TEXAS DEPARTMENT OF TRANSPORTATION AIR QUALITY GUIDELINES PREPARED BY THE ENVIRONMENTAL AFFAIRS DIVISION

Transcription

1 TEXAS DEPARTMENT OF TRANSPORTATION AIR QUALITY GUIDELINES 1999 PREPARED BY THE ENVIRONMENTAL AFFAIRS DIVISION

2 OVERVIEW The National Environmental Policy Act (NEPA) of 1969 and the Clean Air Act of 1970 (as amended) resulted in federal requirements for transportation professionals to consider the impact proposed highway actions may have on local air quality. This is accomplished by determining whether or not localized carbon monoxide concentrations will be adversely affected by the proposed action. The Clean Air Act Amendments (CAAA) of 1990 require transportation professionals to ensure that proposed transportation plans and programs conform to the air quality goals of the State Implementation Plan (SIP). Topic Page Number Purpose of the Guidelines 3 Regulatory Background 3 Transportation and Air Quality 4 Clean Air Act Pollutants 5 What is an Attainment Area? 8 What is a Nonattainment Area? 8 Mobile Source Emission Trends 9 Transportation Conformity 10 Transportation Control Measures 11 Congestion Mitigation Air Quality 12 (CMAQ) Projects Traffic Air Quality Analysis (TAQA) 13 Environmental Documentation 15 Congestion Management System Guidance 19 for Environmental Documentation Appendix A, NAAQS 23 Appendix B, FHWA TA-T6640.8A 24 Appendix C, Table of Estimated 26 Concentrations Glossary 27 2

3 These guidelines focus on two areas: PURPOSE OF THE GUIDELINES! Basic air quality issues and terminology.! Requirements for air quality analysis and report preparation. The report concludes with appendices and a glossary containing Federal Highway Administration (FHWA) and Texas Department of Transportation (TxDOT) reference material. Note: Information regarding specific instructions for use of Environmental Protection Agency (EPA) approved air quality models for Traffic Air Quality Analysis (TAQA) will be available under separate cover. REGULATORY BACKGROUND! The National Environmental Policy Act of 1969 and the 1970 Federal-Aid Highway Act require TxDOT as a state transportation agency to consider the social, economic, and environmental impacts of federal projects.! TxDOT became involved in highway air quality analysis as a result of the 1970 Clean Air Act (CAA) which established National Ambient Air Quality Standards(NAAQS) for six pollutants.! The 1977 Clean Air Act Amendments (CAAA) strengthened the original CAA and established deadlines for reaching air quality attainment status. The 1977 Amendments also required the development and implementation of State Implementation Plans (SIPs) to bring air quality Nonattainment areas into compliance with the NAAQS.! The 1990 Clean Air Act Amendments established specific criteria which must be met for air quality nonattainment areas. The criteria are based on the severity of the air pollution problem and include: " specific timetables for implementing mobile source emission control strategies. " requirements for meeting mobile source emission reduction goals. " the development and implementation of SIPs in order to meet the NAAQS. 3

4 " requirements for the EPA to sanction all or part of a state. Sanctions are defined as stricter industrial controls and the withholding of Federal highway funds. Sanctions may be levied against the state for: $ Failing to develop and submit SIPs, $ Failing to implement all aspects of SIPs, and/or $ Failing to meet any of the air quality progress or attainment deadlines. Intermodal Surface Transportation Efficiency Act of 1991(ISTEA) and associated federal planning regulations strengthened the role of Metropolitan Planning Organizations (MPO) in transportation planning and programming while emphasizing intermodalism and the environment. Furthermore, ISTEA linked transportation and environmental goals by providing funding flexibility and the Congestion Mitigation and Air Quality Improvement Program (CMAQ). Transportation Efficiency Act for the 21 st Century (TEA-21) and associated federal planning regulations reaffirmed ISTEA s commitment to transportation intermodalism and continued protection of public health and the environment. TEA- 21 also provided a significant increase in federal funding levels to Texas over those of ISTEA. What is Air Quality? TRANSPORTATION AND AIR QUALITY! Air quality is determined by the amount of harmful effects caused by emissions to humans, other living organisms, or man-made materials. In essence, air quality is a measure of the cleanliness of the air we breathe.! The meteorology and topography of a geographic region also plays a significant role in the formation of ozone and carbon monoxide "hot spots."! The reduction of mobile source emissions improves air quality. The magnitude of the effect is dependent on many variables such as the portion of the region s total emissions that originate from mobile sources, meteorology, and the topography of the region. 4

