20021139 Ver 3_Appendix 5 - HMMH Air and Noise_20240513

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
APPENDIX 5 - HMMH Air and Noise
Memorandum
March 2024 APPENDIX 5 (HMMH Air and Noise Memo)

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
APPENDIX 5 - HMMH Air and Noise Memorandum
Figure 1 -Air and Noise Table of Contents...................................................................................................................3
Figure2 -Section 1- Air Quality..................................................................................................................................5
Figure3 - Section 2 - Climate.....................................................................................................................................11
Figure4 - Section 3 - Noise........................................................................................................................................20
Figure 5-AppendixA -Construction Emission Calculations.....................................................................................24
March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 1

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
HMMH
700 ❑istrict Ave. Suite B00
Burlingfon, Massachusetts 01803
781.229.0707
www.hmrnh.com
TECHNICAL MEMORANDUM
To; SEPI Engineering and Construction
Robert Mentzer, Principal Consultant
From: Phil DeVita, Principal Consultant
Date; August 9, 2023
Subject: Smith Reynolds Airport (INT) Taxiway L Environmental Assessment- Air Quality and Noise
Technical Memorandum -DRAFT
Reference: HMMH Project Number 310970.002
This technical memorandum presents analyses completed by Harris Miller Miller & Hanson Inc. (HMMH) on
behalf of TranSystems to assess the potential for air quality and noise impacts associated with the construction
of new Taxiway L extension and associated activities at Smith Reynolds Airport (INT).
www.hmmh.com
March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 2

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Figure 1 -Air and Noise Table of Contents
Smith Reynolds Airport {INTI Taxiway L Environmental Assessment Noise and Air Quoliiy Technical
Memorandum
August 9, 2023
Page 2
Contents
1. AirQuality..................................................................................................................................4
1.1 Regulatory Framework..............................................................................................................................4
1,1.1 National Ambient Air Qua€sty Standards_ ... ............................
............................ ............ ............. 4
1.2 Affected Environment...............................................................................................................................5
1.2.1 Attainment Status........................:..............:..:..................................................................................5
12.2 General Conformity..........................................................................................................................6
12.3 Representative Monitoring Data ................ ..... ..............................................................................
_6
L3 Environmental Consequences...................................................................................................................7
13.1 Methadoiogy....................................................................................................................................7
1.3.2 Results..............................................................................................................................................9
13.3 No Action Alternative.....................................................................................................................10
13.4 Mitigation.......................................................................................................................................10
2. Climate....................................................................................................................................10
2.1 Regulatory Framework............................................................................................................................11
2.2 Affected Environment.............................................................................................................................11
2.3 Environmental Consequences...................................................................
............................................12
23.1 Methodology... .... ....................... ....................................................
....................... ................ 12
23.2 Results............................................................................................................................................13
23.3 No Action Alternative.....................................................................................................................13
2.3.4 Climate lmpacts ............. .............. ........................ ...........................................
............... ................. 13
23.5 Local Impacts..................................................................................................................................13
23.6 Identifying Local Impacts................................................................................................................15
23.7 Potential Climate Impacts...............................................................................................................16
23.8 Mitigation.......................................................................................................................................16
23.9 FAA GHG and Climate Change Mitigation Policies........................................................................16
3. Noise........................................................................................................................................17
3.1 Regulatory Setting and Threshold Criteria..............................................................................................39
3,1.1 Aircraft Noise..................................................................................................................................19
3 1.2 Construction Noise......................................................................................................................._20
3.2 Affected Environment .................. ................. .............................
............................. .................... ......... _20
3.3 Environmental Consequences. ......... .............
.......... 21
3.3.1 Proposed Action Alternative...........................................................................................................21
33.2 No Action Alternative .....................................................................................................................22
3.3.3 Mitigation.......................................................................................................................................22
Tables
Table 1. National Ambient Air Quality Standards...................................................................................................5
Table 2, 2022 Monitor Values at Nearby Representative Measurement Locations Where Data Was Available
Table 3. Proposed -Action Construction and Demolition........................................................ .............. ............... _a
Table 4. Preliminary Construction Emissions Inventory— Proposed Action...........................................................9
gy
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 3

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Table 5. Total Construction and Demolition Emissions Compared to De Minimis Thresholds ............................10
Table 6. North Carolina GHG Emissions Inventory by Source (MMT CO2e)........................................................12
Table 7. GHG Emissions Associated with Demolition and Construction for the Proposed Action ....I.................13
Table 8. Construction Equipment Noise Emission Levels....................................................................................22
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March 2024 APPENDIX5 (HMMHAir and Noise Memo) - Page

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Figure 2 - Section 1 - Air Quality
1. Air Quality
This section presents and discusses the potential for air quality impacts associated with the (1) construction of
new Taxiway L extension and apron, (2) demolition of existing pavement (taxi lane and apron), (3) construction
of new pavement (taxilane and apron), (4) Runway 22 Runway Safety Area (RSA) and pond drainage
improvements, and (5) new MRO buildings and associated parking. To evaluate the potential for impacts, an
inventory of air pollutant emissions associated with construction and demolition activities was developed and
compared to the General Conformity deminimis thresholds for significance under the National Environmental
Polity ALL (NEPA). It should be noted that the Proposed Action would not Induce additional aircraft operations
or passengers beyond expected growth or change in the aircraft fleet or taxi times using INT compared to the
No Action. Therefore, aircraft operational emissions would he the same for the Proposed Action and the No
Action alternatives and were not inventoried or evaluated in this analysis.
1.1 Regulatory Framework
1.1.1 National Ambient Air Quality Standards
Under NEPA, federal agencies must consider the impact their actions will have an the environment compared
to a no -action alternative. According to Federal Aviation Administration (FAA) implementing guidance (FAA
Order 1050.1F and Desk Reference, and FAA Corder 5050.46), impacts to air quality must be considered as part
of the environmental analysis under NEPA Potential effects of the proposed action are evaluated against the
National Ambient Air Quality Standards (NAAQS), as promulgated by the Environmental Protection Agency
(EPA) under the Federal Clean Air Act (CAA].
The EPA currently regulates six criteria pollutants: ozone (03), carbon monoxide (CO), nitrogen dioxide (NO2),
sulfur dioxide (SO2), particulate matter (PM), and lead {Pb). Particulate matter is divided into two particle size
categories: coarse particles with a diameter less than 10 micrometers (PMie) and fine particles with a diameter
of less than 2.5 micrometers (PM2.5). The NAAQS are expressed in terms of pollutant concentration measured
(or averaged) over a defined period of time and are two tiered. The first tier (the "primary standard") is
intended to protect public health; the second tier (the "secondary standard"] is intended to protect public
welfare and prevent further degradation of the environment.
Table 1 shows the primary and secondary NAAQS for the criteria pollutants.
Section 176(c) of the CAA states that federal agencies cannot engage, support, or provide financial assistance
far licensing, permitting, or approving any project that could cause or contribute to the severity and/or
number of violations of the NAAQS, or could inhibit the expeditious attainment of these standards.
The standards in Table 1 apply to the concentration of a pollutant in outdoor ambient air If the air quality in a
geographic area is equal to or better than the national standard, the EPA will typically designate the region as
an "attainment area." An area where air quality does not meet the national standard is typically designated by
the EPA as a 'non -attainment area." Once the air quality in a non -attainment area improves to the point
where it meets the standards and the additional requirements outlined in the CAA, the EPA can re -designate
the area to attainment upon approval of a Maintenance Plan, and these areas are then referred to as
"maintenance areas" Each state is required to prepare a State Implementation Plan (51P) that outlines
measures that regions within the state will implement to attain the applicable air quality standard in non -
attainment areas for applicable criteria air pollutant, and to maintain compliance with the applicable air
quality standard in maintenance areas. The status and severity of pollutant concentrations in a particular area
will impact the types of measures a state must take to reach attainment with the NAAQS. The EPA must
review and approve each staWs SIP to ensure the proposed measures are sufficient to either attain or
maintain compliance with the NAAQS within a set period oftime.
The Clean Air Act Amendments (CAAA) of 1990 require states to make recommendations to the EPA regarding
the attalnmentstatus of all areas within their herders when the EPA finalizes an update to any NAAcl Under
its CAAA authority, the EPA further classifies non -attainment areas for some pollutants— such as ozone —
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 5

