water, but the specific type of organic material is
not identified. Limiting the concentration of phenol in drinking water sup
plies is important because if the oxidant chlorine is added to a potable
water supply (typically for disinfection purposes and sometimes odor control)
high in phenol, and undesirable taste in the water will usually result.
Concentrations of carbon chloroform extract and phenol are readily associ
ated with petroleum-derived products.
Wet-Season Monitoring
As can be observed in Table 2, which also includes the median values
from the Phase I study, the mercury and turbidity values significantly ex
ceeded the Primary Drinking Water Regulations, while concentrations of phe-
20
produce a theoretical effective (after water loss sorption, physical bond
ing, evaporation) depth (rom), assuming deionized quality rainwater. A hard
ness value of 50 mg/i as CaC0 3 was assumed for calculation purposes since
hardness does not have a set limit. Since a correlation between dilution
water and turbidity was not known, no attempt was made to include turbidity
for comparison purposes in Table 4.
Although a minimum effective depth of wash water (induced rainfall) is
not know, it is interesting that the individual constituents of Table 2 and
4 appeared to generally follow the same trends in both natural storm runoff
and induced runoff. It is particularly noted that. the high storm runoff
quality values (Table 2) generally required the greater effective depth of
deionized water (Table 4) to meet the given drunking water regulation. The
same general correlation true for the constituents with lower concentrations.
Most notable are the very high depths (mm) of water (over a given area which
would be volume) that are required for the carbon chloroform extract and
phenol, particularly for the Phase II sample at the Honolulu International
Airport. The effect of the petroleum-derived product's influence in the
operation of the airports, based on the carbon chloroform extract and phenol
values, is quite apparent, as well as the greater air traffic, as evidenced
by the results at the Honolulu International Airport.
SUMMARY AND CONCLUSIONS
The quality of natural and induced storm runoff, in terms of potable
water quality, at four outer island airports (air traffic volume of approx
imately 130 to over 350 airplanes/day) was compared to results from the
previous Phase I study (conducted during the 1982) of the Honolulu Inter
national Airport that handles daily nearly 900 (1982) airplanes. The Phase
II study of the outer island airports also included induced storm water
sampling at the Honolulu International Airport. The outer island airports
that were studied during Phase II were General Lyman Field, Hilo, Hawai'i;
Keahole Airport, Kona, Hawai'i, Kahului Airport, Maui; and Lihue Airport,
Kaua'i. The mean annual rainfall at these airports range from 3 246.37 rom
(127.81 in.) for General Lyman Field down to 473.2 rom (18.63 in.) (App. Table
A.1) for Kahului Airport with Keahole Airport probably being (no long-term
rainfall records available) around 400 rnrn (15.7 in.), according to isohyetal
TABLE 4. THEORETICAL REQUIRED DEPTH OF RAINFALL TO MEET DRINKING WATER QUALITYREGULATIONS BASED ON DRY-SEASON WASHING SEQUENCE RESULTS AT AIRPORTS IN HAWAI I
... . . - -- ---NOTE: ND = Non-detectable.NOTE: Assuming deionized quality, and rounded-off to nearest 0.1 mm.tChristakos-Comack and Dugan (1982).fRecommended limits in U.S. Public Health Service (1962) "Drinking Water Standards".§Arbitrary assumed value for desirable hardness quality.
tvf-'
22
maps by Meisner and Schroeder (1979).
The same general monitoring technique and constituent types that were
used in the Phase I study of the Honolulu International Airport were also
used for the Phase II study of outer island airports. The Phase II study
was initiated inasmuch as the very high petroleum-derived products that were
found in the natural and induced storm runoff samples from the Honolulu
International Airport (Phase I) were surmised to be possibly related to its
high volume of air traffic. Thus, it seemed reasonable to study these same
parameters at lower air traffic volume airports.
Following the same basic procedure used in the Phase I study, two basic
storm water quality monitoring schemes were incorporated: The wet-season
(natural runoff), and the dry-season (induced runoff). The.wet-season moni
toring involved collecting storm water samples (by airport personnel in
Phase II) from the four outer island airports studied. The dry-season moni
toring scheme consisted of enclosing a O~2S-m2 (2.69-ft 2) area, applying
deionized water, and then collecting the wash water, leached chemicals, and
sediments by a hand-bilge pump.
As was the case with the results from the wet-season and the dry-season
monitoring schemes of the Honolulu International Airport during Phase I, the
results of the natural and induced storm runoff from the smaller outer
island airports also contained mercury and turbidity that significantly
exceeded the primary drinking water regulations, while concentrations of
phenol and carbon chloroform extract definitely indicated that petroleum
derived products would be too high (and expensive to remove) for consider
ation as an alternate drinking water supply. However, the water, if col
lected and stored, could serve as a source of subpotable water and water
for the irrigation of certain vegetation if the boron concentration, which
was not determined during the study, is not too high.
