Arlington Municipal Airport Development Plan Arlington Airport Development Plan

environmental studies and resource agency websites, it was determined that the following resources are not present within airport environs or cannot be inventoried:  Coastal Resources – The Airport is located inland more than 300 miles from coastal areas.  Farmland – Arlington Municipal Airport is located within a designated U.S. Census Urban Area and, therefore, projects at the Airport are exempt from evaluation under the Farmland Protection Policy Act (FPPA).  Wild and Scenic Rivers – The closest designated Wild and Scenic River is the Cossotot River, located in the State of Arkansas, and is more than 200 miles northeast of the Airport. AIR QUALITY Air quality in a given location is described by the concentrations of various pollutants in the atmos‐ phere. The significance of a pollution concentration is determined by comparing it to the state and federal air quality standards. In 1971, the U.S. Environmental Protection Agency (EPA) established standards that specify the maximum permissible short‐term and long‐term concentrations of various air contaminants. The National Ambient Air Quality Standards (NAAQS) consist of primary and second‐ ary standards for six criteria pollutants which include: Ozone (O 3 ), Carbon Monoxide (CO), Sulfur Diox‐ ide (SO 2 ), Nitrogen Oxide (NO x ), Particulate matter (PM 10 and PM 2.5 ), and Lead (Pb). Based on federal air quality standards, a specific geographic area can be classified as either an “attain‐ ment,” “maintenance,” or “non‐attainment” area for each pollutant. The threshold for non‐attainment designation varies by pollutant. The Airport is located in Tarrant County, which is an attainment area for all criteria pollutants, except for ozone based on the 8‐hour standard. Ground‐level ozone is not emitted directly into the air, but is created by chemical reactions between oxides of nitrogen (NO X ) and VOCs in the presence of sunlight. Common sources of NO x and VOC emissions include industrial facili‐ ties, electric utilities, motor vehicle exhaust, gasoline vapors, and chemical solvents. The pollutants are also emitted by aircraft; however, none of the proposed improvements are likely to result in opera‐ tional changes that would result in significant changes in emissions at the Airport. Temporary increases in NOx and VOC emissions would likely occur during the construction phases of all proposed improvements, including the extension of Runway 16‐34, hangar development, and other apron and taxilane projects. Potential impacts associated with these projects may need to be evaluat‐ ed with emissions modeling as part of any required environmental documentation for planned pro‐ jects. NEPA analyses also include an evaluation of project‐related greenhouse gas emissions. Based on the operations forecast, an increase in greenhouse gas (GHG) emissions would occur over the 10‐year planning horizon of this study. However, there are no federal GHG emissions standards that can be applied to this growth at this time. The FAA is involved in several studies aimed at quantifying aviation contributions to GHG emissions and climate changes. Chapter Five - 20

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