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Smith Reynolds Airport {INT) Taxiway L Enviranmentai Assessment Nolse and Air Quality Techntcol
Memorandum
August 9. 2025
Page 5
based on the severity of the NAAQS violation as marginal, moderate, serious, severe, and extreme. To further
improve the nation's air quality, the EPA lowered the eight -hour ozone standard in 2015 to 0.070 parts per
million (ppm).
Table 1. National Ambient Air Quality Standards
Pollutant
G0
Averaging Time
Eight -hour
Primary Standards
9 parts per million (ppml
Secondary Standards
None
one -hour
35 ppm
Pb
RoII!ngThree-MonthAve rage
0.15micrograms (µg)/cubicmeter
ofair (m )
Same as Primary
Annual Arithmetic Mean
0.053 ppm (100 µg/ma)
Same as Primary
NO2
One -hour
0,100 ppm Ino a 73
None
03
Eight -hour (2015 standard) 0]
0.070 ppm
Same as Primary
Annual Arithmetic Mean
11 pg/m2fNo 11
15 pg/m3
PM2.s
24-hour
35 pg/ma
Same as Primary
PMt6
24-Hour
150 µg/mal"e tl
Same as Primary
One -hour
75 parts per billion (ppb) INou±3]
None
502
Three-hour
None
0.5 ppm
Nutes:
1. For PM1% the 24-hour standard not to be exceeded more than once per year on average aver three years.
For PM2s, the 24-hour standard is attained when N% of the daily concentrations, averaged over three years, are equal
to or are less than the standard.
2- To attain this standard, the three-year average of the 9gth percentile of the daily maximum one -hour
average at each monitor within an area must not exceed 0-100 ppm (effective January 22, 20141,
3. Final rule signed June 2, 2010. To attain this standard, the three-year average of the 99v percentile of the
daily maximum one -hour average at each monitor within an area must not exceed 75 ppb.
4- EPA updated the NAAQS for 0, to strengthen the primary eight hour standard to 0-07 plam on October 1,
2015An area will meet the standard if the Fourth -highest maximum daily eight -hour ozone concentration per year,
averaged over three years Is equal to or less than 70 ppb.
SOURCE: U.S. EPA NAAQS https://www.epa.gov/criteria-air-pollutants/naaos-table
1.2 Affected Environment
1.2.1 Attoinment Status
Air quality in the INT area (i.e., Forsyth County) is designated by EPA as in attainment for all criteria pollutants
except carbon monoxide (CO) which is designated as maintenance'. However, Forsyth County is no longer
designated as a maintenance area for CO (effective in November of 2015) as historical data provides
confidence that CO levels will remain well below the NAAC-V. since the area is designated as attainment with
the current EPA air quality standards, the General Conformity Rule does not apply- However, the air emissions
associated with the Proposed Action were still compared to the applicable U.S. EPA de minimfs levels for
determining significant impacts' for the purposes of NEPA.
1 htto5://www3.eoa-eov/airguality/zraenboDk/anavo nc.html laccessed on September 10, 2019)
t httos�l/www.co.forsvth.nc.us/EAP/Documents/AQ Reoorrodf
3 emissions below the de minimis levels are considered not significant.
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 6

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Smith Reynolds Airport (INT) Taxiway L Envirenmental Assessment Noise and Air Quality Technical
Mernarondum
August 9. 2023
Page 6
1.2.2 General Conformity
The General Conformity Rule defines a federal action as any activity engaged in by a department, agency, or
instrumentality of the federal government, or any activity that a department, agency, or instrumentality of the
federal government supports in any way, provides financial assistance for, licenses, permits, or approves.
General Conformity is defined as demonstrating that a project or action conforms to the SIP'5 purpose of
eliminating or reducing the severity and number of violations of the NAAQS and achieving expeditious
attainment of such standards. Federally funded and approved actions at airports are subject to the U_5. EPA's
general conformity regulations. The General Conformity RUled applies to all federal actions except for certain
highway and transit programs which must comply with the Transportation Conformity Plans.'
The General Conformity Rule includes annual emissions thresholds for non -attainment and maintenance areas
that trigger the need for a General Conformity determination and defines projects that are typically excluded
from General Conformity requirements. Since the General Conformity Rule applies to federally funded
projects in EPA -designated non -attainment and maintenance areas, the General Conformity requirements do
not a pply to projects at I NT6.
1.2.3 Representotive Monitoring Data
Existing air quality conditions in the INT area can be reflected through the current status of the NAAQS
attainment (as discussed above) and the recent ambient air monitoring data collected by the state agencies.
The North Carolina Division of Air Quality jDAC j along with the three local agencies and one tribal agency
operates and collects the state of North Carolina's air monitoring sites to continuously monitor pollutant levels
throughout the state, including ambient (I.e., outdoor) air monitoring sites. This data is used to monitor
compliance with federal and state ambient air quality standards and provided to the public in annual reports.
The latest 2022 values were obtained from the EPA Outdoor Air Quality Data Monitor Values Report' and
reviewed for carbon monoxide, ozone, nitrogen dioxide, and particulate matter and includes the latest
calendar year available for North Carolina. The two closest monitoring stations where relevant data are
available to INT are Charlotte, NC for CO and Winston-Salem, NC for the remaining pollutants. These two sites
are considered representative of the study area. Table 2 shows the measurement data compared to the
NAAQS. The data shows that measurement data for 2022 is below the NAAQS for all pollutants.
Revlslons to the General Conformity Rule are codified under 40 CFR Parts 51 and 93, Subpart w, Revlslons to the General Conformity
Regulations, Final Rule (April 2010t.
' 40 CFR Pa rt 93, 5 u bpart A
c INT is located In an EPA designated attainment area for all pollutants.
7 httP57// WW. ena.eovr'outdoor-air-duality-datar'monitor-values-report{accessed on July 3. 20231
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 7

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Smith Reynolds Airport {INT) Traxlway L Envirenmental Assessment Noise and Air Quality Technical
Memorandum
August 9. 2025
r'rn7a 7
Table 2.2022 Monitor Values at Nearby Representative Measurement Locations Where Data Was Available
1
Address
Pollutant
Period
Coneentratinn
NAAQS
Charlotte
371190041
1130
Co
1-hour
1.5 ppm
35 ppm
Eastway
8-hour
1.0 ppm
9 ppm
Drive
Winston-
370670022
1300 Bilk
NO;
1-hour
35 ppb
100 ppb
Salem
Hattie Ave
98th
6.1 ppb
53 ppb
Annuat
Winston-
370670022
1300 Bilk
Ozone
B-hour 0'
0,062 ppm
0.07 ppm
Salem
Hattie Ave
Max
Winston-
370670D22
1300 Bilk
PM2.5
24-hour
16 pWrn3
35 ug/m'
Salem
Hattie Ave
9xi
SA uglm3
15 ug/m3
Annual
Winston-
370670022
1300 Bilk
PM10
24-hour
28 µg/m3
150 pg/m'
Salem
Hattie Ave
Winston-
370570022
1300 Bilk
S02
1-hour
5.5 ppb
75 ppb
Salem
Hattie Ave
24-hour
1.3 ppb
140 ppb
Source: httP0/N w-epa.eov/outdoor air-o uality-data/monitor-values-report
1.3 Environmentol Consequences
Potential air quality impacts associated with construction of the Proposed Action are discussed in this section.
The Proposed Action would not induce additional aircraft operations or passengers beyond expected growth or
change in the aircraft fleet or taxi times using INT. During the years of construction and after construction,
aircraft emissions would be the same forthe Proposed Action and the No Action alternatives. Therefore, aircraft
emissions sources were not inventoried or evaluated in this analysis.
1.3.1 Methodology
Construction and demolition of the Proposed Action would result in short-term changes in air emissions from
sources such as exhaust emissions from nonroad construction equipment such as haul trucks, site clearing,
grading, pauingoperations, and building construction. On -road vehicles includethose associated withtransport
and delivery of supplies, materials and equipment to and from the site, and construction worker trips.
Additionally, fugitive dust emissions include site preparation, land clearing, material handling, equipment
movement on unpaved roads and evaporative emissions from the application of asphalt paving.
Construction and demolition activities associated with the Proposed Action are expected to begin in the first
quarter of 2024 and be completed in the second quarter of 2026. Table presents the primary components of
the Proposed Action, including area estimates (square feet), preliminary project costs, and anticipated start and
end dates of construction. These area estimates were used for deriving construction activity emission estimates
in the Airport Cooperative Research Board's (ACl Airport Construction Emissions Inventory Tool (ACEIT)a to
generate a construction schedule of activity.
$ ACRP, 2014 https Jlcri).trb.arg/a crP0267/a up -repo rt-102-guidance-for-esbrn atina-al rport-construction-emissions/
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 8

