Examination of current state DOT air quality analysis procedures and programmatic Sample Clauses

Examination of current state DOT air quality analysis procedures and programmatic agreements The first phase of research began with an examination of current state DOT air quality analysis procedures and PAs. This research was undertaken to identify the best attributes of existing state DOT PAs and air quality analysis procedures for incorporation into the draft template PA for CO. Regarding state DOT air quality analysis procedures, it was found that:  In general, there are two types of project level CO guidance. Most of the procedures reviewed provide protocols and/or input defaults, to varying degrees, for all the elements of the modeling process. A small, but non-trivial, number of the reviewed procedures provide protocols on project conditions that would trigger an analysis, but do not provide protocols on modeling parameters. These triggers typically relate to traffic conditions or roadway changes that would result from a proposed project. If an analysis is deemed necessary, then coordination occurs among traffic and air quality analysts and other involved agencies and parties.  Some procedures recognize and discuss requirements related to EPA’s Motor Vehicle Emission Simulator (MOVES), though few provide specific inputs for MOVES.  All the procedures reviewed focus on CAL3QHC for dispersion modeling. There is a wide variety in the level of detail of the guidance provided for CAL3QHC inputs. Although a few procedures discuss the AERMOD modeling system, none provide specific guidance on AERMOD inputs.  The greatest variation across state procedures is in the specification of triggers that determine a need for an air quality analysis. The triggers are generally project-related across all procedures, but tend to focus on different aspects of the project. Even across procedures that have the same trigger, such as traffic volume (hourly, average daily traffic (ADT), or annual average daily traffic (AADT)), there is significant variance in what traffic levels require a CO hot-spot analysis.  Many state procedures focus on intersections and require an analysis if the level of service (LOS) is D or worse, or will degrade to D or worse as a result of the project. Some of these procedures also have a secondary trigger based on traffic volume increase.  The most common analysis year is the opening year (also known as the project completion year). The majority of procedures also look at additional years. The most common additional analysis year is the design year.  For states that do have detailed procedures, “worst-case” CAL3QHC input...
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