5 ! The source and type of emissions are described in the following table: Source(s) Industrial emissions, such as smokestacks dry cleaners, print shops, lawn mowers vehicular emissions Type point area mobile Pollutants Related to Mobile Sources The 1970 CAA listed six air pollutants which at identified levels of concentration are harmful to human health and the environment. Pollutants which are associated with mobile sources are ozone, carbon monoxide, and in some cases particulate matter. CLEAN AIR ACT POLLUTANTS Pollutant Name Chemical Abbreviation Ozone O 3 Carbon Monoxide CO Particulate Matter (Coarse and Fine) PM10 (Coarse) and PM2.5 (Fine) Nitrogen Dioxide NO 2 Sulfur Dioxide SO 2 Lead Pb What are the Air Quality Standards?! Maximum allowable concentration limits for pollutants have been established and are referred to as the National Ambient Air Quality Standards (NAAQS). See Appendix A. How do Mobile Sources Affect Air Quality?! The primary pollutants from motor vehicles (i.e., mobile source emissions) are ozone precursors (volatile organic compounds [VOC] and nitrogen oxides [NOx]), particulate matter, and carbon monoxide (CO). VOC and NOx can combine under the right conditions in a series of photochemical reactions to form ozone (O 3 ).! TxDOT focuses on reducing mobile source emissions to improve overall air quality. Therefore, mobile source emissions are evaluated by TxDOT in air quality analysis. Note: Please see Exhibit A and B for information on 0 3 and CO. 5

6 Exhibit A Information on Ozone (O 3 )! Commonly called smog ; a colorless gas with a pungent odor and no significant direct emission source.! Ozone Formation " Ozone is formed in the troposphere (less than 50,000 feet) by photochemical reactions involving VOC and NOx (both of which are vehicular emissions). " Large quantities of ozone are also found in the stratosphere, above 50,000 feet, where it blocks ultraviolet light and reduces the risk of skin cancer. " Ozone formation is not an instant process. Reactions between VOC and NOx often take several hours to create substantial amounts of ozone during which winds may move the pollutants miles from where they were generated. High ozone concentrations may be found in areas producing relatively few ozone precursors.! Health Effects of Ground Level Ozone " Pulmonary irritant causing discomfort and reduced pulmonary function in sensitive individuals. " Increased susceptibility to respiratory infections such as lung inflammation, breathing difficulty, chest pain and coughing. " Increased probability of asthma attacks.! Other Effects of Ozone damages many materials and is toxic to plants.! When does Ozone occur? " Ozone tends to be a warm weather pollutant with almost all NAAQS exceedances occurring between May and October. Hot sunny weather increases evaporation and tailpipe emissions of VOC and NOx resulting in maximum ozone formation. " Ozone concentrations tend to peak during the afternoons and then decline rapidly after dark.! Ozone is modeled on a regional basis.! For nonattainment Areas: The environmental document reports whether or not the project results from a Transportation Improvement Program (TIP) and Metropolitan Transportation Plan (MTP) that conforms to the air quality goals of the SIP. The project must be included in a conforming TIP and MTP to be advanced. 6

7 Exhibit B Information on Carbon Monoxide (CO)! Colorless, odorless gas whose principal manmade source is an incomplete combustion of organic fuels.! CO is toxic because it combines with the hemoglobin of the blood to produce carboxyhemoglobin and, thereby, reduces the blood s ability to carry oxygen. Observed health effects of CO include: " Headache " Dizziness " Vision Impairment " Slowed Reaction Time.! The majority of CO emissions come from transportation sources, principally from motor vehicles (up to 80 percent).! NAAQS for CO: " One hour standard: 35 parts per million (ppm) - never exceeded at any site in Texas. " Eight hour standard: nine ppm! CO emissions from automobiles are sensitive to both temperature and speed. " CO emissions are roughly twice as high in winter months as in summer months. " Emissions decrease with increases in speed (up to 50 mph) and then increase again at high speeds. " Idling and low speeds (less than 15 mph) produce very high CO emissions.! El Paso is the only CO nonattainment area in Texas.! CO is readily modeled for highway projects and is required by federal regulations. 7