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Smith Reynolds Airport Jill Traxlway L Environmental Assessment Nolse and Air Quality Techntcol
Memorandum
August 9. 2025
Page 8
Table 3. Proposed -Action Construction and Demolition
_�Compot�ent
MRO New Building
Area (Square
FeeO
1201000
Estimated Costs
(millions
14.9
Construction
Start
2024: QTR 2
Construction
End
202& QTR 2
MRO New Parking
40,946
0,46
2026: QTR 2
2026: QTR 2
Taxilane and Apron Site
Construction demo
48,352
5,02
2024: QTR 2
2024: QTR 4
Taxilane and Pavement
Reconstruction demo
31,799
0.2
2024: QTR 3
2025; QTR 2
Taxilane and Pavement Apron
Reconstruction demo
29,621
0,43
2024-. QTR 4
2025: QTR 2
New Taxilane L
47,916
1.96
2024: QTR 3
2025: QTR 2
New Apron
240,016
6.2
2024: QTR 3
2025: QTR 2
Runway RSA Improvements
zGS,800
0.58
2024: QTR 2
2024; QTR 4
c site Fill
220,800 cubic
yards
N/A
2022: QTR 2
2022: QTR 2
Pond/Drainage
2,700,0DD
o.49
2024: QTR 2
2024: QTR 2
Mitigation Site Work
3.0
2024: QTR 1
2024: QTR 2
source' AVCDN, July 7, Z023
P RE PAR E D BY: H MM H, July, 2023
The ACRP ACEIT model9was used to estimate the construction schedule of equipment for each project
component based on the project dimensions and project costs for each activity. The model has the ability to
generate construction schedules for a variety of standard airport construction projects including the
associated activity types and the equipment used for this project.
ACEIT can also produce emission factors for nonroad and on -road construction equipment, as well as for
fugitive emission sources using EPA and Industry standard models and methodologies. However, the current
version of ACEIT Includes an older version of the US EPA's Motor Vehicle Emission Simulator (MOVES)
emission model, MOVES2010a and NON ROADs, which have both been updated over the years. For this
analysis, the current MOVE53 and NONROAD model versions were used to develop on -road and nonroad
emission factors for Forsyth County1', applied to estimates of vehicle miles traveled (VMT) and construction
equipment (hours, horsepower, load factor), respectively, as generated in ACEIT for each construction activity
and year. Emission factors generated in NONROAD assume the phasing of Tler 1, Tier 2, Tier 3, and Tier 4
engines over time based on EPA regulations". Construction -related emissions of criteria pollutants during the
construction period 2024 to 2U26 are summarized in Error! Reference source not found. and include offsite
truck trips to deliver fill to the site. Emissions calculations are presented in Appendix A.
s htto:llDnlinepubs.trb.orpJonlinei)ubs/acfpldc-WACRP02-33 FR.odf
Construction ern i55ions used in NON ROAD assumed a blend of Tier 1, Tier 2, Tler 3, and Tier 4 for Forsyth County based on EPA phasing
ratios of older equipment in future years and does not reflect the primary use of either Tier 1 thru 4 engines. MOVES emission factors are
specific to Forsyth County as generated within MOVES3 for each year
11 Exhaust and Crankcase Emission Facters for Nomoad Compression -Ignition Engines in MC1VE52U146IPDn (177 pp,15.4 MB, EPA-420-R-
18-005, July 2018)
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Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Smith Reynolds Airport {INT) ToKlway L Envirenmentol Assessment Nolse and Air Quality Technlcol
Memorandum
August 9, 2025
Page 9
Table 4. Preliminary Construction Emissions Inventory —Proposed Action
em Note:
L Following standard industry practice, ozone was evaluated by eva l uating emissions of VOC and NO., which are precursors
in the formation of ozone.
2. CO2,emissicns are in metric tons per year equivalent relevant to their Global Warming Potential (GWP).
50URCF: Based on the results ❑fthe construction information as provided by AVCON, July 7, 2023-
PREPAREDBY: HMMH,July2028
1,12 Results
As discussed above, the Airport is located in Forsyth County, which is designated as attainment with the
NAAQ5 by EPA for all criteria pollutants, therefore the General Conformity Rule does not apply. However as a
conservative assumption, the emissions associated with the Proposed Action for Construction are compared
to the General Conformity de minimis levels for attainment/maintenance areas for determining significant
impacts under NEPA.
Table 5 presents the total emissions associated with demolition and construction of the Proposed Action for
each year of the construction period (2024 through 2026), compared with the appropriate de minlmis
thresholds. As the table shows, the total emissions for each construction year (i.e. 2024, 2025, and 2026)
would be below established de minimis thresholds for all pollutants and would not result in a significant air
nuatity impact.
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 10

