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the congestion mitigation and air quality improvement program

quality improvement program

the congestion mitigation and air
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Our vision is to

create the world’s safest, most

efficient and effective intermodal

transportation system

with the active participation

and support of our

partners throughout

government and in

the private sector.

Notice

This document is disseminated under the sponsorship of the Department of Transportation in

the interest of information exchange. The United States Government assumes no liability for

its contents or use thereof.
Introduction 1

The Problem

Air Pollution and Traffic Congestion 2

The Response

The Congestion Mitigation and Air Quality Improvement Program 4

CMAQ and Air Quality 4

CMAQ and Congestion Relief 5

CMAQ and Livability 6

The Scale of CMAQ Projects 6

What’s New

TEA 21 CMAQ Highlights at a Glance 7

CMAQ Funding 9

Maximizing the Benefits of CMAQ funding 10

Eligibility 11

Transit and Public Transportation Programs 11

Traffic Flow Improvements 12

Travel Demand Management Strategies 12

Ride Sharing Programs 13

Pedestrian and Bicycle Programs 13

Education and Outreach 13

Inspection and Maintenance Programs 13

Extreme Cold Start Programs 13

Alternative “Clean” Fuels 14

Public/Private Partnerships 14

Experimental Pilot Projects 15

Recipient Responsibilities 15

Reporting Requirements 15

CMAQ and Transportation Conformity 16

CMAQ Program Assistance, Project Proposals and the Federal Aid Process 17

Project Development and Environmental Clearance 17

Looking to the Future 20

Appendixes 21

Air Emissions Glossary 21

State Transportation Contacts 22

Metropolitan Planning Organization 26

Other Air Quality Resources 26

Contents

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1

Clean air is an important part of a healthy

environment. Unfortunately, many industrial and

transportation activities that sustain our economy

can also produce air pollutant emissions as byproducts, degrading our air quality. Safeguarding

our air from such contamination is an important

priority of the U.S. Department of Transportation

(U.S. DOT), the Federal Highway Administration

(FHWA) and the Federal Transit Administration

(FTA).

The FHWA and FTA, in partnership with the States,

Metropolitan Planning Organizations (MPOs), and

local and private transportation entities, are

preparing for the future. Our overall vision is to

create the world’s safest, most efficient and

effective intermodal transportation system for the

American people--a transportation system that

provides access to everyone within and beyond

their community; where crashes, delays, and

congestion are significantly reduced; where freight

moves easily and at the lowest costs; where roads

protect ecosystems and travel on our roadways

does not degrade the quality of the air; where

pedestrians and bicyclists are accommodated; and

where essential transportation services are

restored immediately after natural disasters and

emergencies.

The FHWA and FTA goal to reduce delays on the

transportation system and to protect and enhance

the natural environment and communities affected

by transportation is greatly advanced by the

Congestion Mitigation and Air Quality

Improvement Program (CMAQ). The FHWA and

FTA recognize that we cannot achieve our goals

and objectives without the active participation and

support of our partners throughout government

and in the private sector. That is why we are

bringing this information on the CMAQ Program to

our stakeholders.

This brochure describes the CMAQ Program, a

transporation air quality improvement program. It

contains background and resource material for

transportation planners, project applicants,

environmental stewards and the general public. It

includes information about application procedures,

eligible projects and contacts for more information.

Introduction

Clean air is an important part of

a healthy environment.

The FHWA and FTA goal to

reduce delays on the

transportation system and to

protect and enhance the

natural environment and

communities affected by

transportation is greatly

advanced by the Congestion

Mitigation and Air Quality

Improvement Program (CMAQ).

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2

The Problem

Air Pollution and Traffic Congestion

Since the 1950s, we have known that vehicle

exhaust fumes play a major role in the

deterioration of air quality in urban areas. This

knowledge led to widespread State and Federal

regulatory activity, which eventually resulted

in the passage of the modern Clean Air Act

(CAA) in 1970.

The CAA gives the U.S. Environmental Protection

Agency (EPA) the responsibility and legal authority

to control air pollution by setting limits on

pollution from stationary, area, and mobile sources

of emissions. Federal standards, known as

National Ambient Air Quality Standards (NAAQS),

are required to be set at levels that protect human

health. There are currently NAAQS for six

pollutants. Those for which transportation sources

are significant include carbon monoxide,

particulate matter, and ozone. The most persistent

pollution problem is ground level ozone, which is

not emitted directly but is produced in the air

during a complex photochemical reaction involving

volatile organic compounds (VOCs) and oxides of

nitrogen (NOx) contained in automobile exhaust

emissions and other similar gasses.

	 









The air is much cleaner than it was in 1970 even

though further progress is necessary. For example,

the EPA estimates that from 1989-1998 national

emissions from mobile sources for carbon

monoxide (CO) decreased 24 percent, 26 percent

for VOCs and 30 percent for particulate matter

(PM) less than 10 microns in size. These dramatic

emission reductions occurred simultaneously with

significant increases in economic growth and

Sources: Figures 1 - 3 – U.S. EPA. Latest Findings on National Air Quality: 1999 Status and Trends, August 2000.

EPA-454/F-00-002 and U.S. EPA. National Air Quality and Emissions Trends Report, 1998, March 2000,

EPA 454/R-00-003.

	
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$

3

population. Despite substantial progress in

reducing emissions, the impact of mobile source

air pollution continues to be large. EPA estimates

that over 5,000 tons of VOCs from transportation

sources were emitted in 1999 and that

approximately 62 million people were living in

areas that do not meet the health-based standards.

Fine particulate matter, or PM2.5, is defined as

particles less than 2.5 microns in size. This

pollutant causes adverse health effects by

depositing in the lungs where it interferes with the

respiratory process. The health risk from an

inhaled dose of PM may depend on the size,

composition, and concentration of the particulate.

Combustion sources, including on-road vehicles,

are thought to be significant to overall pollution

levels of PM 2.5.

Large and densely populated metropolitan areas

experience increased traffic congestion problems.

The cost of traffic congestion to travelers is

measured in hours of delay and wasted fuel.