8 Where/Why are Emissions Measured?! The Texas Natural Resource Conservation Commission (TNRCC) operates continuous air quality monitors in metropolitan areas and reports emission levels to EPA. The monitors are placed strategically to maximize the effect of prevailing winds on pollutant concentrations.! EPA determines which areas are in attainment or nonattainment for each of the pollutants (O 3, CO, PM 10 ). WHAT IS AN ATTAINMENT AREA?! Areas/counties where air quality meets the NAAQS standard designed to protect public health. The majority of Texas counties meet the standards. WHAT IS A NONATTAINMENT AREA?! Nonattainment areas are geographical areas, defined by the EPA, where air quality does not meet the NAAQS designed to protect the public health.! Nonattainment areas are classified according to the degree of noncompliance with the NAAQS. Ozone classifications are extreme, severe, serious, moderate, or marginal. Texas nonattainment areas are shown in the following table, including the classification. Ozone Nonattainment Counties by Nonattainment Area Ozone Nonattainment Areas Dallas-Fort Worth (DFW) El Paso (ELP) a Houston-Galveston (HGA) Beaumont-Port Arthur (BPA) Collin (Serious) Dallas (Serious) Denton (Serious) Tarrant (Serious) El Paso (Moderate) Brazoria (Severe) Chambers (Severe) Fort Bend (Severe) Galveston (Severe) Harris (Severe) Liberty (Severe) Montgomery (Severe) Waller (Severe) a. El Paso is also a designated carbon monoxide and PM10 Nonattainment area. Hardin (Moderate) Jefferson (Moderate) Orange (Moderate) 8

9 MOBILE SOURCE EMISSION TRENDS! Motor vehicles are a significant source of ozone precursors and CO in most nonattainment areas.! Cars and trucks built today produce 60 to 80 percent fewer pollutants than vehicles built in the 1960s, but still produce a significant amount of VOC and NOx emissions, the precursors of ozone.! Today s vehicles produce up to 80 percent of the CO in urban areas.! Total emissions have not decreased because of increases in the: " number of vehicles on the road. " Vehicle miles traveled (VMT).! These increases have offset a large portion of the significant gains made by improved vehicle emission technology.! VMT and Congestion " The traditional response to congestion has been to add additional capacity to highways. This response often increases VMT by decreasing travel times/increased speeds on a roadway and therefore making a more appealing travel route. This effect is called latent travel demand " By solving the traffic congestion problem, mobile source emissions may actually increase in the future as a result of latent travel demand. However, the alternative (no-build) would likely aggravate the existing congestion and worsen air quality. " Future VMT is dependent on regional economic and population growth, land use, and transportation infrastructure changes. Forecasting VMT is, therefore, subject to some uncertainty. 9

10 TRANSPORTATION CONFORMITY A process which is: Ο a cooperative effort between local, state, and federal transportation officials. Ο required for nonattainment areas by the CAAA. It must be demonstrated that the Metropolitan Transportation Plans (MTP) and Transportation Improvement Programs (TIP) for these areas conform with the SIP. Remember the TIP is the first three years of the MTP. Conformity requires that: Ο Ο forecasted on-road mobile source emissions from the MTP and the TIP cannot exceed the mobile source emissions budget contained in the SIP. the SIP identifies how nonattainment areas in Texas will eventually meet NAAQS.! How is Conformity Demonstrated? " Travel models and emission models for each metropolitan planning area (MPA) provide the core of the analysis process. $ The travel models are used to estimate, given the forecast distribution of households and employment and the proposed future transportation network. $ Emission models estimate the amount of mobile source emissions that will be generated on a typical summer day. *Network-based analysis methods evaluate the transportation system as a whole. *Off-network analysis methods are used to estimate the emission impacts of regionally significant transportation projects and programs (for example, traffic signal timing projects) that cannot be estimated using network-based analysis methods. Ο Conformity determination is based on the summed emission impacts of all proposed projects and programs. Individual projects and programs may increase or decrease emissions, as long as all projects and programs taken in the aggregate decrease emissions. 10

11 " As additional capacity projects are added or subtracted from the MTP or TIP, new analyses must be performed again to demonstrate that the plan and program continues to conform. What if the MTP fails conformity? Ο Ο Ο Limits the ability of that metropolitan area to advance any added capacity projects. Exempt projects that do not impact air quality such as transit subsidies, safety projects and bridge replacement projects can still be advanced. Inability to develop a conforming MTP is not a violation of the SIP; however, it may contribute to the failure of the SIP and result in sanctions against the nonattainment area and possibly the state. TRANSPORTATION CONTROL MEASURES (TCM) TCMs are strategies designed to reduce vehicle emissions. Examples are:! Programs for improved public transit.! Restriction of certain roads or lanes to, or construction of such roads or lanes for use by, passenger buses or high occupancy vehicles (HOV).! Traffic flow improvement programs that achieve emissions reductions such as traffic signal optimization projects.! Employer-sponsored programs to permit flexible work schedules.! Employer-based transportation management plans, including incentives.! Fringe and transportation corridor parking facilities serving multiple-occupancy vehicle programs or transit service.! Programs for the provision of all forms of high-occupancy, shared ride services. 11