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Figure 3 - Section 2 - Climate
Wmmk
Smith Reyrolds Airport INTj Taxiway L EnvirormentoI Assessment Noise and Air Quality Technical
Memorandum
August 9. 2023
Page 10
Table 5. Total Construction and aem ofl ti on Emissions Compared to D£ Minimis Thresholds
Year 1W
2024
& levant
CoJW
CritEria
Vol
Pollutant
Emissions
(tons per year)
Total Emissions of Construction and Demolition
7.5
0.6
9.3
0.02
12.9
0.36
EPA De Minimis Threshold
100
100
IOD
100
100
100
Emissions below de minimis thresholds?
Yes
Yes
Yes
Yes
Yes
Yes
2025
Total Emissions of Construction and Demolition
2,4
0.7
1.4
0.01
0-3
0.08
EPA De Minhinis Threshold
100
100
100
100
100
100
Emissions below de minlmisthresholds?
Yes
Yes
Yes
Yes
Yes
Yes
2O26
Total Emissions of Construction and Demolition
0.4
1.5
0.1
0.002
0.1
O.o1
EPA De Minimis Threshold
100
200
100
100
100
100
Emissions below de mini is threshold s?
Yes
Yes
Yes
Yes
Yes
Yes
PREPARED BY; H MMH, June 2021
1.3.3 No Action Alternative
The No -Action Afternative assumes that the proposed action is not implemented, and air quality would remain
unchanged, therefore no additional air quality impacts would occur.
1.3.4 Mifigation
As indicated in Section Error! Reference source not found., impacts to air quality with the implementation of
the Proposed Action would not be significant when compared to the No Action; therefore, no mitigation
measures are required.
2. Climate
Climate change is a global phenomenon that can have local impacts.' Scientific measurements show that
Earth's climate is warming, with concurrent impacts including warmer air temperatures, increased sea level
rise, increased storm activity, and an increased intensity in precipitation events. Increasing concentrations of
greenhouse gas (GHG) emissions to the atmosphere affect global ciimate.1314. GHG emissions result from
anthropogenic sources, including the combustion of fossil fuels. GHGs include carbon dioxide (CO2), methane
to As explained by the EPA, "greenhouse gases, once emitted, become well mixed In the atmosphere, meaning U S. emissions can affect
not only the U.S. population and environment but other regions of the world as well; likewise, emissions in other countries can affect the
United 5tates." U.S. Environmental Protection Agency, Climate Change Division, Office of Atmvspheric Programs. iechnicalSupport
Oncumentfor Endangerment and Cause ar Con tribute Findings for Greenhouse Gases under SecOon Z02ial of the Clean Air Act 2-6, 2009,
htfnsalwww.eua.eovleheemissi.ns/technical-suvvort-document-endangerment-and-cause-or-contFibUtE4i ad ines-areenhouse Iaccessed
September 28, 20181.
"Intefgevernmental Panel on Climate Change, Fifth Assessment Report, 2014, httW//www.iocc.chimoort/ar5lsvr19 laccessed
September 28, 2019).
US, Global Change Research Program, Globvl Climate Change 1mpasb in the United Stutes, 2009, httoa/mvw.elobalchanee.eovlwhat-
we-dv/assessmantlPrevivus-assessments/global•climate-change-imvacts-in-the-us-200B (accessed 5eptember 28, 2018).
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Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Smith Reynolds Airport {INT) Taxiway L Envirenmentai Assessment Nolse and Air Quality Technlcol
Memorandum
August 9, 2023
Page 11
(CHa), nitrous oxide (N20), axone (03), and fluorinated gases.15COx is the most important anthropogenic GHG
because it Is a long-lived gas that remains in the atmosphere for up to 100 years.
2.1 Regulatory Framework
The CEO recently released interim guidance on GHG and climate impacts for NEPA and is currently in the
comment period but can be used for new NEPA projects1s The recently issued interim guidance to assist
agencies in analyzing greenhouse gas (GHG) and climate change effects oftheir proposed actions under the
NEPA." This interim GHG guidance, effective upon publication, builds upon and updates CEQ's 2016 Final
Guidance for Federal Departments and Agencies on Consideration of Greenhouse Gas Emissions and the Effects
of Climate Change in National Environmental Policy Act Reviews 2016 GHG Guidance"), highlighting best
practices for analysis grounded in science and agency experience.18CECl issued this guidance to provide for
greater clarity and more consistency in how agencies address climate change in NEPA reviews.
Although no federal standards have been set for GHG emissions, it is well established that GHG emissions can
affect climate. Based on guidance from the FAA Order 1050.11F Desk Reference, state and local policies and
programs that address climate change are discussed in this section. The guidance recommends consideration
of: (1) the potential effects of a proposed action or its alternatives on climate change as indicated by its GHG
emissions; (2) the implications of climate change for the environmental effects of a proposed action or
alternatives,
2.2 Affected Environment
The North Carolina Department of Environmental Quality Division of Air Quality conducted the North Carolina
Greenhouse Gas Inventory 1990-202019 to provide a high-level perspective of anthropogenic greenhouse gas
(GHG) emissions from various economic sectors in North Carolina. The inventory can be used by
environmental planners and energy policy makers to understand past, current, and future GHG emissions in
North Carolina. It can also be used as a baseline to evaluate and develop GHG mitigation options and predict
their effect on reducing emissions in future years. Table 6 summarizes the estimates of North Carolina's
historical and projected GHG emissions and carbon sinks froni through 203021. Based on the estimated
emissions in Table 6, North Carolina's gross GHG emissions in 2017 are 150 MMT CO2e11.
's tl.5- Environmental Protection Agency, Overview of Greenhouse Gases, httfl-//ww 3.eoa.Em/climatechangeleheemie ionslgases. html
(accessed May 11, 2017)-
16httos:llwww.federa I register. Rovld ocu ments/2023101/M/2023-0o1581na tiona I-e nvl ronm a ntal- ❑ol icy-act-e a ida n ce-on-consideration-ef-
green h ouse-gas-e missions -a nd-clim ate
"Federal Register: National Environmental Pal icy Act Guidance on Consideration of Gree nho use Gas Emissions and Climate Change
1e CEQ Final Guidance for Federal Departments and Agencies on Con Adera t ion of Greenhouse Gas Emissions and the Effects of Climate
Change in Natlonal Envlrnnmental Pollcy Act Reviews, 91 FR 51866 (Aug. 8, 2016), https://ceq.doe.gov/dots/ceq-regulations-and-
guidance/n ep4_fino 1"Aui& te.pdf- On Aprik 5, 2017, CEO, withdrew the final 2016 guidance, as directed by E.0. 13783. 82 FR 16576
(Apr. 5, 2017). On June 26, 2019, CE CL issued draft GHG guidance. 84 f R 30097 (June 26, 20191. CEQ rescinded this draft guidance on
February 19, 2021, pursuant to E.O. 13990. 85 FR 10252 (Feb. 19, 2021). in addition, on April 20, 2022, CEQissued a Final Rule for its
"Phase 1" NEPA rulemaking. 87 FR 23453, CEQ will be proceeding with updates lathe NEPA regulations as set forth in the 2022
Reg.I story Agenda.
19 https://files.nc.gov/rrcdeci/climate-change/ghe-inventory/GHG-Inventory-Report-FINAL.odf
" The data for all years are presented In Appendix A of the GHG Report
212015 is the last year of historic GHG emissions data. 2017 is a short-term projection of GHG emissions and is treated as historical data
for this analysis.
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Table 6. North Carolina GHG Emissions Inventory by Source (MMTCO2e)
Historic
Pm'ected
14W1
2005
2012
_CI
I-
_20I4
2025
2030
IIQ
54F
79.37
"M
53.48
52.60
.45.74
40."
.42A6
El-k Poscer Gcneraaio>s
46.':
-3 _
i5 95
51.10
-_.=
1934
31.99
34 _0
hu orted Elmrian'
5.'9
6.10
117.90
7 _ 1
7 '8
7.19
'.60
7.?6
AWd*[6VC.s+n+.r..dAffikA"kru1 Com6uetiasl
_
2,77
26A2
1&66
U15:
2092
2I52
23.26
23M
Sndusxraa[ --
t7,59
1421
[0 �,f
99'
993
113]
1=16
1282
cmamercrd
3.79
5.06
'.1-
5.16
5.72
1,94
76
491
Resrdennal
5.39
6.'i
_ +i
5.43
-
�36
5.35
5.38
7
'zav
46-M
-
7E
- 4 n
-L
0-1-R Diesel HTb-3
35.13
,S"
41 �r
4400
340�
a04-
i602
34.02
lion-Fho-y
5-09
6Q6
-. _
4.%
4.62
4.74
49I
5.11
_ :Vizrnari�eFneFL'ebielea
0.00
wai
;i i
00Q
0.05
0.04
007
0.08
10.b1.
euull - -
10.65 1WM 10
13aaury M-F -
2.59
6 Q'
i 63
90
6 OS
6.06
6 09
6-11
Agesculmral Soil 1lamaee -
2-97
274
3.19
'. %d
2.94
2.82
279
2.75
Enteric Fermmtatiam
1.60
189
1.74
173
1.64
1.63
1.60
158
Bssrsuns of Acn-IWW Cmp Rasta
0.00
D.00
0.00
0.00
0.0o
o.00
D.00
0.00
%1-ipal sohd[L'asrc
5A7
7.21
7.52
6.82
7.09
752
926
9.00
34"Rnm.-YA-m
0.92
I.29
1.57
1.61
].68
1.77
1.92
2.06
Iuelssatna] Processes
tiarurx] Gas xnd OHSr
0.86
1.17
128
I.3I
1.35
1.40
1.47
1.55
143.57
13929
141.37
Groan Emissions 136,89 184.74 1.W18 154.82 150.03
tie, Cerl,un Sinks - Ll Ll CF°
-35,64
-3166
-33.9-
34.16
-34.03
-34.03
-34.03
-34.03
VM Emise oos
141.75
L2.09
11d.22
120.66
116.06
109.55
104?5
107AS j
Perrs�l Rednrrinni \et Emissions from 2005
'Av�
31".
Note. Totals ma•. uur euual exact men of su6muts shutWin ut:le dve w md-dml toundiht.
' Includes esuwates of esnisswvs Eom lsaported ilecni.vV. War aze renesased dutsrde Noah Cuohi
° Represents emiss,rms assanared ntrh oe•sve thel rantusL oa aeu- W d� ResrdentiaL Cammereiat and Tnd..-W
`Land un. Land tine changes and F-W,
2.3 Environmental Consequences
The following sections discuss the Proposed Action project effects on GHG and climate.
2.3.1 Methodology
For this analysis, GHG emissions associated with the Proposed Action were prepared for carbon dioxide,
methane, and nitrous oxide and presented as carbon dioxide equivalent (CO2e) in metric tons per year
relevant to their global warming potential The carbon dioxide equivalent is estimated by taking the mass
equivalent of each pollutant (TPY) and multiplying by the global warming potential equivalent (GWP) of each
pollutant and adding them together. Far example, the GWP OfCO2 is 1, CH4 is 28 GWP, and N20 is 265 GWP,
according to the IPCC Fifth Assessment Report22.
The methodology and assumptions for the GHG analysis are consistent with the air quality analysis discussed
in Section 1.2. GHG emissions associated with the construction and demolition activities of the Proposed
Action were qualitatively evaluated. The results are compared to U.S., local, and global levels.
22 https:llwww-ipcoch/assemment-repert/arS/
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August 9. 2025
Page 13
2.3.2 Results
Table 3 presents the annual greenhouse gas emissions for demolition and construction activities associated
with the Proposed Action.
There are no defined significance thresholds for aviation GHG emissions, nor has FAA Identified any factors to
consider in making a significance determination for GHG emissions. As shown in Section 1.2.2, construction
emissions under the Proposed Action would not result in a significant air quality impact.
In summary, while there are no significance thresholds established for climate impacts, GHGs associated with
the Proposed Action have been calculated in accordance with the latest FAA guidelines (1050.1F) for climate
impacts in a IN EPA document23.
Table 3. GHG Emissions Associated with Demolition and Construction for the Proposed Action
Notes:
1. Construction emissions derived from MOVES and ACE IT Construction Schedule.
2. Emissions are reported as metric tons of carbon dioxide equivalents to present a normalized unit of greenhouse gas emissions based
on the global warming potential of each gas. CO2e is a combination of CO2 emissions with the CO2-equivalent emissions of other
greenhouse gases.
2.3.3 No Action Alternative
The No Action alternative would not result in increases in fuel burn or GHG emissions. No changes to GHG
emissions would occur and there would be no impact as a result of implementation of the No Action alternative.
2.3.4 Climate impacts
To evaluate the effects of climate change on a proposed action, two subjective qualitative assessments are
performed: (1) the Impact of climate change on a proposed action, and (2) the impact of climate change on
the action's environmental impacts to address the latest CEQ guidance on GHG and Climate.
The following state and local impacts were discussed for addressing the potential imparts on climate change
from the Proposed Action.
2.3.5 Local Impacts
The US EPA has developed state specific factsheets regarding climate change impacts. The US EPA factsheet
fur North Carolina as presented in Figure 1 and shows the potential state impacts asfullows:
• Rising Seas and Retreating Shores
• Coastal Ecosystems
• Storms, Homes and Infrastructure
• Agriculture
"lOS0.1F Desk Reference, https:i/www.faa.goy/about/offce org/headouarters offices/aol/environ policy euidance/oolicvl
foa nepa order/desk ref/media/3-dimate.0
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Page 14
• Energy
• Human Health
Figure 1. US EPA Climate Change Impacts for North Carolina
httosrllauhelo-comlbocuments/CCFactSheets/climate-chance-NC AUG2016.odf
North Carolina's dimme is rdtnnging. Aiiasl nT the stale
has wanted one hall In one d mete Ile in Ihn lash unllp.r
aril Ifle sea iS rising about ar: mcfr rwr5y drk;adr. Tlgyhnr
water levels are eroding beadwr submerging low lands,
elracerbating coastal flooding, and increasing the sainty
of eshrmes and aquifers, The southeastern United States
has warmed Ivss Ihw rrkgsl d the nation. But in The
onnxng dmi los. the rvgiw's charging rdkmalo w likely In
rktm! chop yrolds, lhami bw>skxi, irtcreasa die rwrnlbur
of unpleasmutly hot days, and increase [hp risk of heat
shake and other heat-relaled rlixsses.
Our dimate is changug because the earth is wamkkng
People. have II krteasoif the amount d cxbon diaxlde in
Ow air by AO portent since the laic 170C1s. Other heat
trapping gmk n intow gasrK wry atsn irnxeasing. l lr n
gases have warmed the surldr d and lower atnlamptkorc of
our ptarkel ahmi one dLgte>L dunng Itke last �4) yeas.
Fraptrabon mueases as the alnxsphere Warne, vdkid k
increases humidhty, average rainfall, and the Irequerwy of
heavy rainstorms in many places —but contributes fo
drought in others
Greenhouse gases am also changing the world's oceans
and Ice cower- Carbon 6mkide reacts wdh water to farm
wrbomc acid. sin the oceans are bocommq mum audit.
The surf ace d the ocean has warmed abael one degree
lb"4.1 Ihn larf flu yeam ftninkg rs carts,n. sriaw In MM
earlier in spnrug, and Mounram 9famrs are retreating.
Fvm 1he qp ,aA ice sheets w Graenkand and Anrardica are
shrinking. Thus the sea is rising at an ntreasaeg hale.
knreko.mao0e rfk
Murr1 iknrfxaafr s i,t firW nvmrky mik1rl GrrW fo rsss
N@frrkekf rhafh moss N lhr. rahircd.Stairs. 5mnrr.: t1 ti WA,
twwfe n:hanac trnUraWrs MMe (hold SbMs
Rising Seas and Retreating Shares
As Thu wxons warm, wahrder expands and mists sin tevrd-
Whing ire fends mum whir In Ihn. nrxan. ludhvr raising son lawn
l4orrg much rA the Atlakke Coast, imkdng parts kd North iaroinu.
the Lod sure is siring. so the observed rate d sea level rise
relative to the lend is greater than the global average rise- Sea level
is likely to rice am to four loci in the mxt century along the mast
of North L'aralm-
As sea lewd rises, the Imml dry lands are subrnergad and became
either tidal wetland or open water. Most exiskng wetlands can
Knob III* win land and keep print with a slowly risingsoa. BA it
sun Iow.1 risers Nn feel in this and century, riml of the wall[nds
m the Nbenwrle I'amlhcn peronsula arc hkrdy to be sulm m" by
the higher water level.
%aims atso forte: au spa Inwnl ri.m. A Irgher watef Well makrrs
d more. IlkHV Mat storm walors MI wash rmr a harrier i4dml at
open new inlets. The LinTnd Stares Cedugical Survey L-surnales
that the lightly developed Outer Banks between Nags Read and
Nracoike would be brdmn up by new inlets or lost to erosion if sea
level rises two feel by ov yea 21W. fading shores will threaten
most araslal tmis unless people take measures to halt the
eraI' n-
wo i+wlses in Als?s New are Koxvabn fa sew -re s urr xt narury am
asstdfer0.don .fames [; tits; �cedfylx+
Aft /—
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 15