Travelers in the nation’s 68 largest metropolitan

areas spent over $72 billion in hours of lost time

and wasted fuel in 1999. Between 1982 to 1997 the

annual hours of delay per driver in the country’s

largest metropolitan areas increased by 125

percent, and in the small urban areas, the average

increase was 400 percent.1

 Figure 4 displays the

congestion increases experienced in many urban

areas throughout the country.2

1 & 2 Texas Transportation Institute. 1999 Annual Mobility Report, Appendix A-4

%	 &"'
()* ))+

SEATTLE

+20%

PORTLAND

+33%

SAN FRANCISCO

+28%

LOS ANGELES

+29%

SAN DIEGO

+40%

PHOENIX

+20% ALBUQUERQUE

+52%

SALT LAKE CITY

+53%

DENVER

+40%

DALLAS

+35%

ELPASO

+30%

HOUSTON

-2% NEW ORLEANS

+11% MIAMI

+30%

ATLANTA

+45%

CHARLOTTE

-4% LOUISVILLE

+44%

ST. LOUIS

+27%

MINNEAPOLIS

+61% MILWAUKEE

+33%

DETROIT

CHICAGO +20%

+36%

WASHINGTON, D.C.

+34%

BALTIMORE

+35%

NEW YORK

+18%

CLEVELAND

+35%

BOSTON

+36%

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4

The Congestion Mitigation and

Air Quality Improvement Program

In 1990, Congress amended the Clean Air Act to

accelerate America’s efforts to attain the NAAQS.

The amendments required further reductions in the

amount of permissible tailpipe emissions, initiated

more stringent control measures in areas that still

failed to attain the NAAQS (nonattainment areas),

and provided for a stronger, more rigorous linkage

between transportation and air quality planning.

The following year, Congress adopted the

Intermodal Surface Transportation Efficiency Act

(ISTEA) of 1991. This law authorized the

Congestion Mitigation and Air Quality

Improvement Program (CMAQ) to provide funding

for surface transportation and other related

projects that contribute to air quality

improvements and congestion mitigation. The CAA

amendments, ISTEA and the CMAQ program

together were intended to realign the focus of

The Response

transportation planning toward a more inclusive,

environmentally-sensitive, and multimodal

approach to addressing transportation problems.

CMAQ and Air Quality

The main goal of the CMAQ Program is to fund

transportation projects that reduce emissions in

nonattainment and maintenance areas. Using State

Departments of Transportation (State DOTs)

estimates in 1997, total emissions reductions

nationwide for CMAQ-funded projects were 170 tons

per day for VOC and 430 tons per day for CO. While

small in comparison to the reductions needed to

attain the NAAQS, CMAQ funding has been proven

to assist State DOTs and MPOs to meet their emission

reduction requirements. Typically, under ISTEA, 89

percent of CMAQ-funded activities result in an

estimated benefit of fewer than 100 kg/day or less

while a much smaller percentage show significantly

greater benefits. Figure 5 shows the distribution of

expected VOC reductions for CMAQ-funded projects

nationwide for FY 1997.

1	 2


345))+

&6

Reductions in traffic congestion

may decrease mobile source

emissions as well as improve

local economic competitiveness

and productivity. However,

given our current investment

patterns, increasing levels of

congestion are likely in the

coming years. Our current

course of runaway congestion is

---less and less--- a publicly

acceptable option. In addition

to the $72 billion in lost time and

wasted fuel, businesses located

in areas with major travel delays

face added costs associated

with production delays, delivery

difficulties, and diminished

access to clients. While one

alternative is to fund additional

road construction to keep pace with traffic growth,

this requires large capital expenditures, as well as

other social and environmental costs that many

communities are increasingly unwilling to accept.

Furthermore, there just may not be enough land

where the need is greatest in dense urban cores.

Part of the solution for these areas is to greatly

improve the efficiency of the entire transportation

network by increasing vehicle occupancy through

better transit services, ridesharing and other

demand management strategies; and managing our

road systems better through Intelligent

Transportation Systems and other traffic flow

improvements. These improvements offer the

mobility choices to reduce congestion and emissions,

and CMAQ funding can help make these a reality.5

The CMAQ program is targeted at the areas of the

country with the most severe air quality problems,

which unsurprisingly represent the nation’s largest

5

The most effective CMAQ-funded projects tend to

be large in scope and those that directly affect

vehicle emissions, for example, Inspection and

Maintenance VOC reductions range from 2 to 17

tons per day.3

CMAQ and Congestion Relief

Congestion mitigation is also a goal of the CMAQ

Program. Congestion relief can contribute to

improvements in air quality by reducing travel

delays, engine idle time and unproductive fuel

consumption. And while emissions are generally

being reduced nationally, most metropolitan areas

are experiencing increases in congestion. Over the

past twenty-five years, vehicle miles traveled

(VMT) have more than doubled, while lane miles

have increased slightly. (See Figure 6). This means

that people are driving more and over a relatively

static surface transportation system which is

causing increased congestion.

3

 Source: FHWA, 1997 CMAQ Annual Report.

4 Sources: FHWA. Highway Statistics Summary to 1995, Highway Statistics Annual Reports 1996-1998;

 FHWA/FTA. 1997 Status of the Nation’s Surface Transportation System;

 BTS. Transportation Statistics Annual Report 1998

5 Source: Texas Transportation Institute. 1999 Annual Mobility Report.

7%	  4$4

-

82)*9:99

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6

metropolitan areas. These areas are of tremendous

importance. They account for 34 percent of the

population, 45 percent of the national Gross Domestic

Product, 34 percent of the employment, and

comprise just 3 percent of the land area. If CMAQ

funding were sub-allocated to these areas according

to the federal apportionment formula applied to the

States, they would receive more than 57 percent of

all CMAQ funds nationally (see Table 1).

 6

Federal Fiscal Year 1999 CMAQ Apportionments for

the Country’s 12 Largest Metropolitan Areas*

Metropolitan Area Name Total CMAQ Funds

for Metro Area

New York City (tri-State area) $ 182.5 M

Los Angeles $ 158.7 M

Chicago $ 68.7 M

San Francisco $ 34.0 M

Philadelphia (tri-State area) $ 56.2 M

Detroit $ 24.5 M

Boston $ 50.0 M

Washington DC (tri-State area) $ 59.7 M

Dallas - Ft. Worth $ 31.3 M

Houston $ 35.6 M

Miami $ 23.0 M

Atlanta $ 24.8 M

Total $ 749.2 M

Percent of Total

Apportionment 57.2%

*If suballocated according to the Federal

apportionment formula

Reducing congestion is an important goal for all

metropolitan areas and CMAQ plays a role in both

large and small metropolitan areas in slowing the

growth of congestion, reducing emissions, and

maintaining economically viable and mobile

communities.