12 CONGESTION MITIGATION AND AIR QUALITY IMPROVEMENT PROGRAM (CMAQ) PROJECTS Transportation projects designed to reduce vehicle (mobile source) emissions.! Specialized fund under ISTEA and TEA21 CMAQ Project Requirements: Project located in nonattainment or maintenance county. Project does not add through lanes for single occupancy vehicles. Improve air quality in the region. Air quality benefits of CMAQ projects are normally based on reducing traffic volumes, decreasing idle times, or improving speeds along a roadway segment. Developed from a conforming MTP and TIP. Be approved by FHWA/Federal Transit Agency (FTA) for CMAQ funding Typical Texas CMAQ Projects! Signal synchronization.! High Occupancy Vehicle lanes.! Fleet conversion to alternate fuels.! Access lanes, such as right and left turn lanes (intersection improvements).! Improved transit service CMAQ Analysis! CMAQ air quality analysis must demonstrate reductions in either VOC, CO, or NOx. The analysis is typically performed by the local MPO and is included as part of the MPO s conformity determination.! FHWA/FTA and EPA review the air quality benefits to determine the eligibility of all CMAQ projects. 12

13 Is a NEPA analysis required for CMAQ projects?! CMAQ funding does not exempt projects from an environmental review. The documentation for CMAQ projects is the same as for non-cmaq projects. " Significant transportation projects, such as HOV lanes, may trigger the need for an EIS. " Minor projects, such as signal retiming and providing auxiliary lanes, typically only require a categorical exclusion. " CMAQ projects do not add single occupancy vehicle (SOV) capacity and therefore do not require a TAQA. What is a TAQA? TRAFFIC AIR QUALITY ANALYSIS (TAQA)! A project level analysis that determines the CO impacts of proposed transportation projects (i.e., will the project adversely affect local air quality such that CO exceeds the NAAQS). When Is a TAQA Required? The table below is used to determine if your project will require a TAQA. Please note that a TAQA is not dependent on federal funding. State-funded projects are also subject to a TAQA. The TAQA requirement is the same for nonattainment as well as attainment areas Appendix B contains a FHWA Technical Advisory concerning TAQA. Project Type Project not adding capacity (travel lanes), essentially exempt projects such as bridge replacements, auxiliary lanes, etc. Added capacity project on roadways with less than 20,000 AADT. Added capacity project on roadways with more than 20,000 AADT. Any project requiring an Environmental Impact Statement. TAQA Required? No No Yes Yes 13

14 What Information Do I Need to complete a TAQA? Project level traffic data from TxDOT s Transportation Planning and Programming (TPP) Division: " Request Average Annual Daily Traffic (AADT) data from TPP for the project s Estimated Time of Completion (ETC) year and a 20-year projection from the ETC (ETC + 20). " It is recommended that the request for the data be made six months in advance of the TAQA. " The Design Hour Volume (DHV) can be developed by using Transportation Research Board (TRB) Special Report 209 (Highway Capacity Manual). Schematic layout of the project showing project right-of-way (ROW) line. Background CO levels (see Appendix C). Basic geometric design information such as lane widths, ROW width, whether the project is at-grade, depressed, or elevated, etc.! EPA approved models: " CALINE is a line source dispersion model which calculates the amount of CO generated along a roadway and then applies a dispersion model to calculate the peak hour CO concentrations at specific receiver locations along the ROW line. " MOBILE is the EPA mobile source emissions model. This complex model uses data on temperature, fleet mix, fleet ages, appropriate inspectionmaintenance and anti-tampering programs, and vehicle operating modes to calculate VOC, CO, and NOx emissions for different speeds and years. MOBILE carbon monoxide output data is input into the CALINE model to calculate CO concentrations. " The El Paso District is required to use the CAL3QHC computer model in lieu of CALINE3 in the CO nonattainment area portion of El Paso county. CAL3QHC is also available for analyzing carbon monoxide concentrations at major congested intersections (Level of service D or worse). 14