Draft Environmental Assessment
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August 9, 2023
Page 15
Coasial Ecosystems
& -RM li M rr,sr % s!I Wspinr CM rnM tartlr'r Iq>•sln`lyRr ;rv1
farmer inland in muter, and weftsi% Ireresssam 5*ody
ctrr kA WM typm of trees rand f -kXrIp- Earl wathr ale
rmscM wM Snore wetland saM, wMM rally me air aoo of Ihc'
wctlahtie 4r xnk hwrhm Ow *A,..rhtag hell r: is,, is yard krwls
I
i
raps 4W Ay rrraaM,' SQA" CRY QROW !tort C J,1171W, C
rar. "by ftmmdori
Many of bids and W in North Carolina dEpend on
eoaxul wedards Vrrrhrlai by RWq SL� lem. flkae crabs,
JmtFigi :url wrh■:m tlarOm —nwr-dw s ha twC Irrxks} art!
Exxlr 1 Lurpn Ixl'dikm I "s irti urrfd as 5na bend :rr1 rrarl
drum also teed in 41we marows Many type-- of tads reed m
Feb in to,,hilt!, Oxklding egret'. aM herons We%vds atong
Ow Atigator Rita are flee prrncpal haht ail in the wild for the
vt41grul ru wilif ltxar;tai —wgis Ixuvek: whmX lie W> k
lwwr awl lxftaft, and eriy ft#a kip rrrardan imder dy rahly as hn
"MW ,ant
stnmrs, Horner, and inlTastructom
rromd sturrrn and larrwarr-, have become more Firliffm
dung Re f2d 20 year AMhrlgh warmig oceans proWe
Rrry slurr:Y&OMPOYlial Orally, sr:rrdrs'LS aru PMil ,wrt
whrlrxr Orr Tarxrd - , — " IN redlncis a trap krm Mad
Nerer9ele5 . kinr care YIRdgmis sa•Id raakdd T*s are lively
to hvrase as to rimamh armies b rra
HSrauRrxOWkwwit Im'AwRO"ON [ -kart, fArr,
rraltyprrrntwln
Wf elfin dr nolstvrre heowue mud nten5e. ara:,hal lnrrres ad
mrrWhICUM WE flood mae Oten as sea revel roes t)L`mm
niorm AgW vid hemme higher as weA. f wq sea kvd rs lil
lu ru sim %W rrarassim rah-- Mdk mac Ire guard slums
ritlk! crimps tltt rkxkrl irk: kr watt rLrragn rr htxTWAWAxx
iRSUr.7rl'S Dawes. mupv cfts. Rws. rallways. pats, upol
of and ga5 tvdfib and wad apples in the SaaClawd are
Kpip . m u rnpaaa of mrrrm ad sea Irret ram. liewle
rsny PIC"! Inm vtPOwurl* t owAU rrarr nu ilcs a%d shwa to
nlma lnrfire cd "! f-Arimritm drat mneve parr
hirftsta11 rmlA may Irx1 r uxiixhraw Mxdrq rl lard
utaatel Rrati Srti� 19?,R, t� anwvrd all 1p.,Vddh do"
lorry rRLshrrrr t� rtrrea5cd try Z I perterR n tirh SoLMlpe6t,
and the hand thvrad nor-assrsgty heady TarMww is &l b
Ganhnue.
Agriculture
I N&rlr rl Ihn clip radar poll tk m: lr,tli Pia nU gold lrElydlClrl
eafects on hanrrry Dun" the creel Imr docafYre. hAw
Sllfnlltx"a arA ll" W f"PCe Mdw of aM. Olt Wff
CIr Ir7[Xdl Ahki's'i r� arrrll � It71L {A h ar [krlyde Ylaea� ueP
yk ltr, and M terhknrrg effect a Lkely to otlsel the rcirmld
dk& d bed on cotton wybears. wheal and pearfil—A
a m;h trdm n avaldsk, Moe w:nlre dewjrls lxw mT,
rind Cause anp falkrrEs !border Inrt(,rrallns and also YdwM
to mike a Ms" producimty hecaim treat Chess dell
the dam' rnutalLmiran
tireylxdy ycazs hurt coup, Iratperdhar_ti dra Ikoly W rra: dune
W t gsrmmdely 20 to AO dabs qr yrar in arr9 ril eat stain.
r.wpred wdh a W 10 days pox ym Inday' i',regm use d
ar korrng Will nrseaae etetkielty cmurpom.
Human HeaHh
Mdays col be -b-IFr--- dargerrlai Cetkkilu We*
are csµtclhy rhhrraf kq rrUkrg rrokhgn, to eklely, fro
sldL and the p)v rho air lviripefabres cm Csee hed
sbo ad detryd-Ldpas Ad anted people'u catcluuxldr aW
IxYylxd sysluma WN M MICK14up Ifp-mtr. thi, i Wmdmrrr
d ery 0 kMd arvrd, r lory tarnitrlrsd dN vrrxl Flnrin Ines R
swirly d hmM eRmbi, a%pw tim kuig dseasm mch as
asllrrra, and sr miss trc rrk of prmmanxa deaf torn heat
Q kng d so tPA and Ihrt Willi I: vdiira IWimsri tV Air
Oaky two bens wvrl" to reduce ororre aorx;arhalraas As
fe rilr! dnrrgers. rnrit�racd 1wdi� mwad corn ail wi
IhIkGllskeao diit3A
2.3.5 Identifying local Impacts
Under this step, by applying the rule of reason to the state impacted resources, some of broader state impacts
can be ruled out (or not impacted) based on the location of the Proposed Action. Based on the location of the
Ny-
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Memorandum
August 9, 2023
Pcge 16
airport located well inland, the following state impacts can be ruled out, rising seas and retreating shores, and
coastal ecosystems. Therefore, the potential local impacts for the INT area areas follows:
• Storms, Homes and Infrastructure
• Agriculture
• Energy; and
• Human Health
2.3.7 Potential Climate impacts
Potential climate impacts to the Forsyth County area from the Proposed Action are expected to be temporary
and minimal compared to the 2017 statewide inventory and are necessary to support safe operations and
optimizing aircraft movement at the airport. For example, the expected total carbon dioxide equivalent
(CO2e) emissions from the Proposed Actin of 8,524 MTCO2e would comprise a very small fraction of the 2017
North Carolina GHG emissions of 150 million metric tons of carbon dioxide equivalents (MMTCOze), the U.S.
based emissions of 6,472 MMTCOae, and even less than the 49 1 of carbon dioxide equivalent global
GHG emission S14,zs,2c. Therefore, by applying the rule of reason and the concept of pro port Ionality, the impact
of the Proposed Action on climate change and/or local environmental impacts of the Proposed Actions will be
minimal and not significant. This is based on the very small increase in temporary construction GHG emissions
which are necessary for implementation of the Proposed Action, compared to the statewide levels.
It should be noted that for this EA, the best available science, data, and rationale for the GHG analysis is based
on the interim guidance. FAA's guidance policy will evolve and change going into the future.
23.8 Mitigation
The effects on climate and GHG emissions would be further minimized through the implementation of Rest
Management Practices (SMPs) and available control measures which the airport will undertake during
construction.
2.3.9 FAA GHG and Climate Change Mitigation Policies
The FAA is developing policies for the aviation Industry to reduce GHG and climate impacts including the
Aviation Action Plan and the Net Zero Sustainable Aviation System.
Aviation Action Plan
In November of 2021, the FAApublished the United States Aviation Climate Action Plan, which describes a
whale -of -government approach to putthe aviation sector on a path toward achieving net -zero emissions by
2050. The plan builds on individual and sector -wide commitments announced by the US aviation industry and
highlights specific actions and policy measures to foster innovation and drive change across the entire US
aviation sector.
The actions identified in the Plan will decrease emissions through:
• Development of new, more efficient aircraft and engine technologies
■ Improvements in aircraft operations throughout the National Airspace System
• Production and use of Sustainable Aviation Fuels (SAF)
• Electrification and, potentially hydrogen, as solutions for short -haul aviation
• Advancements in airport operations across the US
• International initiatives such as the airplane CO2 standard and the Carbon Offsetting and Reduction
Scheme for international Aviation (CORSIA)
24 https:llyww.neshville.eov/Portals/0/SiteCantentiSustainabil Ry/2009Gr enhous Gaslnventorv.odf
n httosa/www.e0a.¢wlsites/production/files/2019-02/dpclmentslus-ghe-inventprv-2019-main-text-odf
httpakpcc.ch/pu6lications and data/ar4lsvr/enAontentshtml
fyv-
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Draft Environmental Assessment
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August 9. 2023
Page 17
• Support for research into climate science
These actions will not only help us meet ambitious climate goals, but they will also help improve the quality of
life forthow living nearairports and under flight paths through reductions in community noise and pollutants
that degrade air quality, In addition to their environmental benefits, these actions will also spur US economic
and job growth.
Net Zero Sustainable Aviation Svstem
The FAA is working to build a net zero sustainable aviation system by 2050 and is committed to making
aviation cleaner, quieter, and more sustainable.
Commit to the US Aviation Climate Action Pfon and International Leadership
At the United Nations Climate Change Conference in November of 2021, the US Aviation Climate Action Plan
was released by the United States Department of Transportation (US DOT) and sets out to achieve net -zero
greenhouse gas emissions from the US aviation sector by 2050. Because transportation produces the most
emissions, the US DOT and FAA will be a large part of the solution. This plan will create a sustainable aviation
system that the US is committed to and will work with international partners to maintain and strengthen the
Carbon Offsetting and Reduction Scheme for International Aviation.
increase the Production of Sustainoble Aviation Fuels
Sustainable aviation fuels produced from renewable and waste feedstock can provide the greatest impact in
the FAA's effort to reduce greenhouse gas emissions. As shown in Figure 2, such fuels will be critical to the
aviation industry's ability to meet the net -zero emissions goal and they have the potential to slash emissions
by up to 100 percent. Sustainable aviation fuels can be used in today's fleet of aircraft, without modification,
and are produced from wastes, residues, biomass, sugar, of Is, and gaseous sources of carbon. The FAA also is
supporting research for piston aircraft to operate safely without leaded gasoline and encouraging actions that
minimize potential exposure to aircraft lead emissions.
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Draft Environmental Assessment
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Page 18
Figure 2 U5 Revenue Passengers Emplaned Compared to Aircraft Fuel use
Source: FAA https:Ilwww.faa.rtovlsustairabilitvtJdirnate-action-clan-international-leadership
U.S. Revenue Passengers Enplaned
Compared to Aircraft Fuel Use
The aviation
sector carried
.�
mare pa ssengers,
%a
while gene rating
S
sap
roughlythe same
emissions due in
Enplanemenu +
to fuel efficiency
t t gat 2negl
7m
improvements
R
w
Wertlm e.
�'� i
G90
Fuei�
-
�
Todaysfleetof
` +s �:nn-:r•,,:
aircraft
aircraft has an
�
nuo
average fuel
-
€
efficiency of 57.5
passenger -miles
3
PET gallon of fuel.
m
2aa c
pare sear. -
s
r BFS Form a[ i."'i Oa[¢bau
n
o
1990 1995 2LW :l005 201L 2015 7020
Eliminate Aviation Gasoline Lead Emissions by the End of 2030
The FAA and partners in the aviation community launched the eliminated aviation gasoline lead emissions
(EAGLE) initiative to eliminate leaded aviation fuels in piston -engine aircraft safely by the end of 2030. To
achieve these goals, EAGLE will:
1. Identify at least one unleaded fuel acceptable for safe General Aviation fleet use.
2. Minimize the safety and technical impacts associated with high-performance engines using unleaded
fuels.
3. Facilitate the increased production, distribution, and greater use of unleaded replacement fuels.
4. Ensure that 100 low -lead fuel is available during the transition to unleaded fuel.
5. Establish policies that support airport infrastructure funding for unleaded fuel.
6. Endorse plans that reduce or eliminate refiance upon leaded aviation fuels.
aevefep New Aircraft and Engine Technologies
Through the Sustainable Flight National Partnership, the National Aeronautics and Space Administration
(NASA) and FAA are working with industry to accelerate the development of more efficient aircraft and engine
technologies with a 30-percent improvement in fuel savings compared to today's planes, while also delivering
substantial noise and emissions reduction benefits. The FAA provides major support to the ASCENT (the
Aviation Sustainability Center) program for university teams from across the country to research and
demonstrate the viability of innovative airframe, engine and flight management technologies that reduce
noise, emissions, and fuel burn. The Continuous Lower Energy, Emissions and Noise (CLEFN) Program also is a
significant environmental effort by the FAA to accelerate the development of new aircraft and engine
technologies.
www.hmmh.com
March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 19