CMAQ and Livability

Smog-free urban areas with good mobility underpin

sustainable development goals, and a key benefit of

CMAQ-funded projects is improved livability in an

urban area. Areas with significant traffic congestion

and bad air pollution are consistently rated poorly

by the affected populations. Congestion is cited as

the cause of “road rage” and other anti-social

behavior. By addressing these key needs, CMAQ

funding can help an area achieve a more livable

environment for its inhabitants. Other quality of life

benefits can also result from CMAQ funded projects.

Bicycle and pedestrian improvements can make

urban life much more enjoyable.

In addition to these benefits, the CMAQ Program has

many indirect benefits such as including new

stakeholders in transportation decisions, fostering

project innovation, enhancing intermodal planning,

and promoting savings in infrastructure investment.

The future success of the CMAQ Program relies upon

the continued participation of a diverse group of

stakeholders. This diversity results in positive

benefits for communities throughout the United

States, because air quality decisions are subjected to

a wider variety of input from representatives

throughout communities and the public.

The Scale of CMAQ Projects

CMAQ funding will not “solve” an area’s air quality

or congestion problems. Nor can it alleviate a great

many urban problems, and dramatically improve an

area’s livability. It is one piece of a larger mosaic

that can help in specific transportation corridors. For

example, about $109 billion was spent by all levels

of government on highway and transit programs in

1995. CMAQ funding available to the States in that

year was only about $1 billion, or just 0.9 percent.

Even single, albeit major, transportation

infrastructure projects can cost in the billions of

dollars, far exceeding total CMAQ funding.

As instructive as this comparison is to give a relative

sense of scale, the proper comparison is not to the

amount spent each year to maintain and improve the

transportation network but to the total value of the

network. While reliable estimates are not available,

that figure is generally estimated to be in the trillions

of dollars. When viewed in this context, CMAQ

funding can only be viewed as providing incremental

improvements to such a vast network. The

appropriate way to view the potential of the CMAQ

program is at the project or corridor level where the

benefits of a single project can make a difference.

6

 Source: FHWA.
7

What’s New

TEA-21 CMAQ Highlights

at a Glance

The 1998-2003 CMAQ program under the

Transportation Equity Act for the 21st Century

(TEA-21) is a continuation of the innovative CMAQ

program introduced under the ISTEA. The TEA-21

CMAQ program provides over $8.1 billion dollars in

CMAQ: The First Six Years

The first six years of the CMAQ Program resulted in $4.6 billion (of $5.5 billion available after setasides) of funding for activities that assisted communities in reducing transportation related

emissions, reducing congestion, and increasing public dialogue concerning pollution and

transportation choices. The TEA-21 was designed to build and expand upon this success with the

continued support of transportation

partners and concerned citizens.

There are a variety of activities eligible for

CMAQ funding (See FHWA Final Guidance

for the CMAQ Improvement Program,

published in the Federal Register, Volume

65, Number 36, Page 9040, February 23,

2000). According to the FHWA Annual

Reports FY 1992-1997, during the first six

years of the CMAQ Program, transit

activities received the majority of the

funding (43%), followed by traffic flow

improvements, such as Intelligent

Transportation Systems (34%), while the

remaining activities such as pedestrian and

bicycle, shared ride, and travel demand

management, used the remaining funds.

funds to State DOTs, MPOs, and transit agencies to

invest in projects that reduce emissions from

transportation-related sources. In TEA-21, the

CMAQ program received approximately a 35

percent funding increase in basic authorization

levels. Additional activities were made eligible for

funding and the statutory formula for apportioning

funds was redesigned to provide a more equitable

distribution of funds.

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8

TEA-21 CMAQ Highlights

➤ Federal allocation formulas were adjusted so that areas designated as submarginal and

maintenance for ozone are now in the CMAQ apportionment formula, and there are

new weighting factors for CO nonattainment areas.

➤ CMAQ funding eligibility was expanded to include PM-10 nonattainment and

maintenance areas.

➤ Extreme low temperature cold start emissions control programs and magnetic levitation

transportation technology deployment projects were made eligible for funds.

➤ States were given more flexibility to develop CMAQ activities with non-governmental

entities in order to attract private investment under public/private partnerships.

➤ A portion of CMAQ funds may now be transferred to other programs such as Bridge,

Maintenance, Surface Transportation Programs or National Highway System projects if the

annual CMAQ appropriation exceeds $1.35 billion.

➤ States with minimum apportionment CMAQ funds have more flexibility regarding the use of

their funds; they may use a portion of the funds for Surface Transportation Program purposes

➤ As with all Federal-aid programs, CMAQ authorized funds will be supplemented with

“minimum guarantee” funds, assuring each State at least 90.5% of their trust fund revenues.

The TEA-21 CMAQ program is similar to its ISTEA

predecessor, but it features greater program

flexibility and several new program options (see

TEA-21 CMAQ Highlights).
CMAQ Funding

During the initial 1992-1997 CMAQ Program period,

a total of $6 billion was available for projects.

Basic funding levels for the 1998-2003 TEA-21

program period were increased by 35 percent and

are authorized at $8.1 billion. The basic amount of

available funding is determined by a formula

calculation based on population and EPA’s severity

classification for ozone and carbon monoxide air

pollution (See Figure 7).

These basic authorizations will be augmented,

perhaps significantly, from two sources. The first

is through the TEA-21 provision that guarantees

each State a minimum of 90.5 percent of the funds

that are paid into the Highway Trust Fund (HTF).

Part of the funds needed to raise a State’s total

Federal-aid apportionment to this level are added

to the CMAQ basic authorization. For example, in

1999 these minimum guarantee funds added $235

million to the basic authorization. The second is

through additions, part of which is added to the

CMAQ program, which occur when the HTF

revenues exceed projections. TEA-21 requires that

authorization levels be realigned when this occurs.

These funds under the Revenue Aligned Budget

Authority are expected to increase CMAQ and

other Federal-aid program funds substantially.

TEA-21 funds are apportioned to the State DOTs on

an annual basis. Once the funds are apportioned to

the State DOT, they are available for four years,

and may be “obligated” or dedicated, to specific

CMAQ projects.

++

7 Sources: Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991.

7 Source: Transportation Equity Act for the 21st Century (TEA-21) of 1998.

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9
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10

The obligation of funds assures the project sponsor

that federal monies are available and will be

provided for authorized projects. However, CMAQ

funds are only released as reimbursement payments

for completed work. Unused funds lapse at the end

of the four year availability period, and are no

longer available for use by the State.

CMAQ funds require a state or local match. The

typical split between federal and project sponsor

is 80 percent Federal, 20 percent State and/or

local match.

