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and will likely be included in the region’s transportation plan. Even if an access project is not
expected to use highway or transit funds, certain provisions of the transportation conformity rule
may apply to the project. These projects must be included in the regional emissions analysis for a
transportation plan or TIP (40 CFR 93.130 and 40 CFR 51.452).
In addition, no agency that receives Federal highway or transit funds may approve a “regionally
significant” highway or transit project, regardless of the funding source, unless either it comes
from a conforming plan and TIP, is in the regional emissions analysis supporting the currently
conforming TIP, or meets other tests (40 CFR 93.129 and 40 CFR 51.450). This analysis applies
only to the pollutant(s) for which the area is nonattainment or maintenance.
2.3.3 General Conformity
As discussed previously, general conformity only applies to proposed projects at airports and air
bases located in nonattainment and maintenance areas. In addition to this, the General
Conformity Rule contains exemptions from and presumptions of conformity. For applicable
projects, general conformity determinations are required if the project’s net annual emissions
exceed established threshold rates. The threshold rates vary by pollutant and the area’s
nonattainment and maintenance status. Table 1, General Conformity Threshold Rates,
summarizes the threshold values. However, even an action that is presumed to conform or that
does not exceed emission thresholds, is still subject to conformity requirements if it is
“regionally significant”. (It is unlikely that an airport or air base action that is presumed to
conform or does not exceed the threshold emission levels would qualify as “regionally
significant”.) If the direct and indirect emissions from the Federal action exceed 10 percent of
the total emissions inventory for a particular criteria pollutant in a nonattainment or maintenance
area, the action is considered to be a “regionally significant” activity and conformity
requirements to apply. Section Five contains more specific information on Conformity issues.
19
Non-attainment
Status
VOCs
(Ozone
Nonattainment
Areas)
NOx
(Ozone
Nonattainment
Areas)
Carbon
Monoxide
(CO)
Sulfur or
Nitrogen
Oxides (SO2
or NOx)
Particulate
Matter
(PM)
Extreme 10 10 NA NA NA
Severe 25 25 NA NA NA
Serious 50 50 100 NA 70
Marginal (inside
an ozone transport
region)
50 100 NA NA NA
Marginal (outside
an ozone transport
region)
100 100 NA NA NA
Moderate (inside
an ozone transport
region)
50 100 100 100 100
Moderate (outside
an ozone transport
region)
100 100 100 100 100
Maintenance
(inside an ozone
transport region)
50 100 100 100 100
Maintenance
(outside an ozone
transport region)
100 100 100 100 100
Table 1: General Conformity Threshold Rates
(tons per year)
2.3.4 NAAQS Assessment - General
A comparison of the actions’ resulting air quality with NAAQS should be considered if pollutant
levels are likely to exceed the NAAQS. The number of passengers at larger commercial airports
and the level of general aviation and air taxi operations at smaller airports are likely to be good
indicators of potential pollutant concerns. For airports, a main pollutant of concern from an air
quality standpoint is CO. Cars and aircraft (especially GA) emit moderate amounts of CO while
they are idling or taxiing, respectively. Significant road congestion or airport ground delays
could potentially cause CO emissions to approach the NAAQS. Actions that would not increase
airport capacity, lead to increased congestion of roadways or airfields, or relocate aircraft or
vehicular activity closer to sensitive receptors are not likely to exceed the NAAQS for CO. For
deciding whether or not a NAAQS assessment should be considered, the total number of airport
20
passengers and general aviation/air taxi operations should be evaluated. If the level of annual
enplanements exceeds 1,300,000 (or 2.6 MAP), the level of general aviation and air taxi activity
exceeds 180,000 operations4 per year or a combination thereof, a NAAQS assessment should be
considered. These levels were estimated based on a parametric analysis of concentrations
produced by aircraft and other airport sources. The relation between these two factors is
incorporated into Equation 1 (Illustrated in Figure 4). The equation can be used as a guide for
determining whether a NAAQS assessment should be considered.
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