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Figure 4 - Section 3 - Noise
Smith Reynolds Airport (INT) Taxiway L Environmental Assessment Noise and Air Quality Technical
Memorondum
August 9. 2023
Page 19
Increose Operations Efficiency
While the Us National Airspace system is efficient, there are opportunities for improvements In all phases of
flight to reduce fuel burn. This includes improvements during taxiing, takeoff, and landing operations as well
as airlines flying more optimal trajectories that reduce fuel usage. Research shows that aircraft operations also
affect the climate through nor -CC z emissions, especially via contrails and aviation -induced cloudiness. The US
government is supporting research to cost-effectively reduce climate impacts of aviation by limiting contrail
formation. The FAA's NextGen initiatives also support our environmental goals through innovative air traffic
cor i procedures involving Performance Based Navigation and optimized Profile Descents.
Reduce Airport Emissions and Improve Fuel Efficiency
The government provides incentives to reduce emissions from airports through funding and development of
several grant programs. Among others, they Include the Zero Emission Vehicle Programt7, which provides
grants to replace or convert on -road vehicles for zero -emission vehicles. The Energy Efficiency Program
provides funding to identify and implement fuel reduction measures at airports.
3. Noise
Thisseaion presents and discusses the potential for noise impacts associated with the (1) construction of new
Taxiway L extension and apron, (2) demolltion of existing pavement (taxilane and apron), (3) construction of
new pavement (taxi and apron), (4) Runway 22 Runway Safety Area (RSA)and pond drainage improvements,
and (5) new MRO buildings and associated parking. During the years of construction and after construction,
aircraft operations are projected to be the same for the Proposed Action and the No Action alternatives. The
proposed MRO facility and related improvements will not add operations to the airport beyond what is already
expected due to natural growth at the airport. Therefore, aircraft noise was not evaluated or inventoried. To
evaluate any further potential for impacts due to construction and demolition activities, HMMH reviewed the
county's local ordinances to determine if there are any criteria or thresholds on construction and aircraft noise
events.
3.1Regulatory Setting and Threshold Criteria
Federal, state, and local regulations, standards, and guidelines relevant to noise that apply to the project are
listed below:
• FAA Order 1050.1F Environmental Impacts: Policies and Procedures Desk Reference
• Aviation Safety and Noise Act of 1979
• Forsyth County Code of Ordinances, Chapter 1
■ City of Winston-Salem Municipal Code, Chapter 46
3.I.I Aircraft Noise
Under the National Environmental Policy Act (Nall federal agencies must consider the impact their actions
will have on the environment compared to a no -action alternative. According to Federal Aviation
Administration (FAA) NEPA implementing guidance (FAA Order 1050.1E and Desk Reference, and FAA Order
511 impactsto noise and compatible land use must be considered as part of the environmental analysis
under NEPA. Aircraft noise sources were not inventoried arevaluated as changes to aircraft operations are not
expected to change due to the Proposed Action or during the construction period. Runway 15-33 is the main
runway and will not be affected by the Proposed Action. Runway 4-22 may be closed on short term basis for
construction of the RSA but this will have a negligible affect on overall operational patterns. Prior Dill noise
contours that have been developed for INT, show the DNL 65 d6 contour remaining on airport property and
not affecting any noise sensitive land uses.
"httpsalwww.faa.eoylairportslenvironmental)zero emissions vehicles
Ny
www.hmmh.com
March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 20