Under certain circumstances a portion of a State’s

CMAQ funds may be transferred to other Federalaid programs. This can only occur if the national

CMAQ funding level for a given year is greater than

$1.35 billion dollars. If this occurs, a State may

transfer up to fifty percent of the surplus actual

CMAQ apportionment funds to other Federal-aid

projects in the transportation improvement

program. However, the transferred funds must still

be obligated in nonattainment and maintenance

areas. The amount of transferable funds will vary

from year-to-year and from State-to-State depending

on overall authorization levels. The FHWA is

responsible for calculating the amount and tracking

the transfer of the eligible CMAQ funds.

Maximizing the Benefits of CMAQ funding

It is important to develop and fund CMAQ projects

that will assist an area in reducing transportationrelated emissions. Some projects may be more

effective and cost-effective than other projects. For

some projects, project comparisons can be

formulated by calculating an estimate for the

amount of emission reductions per dollar spent.

This cost-effectiveness analysis assists program

managers with the evaluation of dissimilar CMAQ

projects (for example, natural gas vehicles and

refueling stations versus bike paths). Nevertheless,

certain projects are more difficult to analyze. For

example, in assessing the impacts of bicycle

paths or a ride sharing program assumptions must

be made about the number of automobile trips

that will be reduced by people choosing these

travel options.

Because CMAQ funds are limited compared to

needs, planning officials should strive to maximize

air quality benefits by allocating resources to the

projects that are likely to achieve the greatest

reduction in emissions. Consequently, projects that

consistently reduce vehicle emissions for all trips

may be more beneficial than projects which

attempt to alter transportation demand for a

particular trip, such as commuting which now

constitutes only one-quarter of all trips. A

thorough understanding of transportation demand,

available resources and local traffic trends should

indicate emission reduction strategies that are the

most promising for a given geographical area.

The use of travel demand models may assist with

the development of travel scenarios and model

outputs can assist with estimating the

corresponding emissions. Often, these models use

many different inputs. FHWA can be contacted for

a compilation of techniques that have been used to

estimate emissions for a range of transportation

projects. Research in this area continues to

progress and tools to analyze the impacts of CMAQ

funded projects are being continuously refined.

While better modeling and improved analysis will

almost certainly assist decisionmakers on which

projects are estimated to yield better benefits,

judgement and thoughtful consideration will also

be necessary to select the best projects.

It is important to develop and fund

CMAQ projects that will assist an area

in reducing transportation-related

emissions. Some projects may be more

effective and cost-effective than other

projects.
Eligibility

Because CMAQ funds are intended to improve air

quality, funds must be spent in nonattainment or

maintenance areas. A nonattainment area is an area

formally designated (in the Code of Federal

Regulations) by EPA as not meeting the NAAQS. A

maintenance area is an area that was nonattainment

but has subsequently attained the NAAQS and was

officially redesignated to attainment by EPA.

The CMAQ program strives to reduce

transportation-related emissions by providing State

DOTs and local governments options to fund

different emission reduction strategies. For

example, the CMAQ Program enables communities

to increase public awareness concerning the links

between transportation choices and air pollutions;

provide technological applications to improve

transportation system efficiency; increase transit

services; or implement “Ozone Action” programs.

Many of these activities could be Transportation

Control Measures (TCMs). Most of the eligible

categories of CMAQ projects are TCM-type activities

and include a wide variety of measures to decrease

vehicle emissions, primarily by reducing the total

amount of vehicle miles traveled (VMT) in an area.

Certain projects are ineligible for CMAQ funds.

Legislative prohibitions exclude vehicle retirement

programs and highway capacity expansion projects.

Policy considerations exclude highway maintenance

and reconstruction projects because these activities

preserve existing levels of service and are unlikely

to contribute to further improvements in air quality.

Transit and Public Transportation Programs

CMAQ funds may be used to support the use of

public transportation. There are three broad

categories of transit projects or programs that are

eligible for funding: service or system expansion;

provision of new transit service; and financial

incentives to use existing transit services. Service

expansion strives to attract new users, typically by

providing new transit facilities or additional transit

vehicles. Improving intermodal connections in the

major urban areas has been a focus since ISTEA

and these projects are generally eligible for

CMAQ funding.

The start-up of new transit service (e.g., new

express bus routes or new shuttle service linking

major activity centers) is supported under the

CMAQ program in an effort to tap new markets for

transit. While CMAQ cannot be a permanent

source of funding for transit service, the goal is to

encourage experimentation to determine whether

new types of services are viable.

Financial incentive strategies attempt to encourage

transit use, and include innovative fare policies as

part of an overall effort to reduce exceedances of

the air quality standards. Under specific conditions,

CMAQ may be used to offset the cost of offering

reduced or free transit fares. This can be done

when the subsidized fare is an element of an

overall, area wide strategy for reducing emissions

during peak periods of ozone pollution.

Noteworthy transit success stories which were

partially CMAQ-funded include the St. Louis

Metrolink Program, an 18-mile light transit line that

connects suburban communities with the city.

Another innovative project was the Boulder,

Colorado Hop and Skip Community Transit System.

The program received the 1999 FHWA

Environmental Excellence Award.

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11
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12

Traffic Flow Improvements

This strategy reduces emissions by promoting efficient

traffic movement, thereby reducing unproductive travel

delays and emissions resulting from engine idling. There

are many ways to reduce and improve air quality by

improving traffic flow. These include: traffic signal

synchronization, channelization (to separate turning

movements, for example), high occupancy vehicle lanes,

and transportation management improvements. Of

 particular note are Intelligent Transportation Systems

(ITS). The ITS efforts, using the very latest technologies,

may be among the most innovative traffic flow

improvement activities that are funded by CMAQ. In

Fiscal Year (FY) 1997 the majority of CMAQ funds went

to traffic flow improvements for the first time in program

history, and much of this growth can be attributed to

increased interest in ITS activities. FY 1996 and FY 1997

CMAQ funds were used for ITS projects that range from

the ITS Early Deployment Plan in New York or the Traffic

Operations Centers in New Jersey, Georgia and California

to placing fiber optic cables in Texas and Kentucky’s

deployment of the Interstate Traffic Management

Program.

Travel Demand Management Strategies

The demand for transportation can be moderated by

adopting policy incentives that minimize the aggregate

number of single occupancy vehicle trips and miles

traveled. These strategies have grown substantially

over the years and many metropolitan areas employ

them to good advantage. Guaranteed Ride Home

programs, employer outreach, public education,

telecommuting, transportation management

organizations, and other alternatives are also used to

encourage trip reduction.