15 EPA requires a worst-case analysis to demonstrate that standards will not be exceeded under the worst possible conditions. This is created by: " peak hour traffic volumes (DHV). " receivers on the right-of-way line. " very stable atmospheric conditions (mixing height of 1,000 meters, 1 meter/second wind speed, stable atmosphere, and winds blowing parallel to the roadway). Formula for Converting the One-Hour Standard to the Eight-Hour Standard Note: The one hour CO standard is 35 ppm and the eight-hour CO standard is nine ppm. The conversion from the one-hour to eight-hour standard is accomplished using the following formula: CO8 = (CO1-BG1) PF + BG8 where CO8 = Eight-hour CO concentration CO1 = One hour CO concentration BG1 = One hour background CO concentration PF = 0.60(Meteorological persistence) x 0.67(Eight-hour traffic factor) = 0.4 BG8 = Eight-hour background CO concentration Once the one hour and eight-hour CO concentrations are calculated, the figure must be converted to a percentage of the one and eight-hour CO NAAQS, respectively. If a violation occurs, reasonable mitigation measures must be developed. The Environmental Affairs Division will provide assistance in addressing the violation. ENVIRONMENTAL DOCUMENTATION Once the air quality analysis has been performed, you are ready to prepare the air quality section of the environmental document. This section can be covered in two or three paragraphs and should cover the points listed below: Attainment Areas The project is located in an area in attainment of all NAAQS; therefore, the transportation conformity rule does not apply. 15

16 Nonattainment Areas The project is located in an area that is nonattainment for one or more of the NAAQS; therefore, the transportation conformity rule does apply. Identify the pollutant of concern for the nonattainment region.! Required Conformity Statements for Nonattainment Areas The project comes from a conforming metropolitan transportation plan (identify plan name) and transportation improvement program (identify program dates). Both Attainment and Nonattainment Areas Worst case scenario was modeled using CALINE/MOBILE. List traffic volumes used in the analysis (ETC year and ETC+20 year). List 1-hour and 8-hour CO concentrations and the percentage of NAAQS respectively. Project will not violate the NAAQS for CO. If the project is exempt from a TAQA then state why (exempt-not adding capacity or AADT [both ETC and ETC+20] less than 20,000 vehicles per day). Sample Wording for Attainment Areas Projects that require a TAQA The project is located in an area in attainment of all NAAQS; therefore, the transportation conformity rule does not apply. For areas within the MPO planning boundary use the following language. The proposed action is consistent with the MPO Year MTP. Topography and meteorology of the area in which the project is located will not seriously restrict dispersion of the air pollutants. The traffic data used in the analysis was obtained from the TxDOT TPP Division. ETC year traffic is estimated to be 20,500 vehicles per day and the design year traffic (ETC+20) is estimated to be 32,400 vehicles per day. 16

17 Carbon monoxide concentrations for the proposed action were modeled using the worst case scenario (adverse meteorological conditions and sensitive receptors at the right-of-way line) in accordance with the Texas Department of Transportation Air Quality Guidelines. Local concentrations of carbon monoxide are not expected to exceed national standards at any time. The following table summarizes the results of the analysis: PROJECT CARBON MONOXIDE CONCENTRATIONS Year 1 HR CO (PPM) Standard 35 PPM 1 HR % NAAQS 8-HR CO (PPM) Standard 9 PPM 8-HR % NAAQS % % % % *The National Ambient Air Quality Standard (NAAQS) for CO is 35 ppm for one hour and nine ppm for eight hours. Analysis includes a one-hour background concentration of 0.5 and an 8- hour background concentration of 0.3. Projects that do not require a TAQA: The project is located in an area in attainment of all NAAQS; therefore, the transportation conformity rule does not apply. For areas within the MPO planning boundary use the following language. The proposed action is consistent with the MPO Year MTP. OPTION A (Exempt Project No Added SOV Capacity) Generally, intersection improvements (or appropriate exempt project) are considered exempt from a TAQA because they are often intended to enhance traffic safety and improve traffic flow. The proposed action will not add capacity to the existing facility. Current and future emissions should continue to follow existing trends not being affected by this project. Due to the nature of this project, further air quality analysis was not deemed necessary. OPTION B (Exempt Project Less than 20,000 AADT) The proposed action s traffic projection does not exceed 20,000 vehicles per day for either the ETC or ETC+20 ( state the years ) and thus is exempt from a TAQA because previous analyses of similar projects did not result in a violation of National Ambient Air Quality Standards. 17