ACKNOWLEDGEMENTS
Special appreciation is extended to Owen Miyamoto, Chief of the Airport
Division, Department of Transportation, State of Hawaii, for his overall
support in conducting the study at the Honolulu International Airport and
the outer island airports. Appreciation is also extended to each of the
23
outer island airport managers for their cooperation and also to their per
sonnel who collected the storm runoff samples and shipped them to Honolulu:
Airport Manager Frank Kamahele and airport employee Joe Borges, General
Lyman Field, Hilo; former Airport Manager Jon Sakamoto and airport employees
Mr. Ernest Tanaka and Chester Wagner, Keahole Airport, Kona; Airport Manager
Thomas F. Hanchett, Kahului Airport; and Airport Manager R.W. Foster, Lihue
Airport; and to Robert Peru, Honolulu International Airport Ramp Control
Supervisor, and his personnel who arranged and provided acces to the air
port runway. Special recognition is extended to Elizabeth Christakos-Comack,
who was employeed on the project after her graduation with a Master of Sci
ence Degree in Civil Engineering, for her work in preparing for the wet
season monitoring, conducting the water quality analysis on both the natu
ral and induced storm runoff samples, and supervising the collection of the
dry-season (induced) storm water monitoring samples. Appreciation is also
extended to Henry K. Gee and Edwin T. Murabayashi, Water Resources Research
Center staff personnel and Daniel J. Dugan, student helper, for their assis
tance with the dry-season sampling procedure.
REFERENCES
American Public Health Association, American Water Works Association, andWater Pollution Control Federation. 1980. Standard methods for theexamination of water and waste water. 15th ed. Washington, D.C.:APHA, AWWA, and WPCF.
Bedient, P.B.; Lambert, J.L.; and Springer, N.K. 1980. Stormwater pollutant load runoff relationships. J. Water Pottut. Controt Fed. 52(9):2394-2404.
Christakos-Comack, E. and G.L. Dugan. 1982. Water quatity of airportstorm runoff, Tech. Rep. No. 144, Water Resources Research Center,University of Hawaii, Honolulu, viii + 30 p.
Department of Health. 1981. Potable water systems. Chap. 20, Title II,Administrative Rules, State of Hawaii
Department of Planning and Economic Development. 1980. The State of Hawaiidata book: A statisticat abstract. State of Hawaii.
Department of Transportation. 1981a, 1982. Airport operations. Statis- ..tical printout of the type of aircraft services to the state of Hawa11airports. Airports Division, State of Hawaii, Honolulu, Hawaii 96819.
Department of Transportation. 1981b. Airport directory and ftying safety ..manuat. 11th ed. Airports Division, State of Hawaii, Honolulu, Hawa1196819.
Majuro Airfield and related faciliSection 15201, Engineering District,
24
Meisner, B., and Schroeder, T.A. 1979. "Isohyetal maps". Maps preparedfor the Division of Water and Land Development, Department of Landand Natural Resources, State of Hawaii.
National Weather Bureau. 1982. "Climatogical data, Hawaii," NationalOceanic and Atmospheric Administration, U.S. Department of Commerce.
Park Engineering, Inc. 1980. Honolulu International Airport and environsmaster plan study, Task 6.2, Drainage analysis, Part I. Honolulu,Hawaii.
Public Health Service. 1962. Drinking water standards. Public HealthService Publication No. 956 U.S. Department of Health, Education, andWelfare, Washington, D.C.
U.S. Army, Corps of Engineers. 1970.ties, Phase II; basis of design.Honolulu, Hawaii.
U.S. Environmental Protection Agency. 1980. Sediment, pollutant, relationships in runoff from selected agricultural, suburban, and urban watersheds: A statistical summary. PB 80-158-108, pg. 1-40.
SOURCE: Data obtained from U.S. National Weather Bureau (1982) eli rna to 109-ical Data Hawaii, except for Keahole Airport which was from openfiles of Div. of Water and Land Development, DLNR, State of Hawaii.
Day Jan. Feb. Mar. Apr. May June July---------------------------(in.)---------------------------
1 0.21 T 0.022 1.86 0.06 T;~ 0.28 T T3 T 0.704 T 0.06 0.305 0.12 0.01 0.156 0.72 T 0.01 0.02 T 0.03 T7 0.83 T 0.43 0.04 T8 0.18 0.02 T9 0.01 T T T T
10 0.84 0.37 0.0111 T 0.39 0.21 0.0112 0.08 1.26 0.01 T13 T 0.10 T 0.0114 0.6715 1.04 O. 11 0.0116 T 0.09 0.0217 0.15 0.34 0.03 0.0518 0.09 0.35 0.01 0.0319 1. 18 0.54 0.0220 2.64 0.25 0.0721 3.10 0.09 T 0.01 T22 0.06 0.02 T 0.0123 T 0.28 0.0924 0.06 0.09 0.08 T T25 0.15 0.05 T T26 T 0.01 T T T27 0.02 T 0.02 0.02 T28 T 0.05 T T T29 0.03 0.01 T30 O. 11 0.01 T 0.0431 0.09 0.03
Total 12.82 2.16 3.73 1.28 0.13 0.25 0.20
SOURCE: Data obtained from open files of Division of Water and LandDevelopment, Department of Land and Natural Resources, Stateof Hawai i.
NOTE: Hawaii State Key No. 703; U.S. Weather Bureau Index No. 1919.NOTE: in. x 25.4 = mm.;':Trace.
Temperature (OC)Dissolved OxygenPhenolChromIumLeadMercuryTurbidity (NTU)Nltrlte+Nltrate NpHCh lor! deCopperSurfactantsIronManganeseSulfateTotal Dissolved
SolidsZinc
Suspended SolidsCODBODsBODs/CODHardness as CaC0 3
Total POrthophosphate PGrease and allNOTE I 1.0Tn.· 2S~1i mm.*Refer to Figure 3 for location.tExcept for pH and as noted otherwise.lDOH (1981)2U.S. EPA (1979).
APPENDIX TABLE B.2. RESULTS OF DRY-SEASON WASHING SEQUENCE AT HONOLULU INTERNATIONAL AIRPORT, HAWAIII