8 Source: FHWA 1999 Environmental Excellence Awards

City of Boulder Special Transit

Regional Transportation District8

The HOP and the SKIP transit

services are helping the city of

Boulder meet its clean air and

congestion relief goals. The

services provide easy access

and high frequency service

for citizens and

commuters in Boulder,

and they have received

widespread community

support. The HOP

shuttle circulates

through three main

activity centers. The

SKIP provides

service that

connects

residents to

employment

centers and retail

districts along the route. Each day,

the HOP and SKIP provide service for close to

10,000 riders. Through partnerships, creative

planning, and public involvement, the transit

services demonstrate how citizens working

with local government can set up a successful,

cost-effective, and community-oriented transit

system.
Ride Sharing Programs

Ride sharing programs are designed to increase

vehicle occupancy in an attempt to reduce emissions.

This can be achieved by minimizing the total

number of vehicles on the road and these programs

are most effective for commuting purposes. Ride

sharing programs tend to be most effective when

participants save time or money by ridesharing, for

example when high occupancy vehicle lanes are

available that reward those traveling with 2

persons or more in a vehicle through reduced

travel times.

Pedestrian and Bicycle

Programs

No mobile source emissions

are produced by travelers

using bicycles or walking,

therefore, programs that

promote these options are

eligible for CMAQ funds.

The substitution of

bicycling and walking for

relatively short trips is

especially beneficial,

because brief automobile

trips result in

disproportionately large emissions caused by cold

engine starts and fuel evaporation after the

conclusion of the trip.

Bicycle programs may include the creation of

trails, storage facilities, and marketing efforts

designed to support bicycles as a form of

transportation. The bicycle, as a viable

transportation mode, has spurred many

communities to incorporate bicycling facilities

into urban plans, stimulating the reduction of

motor vehicle emissions in some areas.

One such example is the Long Beach Bikestation in

California which provides a convenient transfer

point for riders on the adjacent light rail line. In

addition, the Bikestation includes mechanics on

site and provides secure bike lockers and rental

bicycles. The Long Beach Bikestation has become

a community hub for bicycle advocacy, transit

information and community events.

Education and Outreach

CMAQ funding may be used to increase public

knowledge of transportation-related emissions and

opportunities to reduce them through mitigation

strategies and improved transportation choices.

Successful education and outreach projects have

included metropolitan public awareness

campaigns, such as “Ozone Action” day programs

that inform citizens about the causes of rising

ozone levels during the day. Other activities have

included public-private projects. One project in

Houston-Galveston, Texas, assessed public

resistance to transit and led to the development of

compelling marketing materials, reduced fares and

the targeted promotion of transit services and

resulted in a significant increase in transit

ridership.

Inspection and Maintenance Programs

Poor engine maintenance and malfunctioning of

pollution control equipment can significantly

increase the amount of emissions released per

vehicle. According to EPA analysis, only 10

percent of the vehicles on the road produce 50

percent of the pollution. Consequently, CMAQ

funds may be used to introduce, conduct and

provide start-up costs for automobile inspection

and maintenance programs.

Extreme Cold Start Programs

Several physical factors impact engine

performance and increase emissions. Cold

temperatures, and cold engine starts increase

emissions because specialized exhaust equipment,

such as catalytic converters, take time to warm up

to the optimum operating temperature. While an

important phenomenon everywhere, it is

particularly crucial in cold-weather climates.

CMAQ funds may be directed towards the

development and implementation of programs that

are designed to reduce or mitigate excessive cold

start emissions. It is estimated that for a five mile

trip, the cold car generates about 30 percent more

NOx and 60 percent more carbon monoxide than

starting the car when it is warm.

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Alternative “Clean” Fuels

Alternative or clean fuels are defined somewhat

differently in the Clean Air Act and Energy Policy

Act. But for CMAQ purposes an “alternative” fuel

must reduce emissions to be eligible. These fuels

can include natural gas, ethanol, methanol,

electricity and liquefied propane gas. While a great

many transit providers have used CMAQ funds for

switching to alternative fuels, eligibility also

extends to the purchase of vehicles and refueling

equipment for other public agencies as well. And

under TEA-21, eligibility can even extend to private

companies (see Figure 8).

Public/Private Partnerships

Partnerships between public and private

enterprises can leverage scarce funding resources

by allowing private firms to own or operate a

service developed with public funds. Often, public

support is vital for projects that are not yet

commercially viable because they lack markets

sufficiently developed to stimulate private sector

investment. TEA-21 eliminates some of the

restrictions that previously limited private

participation in emission reduction projects.

Some partnerships are ineligible for public funding

because the private participation is mandated by

law. CMAQ funds can not be used to help a private

entity come into compliance with specific legal

requirements, such as Clean Air Act or Energy

Policy Act mandates. However, if the private entity

clearly goes beyond the requirements, CMAQ funds

may be used if the eligibility provisions are met.

Furthermore, without public sponsorship or a

contractual arrangement between a public agency

and a private firm, CMAQ funds cannot be directed

to the private sector.

*)	 $




9 Source: FHWA, Transportation Air Quality Selected Facts and Figures, 1999, page 29
Public agencies interested in a partnership project

need to consider several institutional and

administrative issues. Federal regulations are

often a major challenge to people unfamiliar with

the process. Local match provisions,

reimbursement conditions, environmental

clearances, and other requirements apply

regardless of whether a project is implemented by

a public or private entity. Public partners need to

consider contract administration issues, including

the length of a contract, and legal recourse in the

event of contract performance deficiencies.

Private corporations interested in partnership

arrangements need to be aware of program funding

characteristics. Potential funding changes include

annual appropriation levels or program

cancellation. Private partnerships may need to

produce satisfactory financial returns for

shareholders, but these returns may be set by

regulatory authorities in noncompetitive or

monopoly market environments.

Experimental Pilot Projects

The CMAQ Program has proved overall to be a

highly successful experiment in Federal

transportation funding. However, there are many

possible ways to use CMAQ funds in which

Federal, State and local authorities may have little

experience. Experimental pilot projects are

innovative initiatives that are designed to provide a

funding mechanism for well thought out strategies

that extend beyond current experience and are not

explicitly eligible under the law. Before and after

evaluations are required to see if the experimental

project has produced air quality benefits, and

States may not use more than 25 percent of their

annual CMAQ apportionment. Pilot projects are

usually unique, with few precedents to guide the

proposal and development process, but technical

assistance is available from Federal agencies,

including FHWA and FTA. Experimental pilots

must meet all legal requirements – they must be

reasonably classified as transportation projects;

they must show potential to reduce emissions; and

they cannot violate any legal restrictions.