18 Sample Language for a Project located in a Nonattainment Area or Nonattainment Transportation Management Area (TMA) A TMA is a metropolitan with a total population of 200,000 or more. TMAs will be discussed in more detail later on in this document. OPTION A (Nonattainment Area) The project is located within Texas County which is designated a moderate ozone nonattainment area; therefore, the transportation conformity rules does apply. OPTION B (Nonattainment TMA) The project is located within Texas County which is designated an attainment area for all NAAQS. However, a portion of the county which includes the location of the proposed action is within the MPO s Transportation Management Area (TMA); therefore, the transportation conformity rule does apply. ALL OPTIONS (BOTH A & B) All projects in the MPO Transportation Improvement Program (TIP) that are proposed for federal or state funds were initiated in a manner consistent with federal guidelines in Section 450, of Title 23 CFR and Section , Subpart B, of Title 49 CFR. Energy, environment, air quality, cost, and mobility considerations are addressed in the programming of the TIP. The proposed action is consistent with the area s financially constrained Metropolitan Transportation Plan ( Plan Name ) and the YEAR TIP as proposed by the MPO Name. Both the MTP and the TIP have been found to conform to the State Implementation Plan (SIP). The primary pollutants from motor vehicles are volatile organic compounds (VOCs), carbon monoxide (CO,) and nitrogen oxides (NOx). Volatile organic compounds and nitrogen oxides can combine under the right conditions in a series of photochemical reactions to form ozone (O3). Because these reactions take place over a period of several hours, maximum concentrations of ozone are often found far downwind of the precursor sources. Thus, ozone is a regional problem and not a localized condition. The modeling procedures of ozone require long term meteorological data and detailed area wide emission rates for all potential sources (industry, business, and transportation) and are normally too complex to be performed within the scope of an environmental analysis for a highway project. Accordingly, concentrations of ozone for this purpose of comparing the results of the NAAQS are modeled by the regional air quality planning agency for the State Implementation Plan. However, concentrations for carbon monoxide are readily modeled for highway projects and are required by federal regulations. 18

19 OPTION I (No TAQA Required) Because this project does not involve the addition of through lanes, it will not adversely impact CO levels; therefore CO concentrations were not modeled. Generally, intersection improvements (or appropriate exempt project such as a CMAQ project) are considered exempt from air quality analyses because they are often intended to enhance traffic safety and/or improve traffic flow. The proposed action will not add capacity to the existing facility. Current and future emissions should continue to follow existing trends, not being affected by this project. Due to the nature of this project, further air quality analysis was not deemed necessary. OPTION II (TAQA Required) Topography and meteorology of the area in which the project is located will not seriously restrict dispersion of the air pollutants The traffic data used in the analysis was obtained from the TxDOT TPP Division. ETC year traffic is estimated to be 20,500 vehicles per day and the design year traffic (ETC+20) is estimated to be 32,400 vehicles per day. Carbon monoxide concentrations for the proposed action were modeled using the worst case scenario (adverse meteorological conditions and sensitive receptors at the right-of-way line) in accordance with the Texas Department of Transportation Air Quality Guidelines. Local concentrations of carbon monoxide are not expected to exceed national standards at any time. The following table summarizes the results of the analysis: PROJECT CARBON MONOXIDE CONCENTRATIONS Year 1 HR CO (PPM) Standard 35 PPM 1 HR % NAAQS 8-HR CO (PPM) Standard 9 PPM 8-HR % NAAQS % % % % *The National Ambient Air Quality Standard (NAAQS) for CO is 35 ppm for one hour and 9 ppm for eight-hours. Analysis includes a one hour background concentration of 0.5 and an 8-hour background concentration of 0.3. CONGESTION MANAGEMENT SYSTEM (CMS) GUIDANCE CMS is a systematic process for managing congestion that provides information on transportation system performance and on alternative strategies for alleviating congestion and enhancing the mobility of persons and goods to levels that meet state and local needs. The CMS is developed, established and implemented as part of the metropolitan transportation planning process for all Transportation Management Areas (TMA) in Texas. 19

20 What is a TMA?! Any metropolitan area with a total population of 200,000 or more. Texas TMAs:! Austin! Corpus Christi! Dallas-Fort Worth (nonattainment)! El Paso (nonattainment)! Hidalgo! Houston-Galveston (nonattainment)! San Antonio FHWA and FTA review all operational CMS during the metropolitan transportation planning process federal certification reviews (FCR). These FCRs will ensure that Texas TMAs are complying with federal CMS regulations. Environmental Documentation for CMS Requirements All Documents should contain the following language: CMS is a systematic process for managing congestion that provides information on transportation system performance and on alternative strategies for alleviating congestion and enhancing the mobility of persons and goods to levels that meet state and local needs. The name project was developed from the MPO operational CMS, which meets all requirements of CFR The CMS was adopted by MPO on month, year.! For regionally significant added capacity projects in Nonattainment TMAs the environmental documents must contain the following language which reflects specific commitments (e.g., travel demand management strategies and travel supply management strategies) in the project travel corridor which were developed by the local MPO as part of the CMS Analysis, including: 20