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
March 2024
Smith Reynolds Airport {INT) Traxlway L Envirenmentoi Assessment Nolse and Air Quality Techntcol
Memorandum
August 9, 2025
Page 20
Taxiway and apron construction projects typically qualify fora Categorical Exclusion under FAA 1050.1F unless
they may result in a significant noise increase over noise sensitive areas". Because this project will not result
in any changes to aircraft fleet mix or runway use during or after the Proposed Action, no significant noise
increases over noise sensitive areas are expected during construction or after due to the Proposed Action.
However, the proposed action will result in temporary increases in noise due to construction activity which is
discussed below.
3.1.2 Construction Noise
FAA does not provide significance thresholds for construction noise and, therefore, local ordinances were used
to identify potential construction noise impacts. The project is located within the City of Winston-Salem in
Forsyth County, North Carolina.
State of North Carolina
North Carolina State Law grants a county the ability to regulate, restrict, or prohibit the production or
emission of noises that "tend to annoy, disturb, or frighten its citizens." 29
Forsyth County
Noise control within Forsyth County I regulated under Chapter 15, Section 1 of the Cauntys Cod of
Ordinances. The Code does not have set noise level limits for construction activities, nor does It specify the
restriction of noise from construction sources during any time during the day.3°
City of Winston-Salem
The City of Win5ton-5alem addresses noise under Chapter 46, Section 46-5 of the Winston Salem Code of
Ordinances. According to the Municipal Code, certain activities such as refuse collection with a front-end
loader, operation of garage machinery, or use of gasoline domestic tools outdoors between 10:00 p.m, and
6:00 a.m. are prohibited in residential areas or within 300 feet of a residence. Section 46-6 provides
exceptions to the noise ordinance including activities deemed necessary, such as repairs of bridges, highways,
or other utilitles, on behalf of Winston-5alem, the State of North Carolina, or the united states Federal
Government, are exempt from these hours when convenience or public welfare render them impractical to
perform between 6:00 a.m. and 10:00 p.m.31 Construction activities for the MRO and taxilane project will
primarily take place during the day on airport property, construction work in the safety areas off Runway 22
may take place at night (due to safety reasons) when the runway can be shut down. The majority of any work
at night will take place further than 300 feet from the nearest residential property and if night work does
occur it will be due to safety reasons. Therefore, temporary construction activities due to the Proposed Action
will not violate the Winston-Salem Noise Ordinance.
3.2 Affected Environment
Implementation of the Proposed Action would not affectground operations near any residential areas or
increase the number of flights or type of aircraft using the airfield outside of typical projected growth at the
airport. As a result, only construction and demolition activities were considered for noise impacts. Prior DNL
za FAA 1050.11' Section 5-G.4 (e)
29 Chapter 153A, Section 133 of the North Carolina General Statutes (hereinafter G.S.).
httnsalwww.nclee.eovi[nactedLeeislation/Statutes/PDF/9vSection/Chanter 153A/Gs 153A-133.ndf
"Chapter 15, Section 15-1 of Forsyth County Code.
httns:l/library.municade.corn/nc/forsyth county/cedes/code of ordinances?nodeld=CH15OFIS ARTIINGE
"Winston-Salem, NC Code of Ordinances, Chapter 46 Noise, Article I General, Sect. 46.5, 46-6.
httus://library.munirode.com/nclwinston-salem/codes/code of ordinances?nodeld-PTIIICOOR CH46NO
www.hmmh.com
APPENDIX 5 (HMMH Air and Noise Memo) - Page 21