Recipient Responsibilities

The project sponsor is usually responsible for

assembling the proper documentation for CMAQ

proposals. The requirements to apply for CMAQ

funds vary by metropolitan area and State.

Interested parties should contact their State DOT

or MPO to find out the requirements for their

nonattainment or maintenance area. Once the

project is found eligible by FHWA or FTA, the

recipient must follow through by supplying

information necessary for the State DOT to

adequately develop the required annual report.

Every effort should be made by the project

sponsors to quantify, or qualitatively assess,

(if quantification is impossible), the

proposal’s benefits.

Reporting Requirements

The CMAQ Guidance requires State DOTs to

provide FHWA with annual reports detailing their

CMAQ projects. The report should list the CMAQ

projects by category, and include information

about emission reduction estimates and project

costs. Generally, these reports are prepared on a

Federal fiscal year basis.

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In order to fund the best projects, transportation

and air quality planning must be fully integrated.

Without a comprehensive picture of an urban,

nonattainment area’s transportation and air quality

needs, including detailed understanding of the

interrelationship between congestion, travel

growth, and transportation-related emissions, it

will be extremely difficult to maximize the

effectiveness of an area’s CMAQ funding. At the

nexus of transportation and air quality planning is

transportation conformity. And CMAQ funding has,

in many instances, been critical to making a

conformity determination and maintaining the flow

of Federal transportation funds without disruption.

Transportation planning in metropolitan

communities strives to maximize mobility and

accessibility while simultaneously minimizing air

pollution. The MPOs are composed of

representatives from regional transportation

organizations and local governments. Planning

activities are initiated by MPOs and in order to

achieve transportation goals, follow a formal

“continuing, comprehensive and cooperative”

planning process. The process begins with public

participation and input that reflects the values and

priorities of the community.

Conformity is a requirement of the CAA which

states that transportation plans, programs and

projects must “conform” to a state’s plans to attain

the air quality standards. A demonstration of

conformity is required to receive federal funds and

approvals before advancing projects. If the

demonstration cannot be made, only certain

projects may proceed until it can be.

CMAQ and

Transportation Conformity

Conformity brings together transportation and air

quality planning. The MPO creates a 20 year

transportation plan and the Transportation

Improvement Program (TIP) which is a prioritized

list of transportation activities in the MPO area. For

an MPO in a nonattainment (or maintenance) area,

the predicted air emissions from the plan and TIP

must not exceed an emissions limit established by

the State air quality agency. These documents

embody the MPO’s vision for addressing the area’s

transportation needs in consultation with the State

DOT. By contrast, each State air quality agency is

responsible for developing a plan to achieve the

national air quality standards. The State

Implementation Plan, referred to as the SIP, describes

emission reduction efforts to attain the NAAQS and

is subject to EPA approval. Without adequate

planning to address both the transportation needs

and for attainment of the standards, the conformity

process can become unbalanced, making the

demonstration of conformity problematic.

The CMAQ program, which has sometimes been

referred to as the funding arm of the Clean Air Act,

has a direct and important relationship with

conformity and air quality compliance. It can be an

important funding strategy for implementing such

measures as CAA-required inspection and

maintenance programs or conversions to alternative

fuels. One of its greatest benefits has been toward

assisting the demonstration of conformity.

When preliminary analysis indicates that

conformity cannot be established, it may mean that

the MPO and the State DOT must change the

timing or mix of transportation projects in the Plan/

TIP, delaying or eliminating needed transportation

improvements. An alternative to this is to identify

emissions-reducing projects as offsets which may

be funded under the CMAQ program. In this way,

CMAQ funding has been crucial to avoiding costly

disruptions in the Federal funding process.

CMAQ funding has been crucial to

avoiding costly disruptions in the

Federal funding process.
CMAQ funds are available to a wide range of

government and non-profit organizations, as well

as private entities contributing to public/private

partnerships, but are controlled by the MPO and

the State DOT. Often, these organizations plan or

implement air quality programs and projects as

well as provide CMAQ funding to others to

implement projects.

Organizations interested in obtaining CMAQ

funding need to develop their ideas and prepare a

project proposal using State DOT or MPO

procedures. The project proposal must document

how the project will provide emissions benefits

before CMAQ eligibility is determined. Wherever

possible, a quantitative emissions reduction

estimate should be presented, although certain

project categories, such as public education,

marketing, or other outreach efforts

are not easy to assess quantitatively. Instead, for

these projects, a logical explanation of the

emission reduction contribution and air quality

benefit may be acceptable.

The process by which proposals for CMAQ funds

are solicited is unique to each State and MPO.

Therefore, project sponsors should pay careful

attention to the submission guidelines and

deadline schedules that are established in their

State and/or MPO. The MPO is responsible for

developing and prioritizing projects and works

with the State DOT to set the CMAQ Program

investment level. In some States, CMAQ funding

is programmed and projects are selected every

two years. Consequently, a missed deadline may

create significant delays for a worthwhile

CMAQ proposal.

As stated above, all projects which are to receive

federal funding or approval must come from the

latest conforming plan and TIP. All CMAQ projects

must come from the fiscally constrained plan and

TIP in order to be authorized. Authorization is the

final approval that is given by FHWA or FTA. If you

have a CMAQ project you would like to have

funded, it must first be placed on the plan and TIP

by the MPO. This process varies among MPOs and

it is recommended you contact your MPO with

your suggestions for CMAQ projects.

Project Development and

Environmental Clearance

All federally funded projects have several stages,

all of which require time, effort and coordination.

The simplicity or difficulty of your project will

dictate the amount of time and effort it requires.

Projects funded with CMAQ must comply with

laws created to protect the human and natural

environment.

CMAQ Program Assistance,

Project Proposals and

the Federal Aid Process

All phases of project development are

eligible for CMAQ funds. However, to

keep your project eligible for

reimbursement, each phase must be

approved prior to spending money . . .

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There are a number of major milestones that are

generally required for Federal-aid projects,

including those under CMAQ. The agencies

approving the project have certain responsibilities,

as do the project sponsors. Once the project has

received an eligibility determination from the

FHWA or FTA, the project sponsor will be

responsible for the planning, public involvement,

environmental documentation, permits and

10 Source: FHWA

approvals, design and development of plans,

creation of right-of-way plans and acquisition of

property, submission of procurement, bid and

construction paperwork, selecting contractors and

submission of materials for invoicing and annual

reporting requirements. The Federal and State

agencies provide environmental, right-of-way and

utility clearances, and authorization (See Figure 9).