21 Ο Ο Ο Ο Type of commitment (i.e., HOV lane, traffic signal, etc.). Who is making the commitment. Funding amount. Identification number from the TIP for each commitment. Note: A table is useful to illustrate the CMS information.! CMS analyses of regionally significant added SOV capacity projects in nonattainment TMAs are conducted by the local MPO and must be kept on file at the MPO.! TxDOT districts should request CMS information on proposed transportation projects from the local MPO in order to document the information as part of the NEPA process. It is not necessary to submit the MPO s CMS analysis of added SOV capacity projects as part of the environmental documentation. Sample CMS write-up for a Nonattainment area: Congestion Management System Commitments /Congestion Reduction Strategies The congestion management system (CMS) is a systematic process for managing traffic congestion. The CMS provides information on: transportation system performance; alternative strategies for alleviating congestion; enhancing the mobility of persons and goods to levels that meet state and local needs. The name project was developed from the MPO operational CMS, which meets all requirements of CFR The CMS was adopted by MPO on month, year. Operational improvements and travel demand reduction strategies are commitments made by the region at two levels: program level and project level implementation. Program level commitments are inventoried in the regional CMS, which was adopted by MPO ; they are included in the financially constrained Metropolitan Transportation Plan, and future resources are reserved for their implementation. The CMS element of the plan carries an inventory of all project commitments (including those resulting from major investment studies) detailing type of strategy, implementing responsibilities, schedules, and expected costs. At the project programming stage, travel demand reduction strategies and commitments will be added to the regional TIP or included in the construction plans. The regional TIP provides for programming of these projects at the appropriate time with respect to the SOV facility implementation and project specific elements. 21

22 Committed congestion reductions strategies and operational improvements within the project name study boundary will consist of signalization and intersection improvements. These projects, which are included in the regional CMS, will be managed by the managing authority under the CMAQ program. Individual projects are listed in Table AA. Table AA Congestion Management Strategies Operational Improvements in the Travel Corridor Location Type Funding Year Funding Source TIP # Cost Davis/Justin Bernal/Singleton Signal Improvement Signal Improvement 1997 CMAQ 775B $10, CMAQ 778C $10,887 Davis/Gilpin Intersection Improvement 1999 CMAQ 881T $10,567 Note: All improvements in the project corridor are City of Texas projects In an effort to reduce congestion and the need for SOV lanes in the region, TxDOT and MPO will continue to promote appropriate congestion reduction strategies through the CMAQ program, the CMS, and the Metropolitan Transportation Plan. According to MPO, the congestion reduction strategies considered for this project will help alleviate congestion in the SOV study boundary, but will not eliminate it. Therefore, the proposed project name or action is justified. The CMS analysis for added SOV capacity projects in the TMA is on file and available for review at MPO. 22

23 APPENDIX A National Ambient Air Quality Standards Pollutant Primary Standard (Public Health) Secondary Standard (Public Welfare) Level Averaging Time Form Level Averaging Time Form 1-Hour 0.12 ppm 1 hour More than 3 days Ozone a over 3 years 8-Hour Ozone b 0.08 ppm 8-hour 3-year average of annual fourth highest daily maximum Same as Primary Standard Same as Primary Standard PM ug/m3 24-hour 3-year average of annual 99th percentiles Same as Primary Standard PM2.5 Carbon Monoxide Sulfur Dioxide 50 ug/m3 Annual Not to be exceeded 15ug/m3 24-hour 3-year average of annual averages 65 ug/m3 Annual 3-year average of 98th percentile 35 ppm 1 hour More than once per year 9 ppm 8-hour 0.14 ppm 24-hour More than once per year 0.03 ppm Annual Not to be exceeded Same as Primary Standard Same as Primary Standard Same as Primary Standard No secondary standard 0/50 ppm 3-hr More than once per year Nitrogen Dioxide ppm Annual Not to be exceeded Same as primary standard Lead 1.5 ug/m3 Quarterly Not to be exceeded 23 Same as primary standard a. Applicable in the following Texas Counties: Collin, Dallas, Denton, Tarrant, El Paso, Brazoria, Chambers, Fort Bend, Galveston, Harris, Liberty, Montgomery, Waller, Hardin, Jefferson, Orange, and Gregg. b. Applicable in all Texas Counties