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Smith Reynolds Airport (INT) Taxiway L Envirenmenfol Assessment Noise and Air Quality Technical
Mernarondum
August 9, 2023
Page 21
noise contours that have been developed for INT, show the DNL 65 dB contour remaining on airport property
and not affecting any noise sensitive land uses "
3.3 Environmental Consequences
3.3.1 Proposed Action Affernofive
Aircraft Noise
Implementation of the Proposed Action would not affect ground operations near any residential areas or
increase the number of flights or type of aircraft using the airfield outside of typical projected growth at the
airport. As a result, only construction and demolition activities were considered for noise impacts.
Construction Noise
Construction activities typically generate noise from the operation of equipment required for demolition,
grading, and construction of the tax [fan e, apron, MRO facilities and related infrastructure. Most construction
activities will take place during the day and In areas well away from residential land use to reduce effects on
any nearby neighborhoods. Table 8 provides noise levels associated with common construction equipment
types generally range from 70 di for a power generator (measured at a distance of 50 feet) to 90 dBA for a
concrete saw (measured as a distance of 50feet).33
Construction noise typically dissipates between 4.5 to 6.0 dB for each doubling of distance (between the noise
source and the receptor). As an example, construction equipment with mufflers jlndependant of background
ambient noise levels) during excavation and grading may generate a noise level of 86 dBA Leq at 50 feet from
the noise source. Based on a sound dissipation rate of 6 dB per doubling of distance, this equipment would
generate a noise of 80 dBA at a distance of 100 feet, 74 dBA at a distance of 200 feet, and so on. That sound
drop-off rate does not consider intervening shielding (including landscaping or trees) or barriers, such as
structures or hills between the noise source and noise receptor. Table 8 provides a list of maximum sound
levels for expected construction equipment at the site and for reference at 200 feet from equipment that may
be used at the construction sites.
32 2012 Master Plan Update - 2028 future noise contours
33 Fifty feet is the standard reference distance used in U.S. Department of Transportation, Federal Highway
Administration guidance, including guidance for the evaluation of construction equipment noise (U.S.
Department of Transportation, Federal Highway Administration, FHWA Roadway Construction Noise Model,
Version 1.0 User's Guide, Table 1. January 2006. Available:
httos:Ilwww.esweventcenter. corn /Draft SEIR References12006 01 Roadwav Construction Noise Model U
ser Guide FHWA.pdf
www_hmmh.com
March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 22

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Smith Reynolds Airport {INT) Traxlway L Envirenmentai Assessment Nolse and Air Quality Technical,
Memorcindum
August 9. 2023
Page 22
Table 8. Construction Equipment Noise Emission Levels
Equipment Dewription Noise Level at SO
■i ft from
construction activities, Lmax (dBA�l
Paver 77
65
Dump Truck 77
65
Pickup Truck 75
63
Roller
So
67
Dozer
82
70
Excavator
I 81
69
Chain Saw
84
72
Compactor(ground)
83
71
Concrete Saw I 90
78
'Construction Noise Handbook Accessed November 30, 2021 at
httosWwww.fhwa-dot,8oylenvironmentlnoiselconstruction noiselhandbook/handbook06.6m
The noise levels shown in Table S are the maximum levels emitted by that equipment which will be in
operations during each construction phase, but each piece of equipment will not be continually in use during
each phase. Construction and demolition activities associated with Proposed Action will result in a temporary
increase in construction equipment usage, which may result in temporary increases in construction equipment
noise. However, all construction is anticipated to occur an airport property and primarilyduring daylight hours
for construction areas. Some work may occur at night, when the runway can be closed butthis activity will
likely be limited and on airport property away from residenenevs. As a result, all construction activities would
comply with the City of Winston-Salem Municipal Code as construction would not occur within 300 feet of any
residence in the city between the hours of 10:00 p.m. and 6:00 a.m. unless necessary for safety reasons.
Therefore, onty short-term temporary construction noise may occur and no permanent impacts from
construction equipment noise would occur due to the Proposed Action alternative.
3.3.2 No Action Alternative
The No -Action Alternative assumes that the proposed action is not implemented, and noise would remain
unchanged, therefore no additional noise impacts would occur.
3.3.3 Mitigation
As indicated in Section 3.3.1, impacts to noise with the implementation of the Proposed Action would not be
significant when compared to the No Action; therefore, no mitigation measures are required. Should
construction occur within 300 feet of any residence or within residentially zoned areas, it will occur between
6:00 a.m. and 10:00 p.m., in compliance with the City of Winston-Salem Municipal Code.
www.hmmh.com
March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 23

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
Figure 5 - AppendixA -Construction Emission Calculations
Smith Reynolds Airport (INT) Taxiway L Envirenmentol Assessment Noise and Air Quality Technical
Mernorandvm
August 9. 2023
Page 23
Appendix A Construction Emission Calculations
www.hmrnh.corn
March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 24

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
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APPENDIX 5 (HMMH Air and Noise Memo) - Page 25

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
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Draft Environmental Assessment
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March 2024
APPENDIX 5 (HMMH Air and Noise Memo) - Page 27

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
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March 2024
APPENDIX 5 (HMMH Air and Noise Memo) - Page 28

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 32

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
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Draft Environmental Assessment
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Draft Environmental Assessment
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March 2024
APPENDIX 5 (HMMH Air and Noise Memo) - Page 35

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
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March 2024
APPENDIX 5 (HMMH Air and Noise Memo) - Page 36

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 39

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
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March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 40

Draft Environmental Assessment
Project Lima - Smith Reynolds Airport (INT)
March 2024 APPENDIX 5 (HMMH Air and Noise Memo) - Page 41