)9

EPA

Consultation on

Air Quality Benefits

Typical Project Development Process

MPO

Priorities

State

Priorities

U.S. DOT

Eligibility

Decision

Project

Proposal

Right-of-Way

Acquisition

Construction

or

Implementation

Record-keeping

and

Annual Reporting

Transportation Plan /

Transportation

Improvement

Program

Project

Approval

Environmental

clearance
Environmental clearance covers a range of

activities that may be required to meet federal and

state environmental laws. This includes the

National Environmental Policy Act (NEPA), the

National Historic Preservation Act (Section 106),

the Uniform Relocation Act, and other relevant

laws. The environmental documentation process is

designed to help project sponsors and federal

agencies make decisions. Compliance with NEPA

is required for Federal-aid projects and can range

from a simple determination of no significant

impacts to a fully executed Environmental Impact

Statement. Your CMAQ project will need final

NEPA approval from FHWA or FTA prior to further

funding. Some MPOs require NEPA to be complete

prior to placing the construction phase of a project

on the TIP. In order to complete the environmental

clearance process you may be required to hold one

or more public meetings.

If you have any right-of-way to purchase, there are

established laws that must be followed prior to

starting the transaction and must be completed to

approve your document and fund your project.

All phases of project development are eligible for

CMAQ funds. However, to keep your project

eligible for reimbursement each phase must be

approved prior to spending money, purchasing

right-of-way or signing contracts.

Many CMAQ-eligible projects do not require all

steps in the above process to be followed. In other

words, certain projects can benefit from a greatly

streamlined project development process (e.g.,

ride-sharing programs, vanpool programs, public

education programs, etc.). The best course of

action is to work closely with your MPO and/or

State DOT to determine how best to ensure that all

required legal and environmental requirements are

addressed.

The CMAQ

program can aid

communities in

improving the quality of

the natural environment

by reducing highwayrelated pollution.

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Highways and transportation facilities have

significant effects on the natural environment and

on the quality of life in communities. Through

Federal-aid programs such as CMAQ, we work with

our partners to ensure that highway and transit

facilities enhance the natural environment.

The CMAQ program can aid communities in

improving the quality of the natural environment

by reducing transportation-related pollution. The

FHWA and FTA partner with States and MPOs to

strengthen the links between transportation

investments and communities by supporting

and promoting increased transportation options

and programs and projects to reduce

environmental impacts.

The country’s transportation system faces many

special challenges. Lane mileage has increased

slowly, while highway travel has increased rapidly.

Increased congestion is a result of this disparity.

The implementation of an integrated ITS

infrastructure system with CMAQ funds is just one

of the underlying strategies and initiatives

associated with achieving the strategic objective of

reduced congestion by improving the operations

and efficiency of our surface transportation

system.

Other challenges include the growth in the demand

for travel, which serves to partially counteract the

emissions benefits of cleaner cars and cleaner

fuels. In addition, as the new NAAQS for ozone and

fine particulate matter begin to phase in, States

will face new challenges in meeting the air quality

targets. In nonattainment and maintenance areas,

the impending impacts of potentially stricter

NAAQS are expected to increase the challenge of

meeting the transportation conformity

requirements. FHWA and FTA aim to reduce

mobile source emissions by encouraging the use of

less polluting transportation options and

supporting the deployment of fuel- and emissionefficient vehicles. Many of these activities are

eligible for CMAQ funds.

While the FHWA and FTA are proud of the

contribution the CMAQ Program has made to

reductions in mobile source emissions and

congestion, the CMAQ Program’s emissions

impacts must be recognized as one relatively

small part of the solution to a large and

complex problem.

Over the first 9 years CMAQ has opened up the

project selection process, helped reduce mobile

source emissions and helped slow the rate of

growth of congestion in some of the nation’s

largest cities. The goals of improved mobility and

environmental protection are a delicate balancing

act repeated throughout the country every day.

Given the ever changing demands on the funding

program, air quality standards and the

transportation system, CMAQ will continue to

provide improved funding opportunities to meet

these challenges.

Looking to the Future

Given the ever changing

demands on the funding

program, air quality

standards and the

transportation system,

CMAQ will continue to

provide improved funding

opportunities to meet

these challenges.
Carbon Monoxide (CO)

Carbon monoxide is a colorless, odorless gas

produced whenever incomplete fuel combustion

occurs. In the United States, more than two-thirds

of the carbon monoxide emissions come from

transportation sources. In urban areas, motor

vehicle contributions to carbon monoxide pollution

can exceed ninety percent.

When inhaled, the gas forms carboxyhemoglobin, a

compound that disrupts normal respiration by

inhibiting the transfer of oxygen to specialized

blood cells that transport the oxygen throughout

the body. Symptoms from exposure include

impairments in visual perception, manual dexterity,

learning functions and the ability to perform

complex tasks. Sensitive individuals, such as

infants, the elderly or respiratory patients may be

highly susceptible to acute symptoms of carbon

monoxide poisoning.

Particulate Matter (PM10 and PM2.5)

Particulate matter consists of airborne solid

particles and liquid droplets. These particles are

classified as “coarse” if they are smaller than 10

microns, or “fine” if they are smaller than 2.5

microns. Coarse airborne particles are produced

during grinding operations, or from the physical

disturbance of dust by natural air turbulence

processes, such as wind. Fine particles can be a

by product of fossil fuel combustion, such as

diesel and bus engines.

Fine particles can easily reach remote lung areas,

and their presence in the lungs is linked to serious

respiratory ailments such as asthma, chronic

bronchitis and aggravated coughing. Exposure to

these particles may aggravate other medical

conditions such as heart disease and emphysema

and may cause premature death. In the

environment, particulate matter contributes to

diminished visibility and particle deposition

(soiling).

Appendix I

Air Emissions Glossary

Ozone (O3)

Ozone is a chemically unstable molecule composed of

three oxygen atoms. Ground level ozone is formed by

sunlight and heat acting upon fuel combustion by

products such as nitrogen oxides and hydrocarbons.

Ozone occurs naturally in the upper atmosphere and

shields the Earth from ultraviolet radiation. However,

at ground level, ozone is a severe irritant and the

primary component of “smog”. In urban areas, at least

half of the ozone producing components come from

transportation sources such as automobiles. Because

ozone formation is directly related to atmospheric

temperatures, problematic ozone levels occur most

frequently on hot summer afternoons.

Ozone exposure is linked to respiratory illnesses such

as asthma and lung inflammation. Extended ozone

exposure can exacerbate existing respiratory ailments

such as chronic bronchitis and emphysema. Ozone

pollution can severely damage vegetation including

agricultural crops and forest habitats.