24 APPENDIX B FHWA Technical Advisory T6640.8A October 30, 1987 Excerpt 8. Air Quality Impacts The draft EIS should contain a brief discussion of the transportation related air quality concerns in the project area and a summary of the project-related carbon monoxide (CO) analysis if such analysis is performed. The following information should be presented, as appropriate. (A) Mesoscale Concerns: Ozone (O3), Hydrocarbons (HC), and Nitrogen Oxide (NOx) air quality concerns are regional in nature and as such meaningful evaluation on a project-byproject basis is not possible. Where these pollutants are an issue, the air quality emission inventories in the state implementation plan (SIP) should be referenced and briefly summarized in the draft EIS. Further, the relationship of the project to the SIP should be described in the draft EIS by including one of the following statements: (1) This project is in an area where the SIP does not contain any transportation control measures. Therefore, the conformity procedures of 23 CFR 770 do not apply to this project. (2) This project is in an area which has transportation control measures in the SIP which was (conditionally) approved by the Environmental Protection Agency (EPA) on (date). The FHWA has determined that both the transportation plan and the transportation improvement program conform to the SIP. The FHWA has determined that this project is included in the transportation improvement program for the (indicate 3C planning area). Therefore, pursuant to 23 CFR 770, this project conforms to the SIP. Under certain circumstances, neither of these statements will precisely fit the situation and may need to be modified. Additionally, if the project is a transportation control measure from the SIP, this should be highlighted to emphasize the project s air quality benefits. (B) Microscale Concerns: Carbon monoxide is a project-related concern and as such should be evaluated in the draft EIS. A microscale CO analysis is unnecessary where such impacts (project CO contribution plus background) can be judged to be well below the 1 and 8-hour National Ambient Air Quality Standards (or other applicable State or local standards). This judgment can be based on (1) previous analyses for similar projects; or (2) previous general analyses for various classes of projects; or (3) simplified graphical or 24

25 look-up table evaluations. In these cases, a brief statement stating the basis for judgment is sufficient. For those projects where a microscale CO analysis is performed, each reasonable alternative should be analyzed for the estimated time of completion and the design year. A brief summary of the methodologies and assumptions used should be included in the draft EIS. Lengthy discussions, if needed, should be included in a separate technical report and referenced in the EIS. Total CO concentrations (project contribution plus estimated background) at identified reasonable receptors for each alternative should be reported. A comparison should be made between alternatives and with applicable State and national standards. Use of a table for this comparison is recommended for clarity. As long as the total predicted one hour CO concentration is less than nine ppm (the eighthour standard), no separated eight-hour analysis is necessary. If the one hour CO concentration is greater than nine ppm, an eight-hour analysis should be performed. Where the preferred alternative would result in violations of the one hour or eight-hour CO standards, an effort should be made to develop reasonable mitigation measures through early coordination between FHWA, EPA, and appropriate state and local highway and air quality agencies. The final EIS should discuss the proposed mitigation measures and include evidence of the coordination. 25

26 APPENDIX C Estimates of Carbon Monoxide Background Concentrations for Texas Cities and Rural Areas City or Region One Hour Average Background Concentration (PPM) Eight-Hour Average Background Concentration(PPM) Austin Beaumont-Port Arthur Corpus Christi Dallas El Paso Fort Worth Houston-Galveston San Antonio Smaller Cities Rural Areas

27 GLOSSARY AADT Average Annual Daily Traffic ADT Average Daily Traffic AG At Grade BR Bridge CAA Clean Air Act CAAA Clean Air Act Amendments CMAQ Congestion Mitigation Air Quality Program CMS Congestion Management System CO Carbon Monoxide DHV Design Hourly Volume DP Depressed ENV Environmental Affairs Division EPA Environmental Protection Agency ETC Estimated Time of Completion ETR Employer Trip Reduction FHWA Federal Highway Administration FTA Federal Transit Authority FL Fill HOV High Occupancy Vehicle lanes ISTEA Intermodal Transportation Efficiency Act of 1991 MPO Metropolitan Planning Organization MT Medium Trucks MTP Metropolitan Transportation Plan (i.e., Long Range Plan) NAAQS National Ambient Air Quality Standards NOx Oxides of Nitrogen O3 Ozone Pb Lead PM2.5 Particulate Matter smaller than 2.5 microns in diameter PM10 Particulate Matter smaller than 10 microns in diameter ppm parts per million ROW Right-of-way SIP State Implementation Plan SO 2 Sulfur Dioxide SOV Single Occupancy Vehicle TAQA Traffic Air Quality Analysis TCM Transportation Control Measure TEA-21 Transportation Efficiency Act for the 21 st Century TIP Transportation Improvement Program TNRCC Texas Natural Resource Conservation Commission 27

28 GLOSSARY (Continued) TMA TPP TxDOT VOC VMT Transportation Management Area Transportation Planning and Programming Division Texas Department of Transportation Volatile Organic Compounds Vehicle Miles Traveled 28