Carbon Dioxide (CO2)

Carbon dioxide is the by product of complete fuel

combustion. Although it does not impair human

health, the accumulation of carbon dioxide in the

atmosphere is believed to contribute to global climate

changes by trapping the earth’s heat.

Nitrogen Oxides (NOx)

Nitrogen oxides form when nitrogen and oxygen

atoms chemically react inside the high pressure and

temperature conditions in an engine. Nitrogen oxides

are precursors for ozone, and in the environment, they

contribute to the formation of acidic rain.

Hydrocarbons (HC) or

Volatile Organic Compounds (VOC)

Hydrocarbon emissions are a product of partial fuel

combustion, fuel evaporation and refueling losses

caused by spillage and vapor leakage. Hydrocarbons

react with nitrogen oxides and sunlight to form ozone.

Some hydrocarbons are toxic and may be

carcinogenic.

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STATES LISTED ALPHABETICALLY

Alabama Department of Transportation

1409 Coliseum Blvd.

Montgomery, AL 36130

(334) 242-6311

(334) 262-8041 Fax

web site: http://www.dot.state.al.us

Alaska Department of Transportation & Public Facilities

3132 Channel Drive

Juneau, AK 99801-7898

(907) 465-3900

(907) 586-8365 Fax

web site: http://www.dot.state.ak.us

Arizona Department of Transportation

206 S. 17th Avenue

Phoenix, AZ 85007

(602) 255-7226

(602) 255-6941 Fax

web site: http://www.dot.state.az.us

Arkansas Department of Transportation

P.O. Box 2261, Little Rock, AR 72203

10324 Interstate 30, Little Rock, AR 72209

(501) 569-2211

(501) 569-2400 Fax

web site: http://www.ahtd.state.ar.us

California Department of Transportation

1120 N Street

P. O. Box 942673

Sacramento, CA 94273-0001

(916) 654-5267

(916) 654-6608 Fax

web site: http://www.dot.ca.gov

Colorado Department of Transportation

4201 E. Arkansas Ave.

Denver, CO 80222

(303) 757-9201

(303) 757-9656 Fax

web site: http://www.dot.state.co.us

Connecticut Department of Transportation

P. O. Box 317546 / 2800 Berlin Turnpike

Newington, CT 06131-7546

(217) 782-5597

(217) 782-6828 Fax

web site: http://dot.state.il.us

(860) 594-3000

(860) 594-3008 Fax

web site: http://www.state.ct.us/dot/

Delaware Department of Transportation

Highway Administration Center

P. O. Box 778 Bay Road, Route 113

Dover, DE 19903 Dover, DE 19903

(302) 760-2303

(302) 739-5736 Fax

web site: http://www.state.de.us/deldot/index.html

District of Columbia Department of Public Works

Reeves Center

2000 14th Street, N.W., 6th Floor

Washington, DC 20009

(202) 939-8000

(202) 939-8191 Fax

web site: http://www.publicworks.ci.washington.dc.us/

 main.shtml

Florida Department of Transportation

605 Suwannee Street

Tallahassee, FL 32399-0450

(850) 414-5205

(850) 488-5526 Fax

web site: http://www.dot.state.fl.us

Georgia Department of Transportation

2 Capitol Square

Atlanta GA 30334

(404) 656-5206

(404) 656-3507 Fax

web site: http://www.dot.state.ga.us

Hawaii Department of Transportation

869 Punchbowl Street

Honolulu, HI 96813-5097

(808) 587-2150

(808) 587-2167 Fax

web site: http://www.hawaii.gov/dot/

Idaho Transportation Department

3311 W. State Street

P. O. Box 7129

Boise, Id 83707

(208) 334-8807

(208) 334-3858 Fax

web site: http://www.state.id.us/itd

Illinois Department of Transportation

2300 S. Dirksen Parkway

Springfield IL 62764

web site: http://dot.state.il.us/

Appendix II

State Transportation Contacts
Indiana Department of Transportation

Indiana Government Center North

100 N. Senate Avenue

Indianapolis IN 46204-2249

(317) 232-5526

(317) 232-0238 Fax

web site: http://www.ai.org/dot/

Iowa Department of Transportation

800 Lincoln Way

Ames, IA 50010

(515) 239-1111

(515) 239-1639 Fax

web site: www.state.ia.us/government/dot

Kansas Department of Transportation

Docking State Office

915 Harrison

Topeka KS 66612

(785) 296-3461

(785) 296-1095 Fax

web site: www.dot.state.ks.us

Kentucky Transportation Cabinet

State Office Building

High & Clinton Streets

Frankfort KY 40622

(502) 564-4890

(502) 379-1851 Fax

web site: http://www.kytc.state.ky.us/

Louisiana Department of Transportation and

Development

P. O. Box 94245 1201 Capitol Access Rd.

Baton Rouge, LA 70804-9245 / Baton Rouge, LA 70804

(504) 379-1200

(504) 379-1851 Fax

web site: http://www.dotd.state.la.us/

Maine Department of Transportation

State House Station 16

Augusta ME 04333-0016

(207) 287-2551

(207) 287-2896 Fax

web site: http://www.state.me.us/mdot

Maryland Department of Transportation

P. O. Box 8755

10 Elm Road

BWI Airport MD 21240-0755

(410) 865-1000

(410) 865-1334 Fax

web site: http://www.mdot.state.md.us/

Massachusetts Highway Department

10 Park Plaza

Boston MA 02116-3973

(617) 973-7868

(617) 973-8040 Fax

web site: http://www.magnet.state.ma.us/mhd/home.htm

Massachusetts Executive Office of

Transportation and Construction

10 Park Plaza, Suite 3510

Boston, MA 02116-3969

(617) 973-7000

(617) 523-6454 Fax

web site: http://www.state.ma.us/mhd/

Michigan Department of Transportation

State Transportation Building

425 West Ottawa

P. O. Box 30050

Lansing, MI 48913

(517) 373-2114

(517) 373-0167 Fax

web site: http://www.mdot.state.mi.us

Minnesota Department of Transportation

395 John Ireland Boulevard

Room 411, Transportation Building

St. Paul MN 55155

(651) 297-2930

(651) 296-3587 Fax

web site: http://www.dot.state.mn.us/

Mississippi Department of Transportation

Woolfolk State Office Building 401 North West Street

P. O. Box 1850 10th Floor

Jackson MS 39215-1850 Jackson MS 39205

(601) 359-7001

(601) 359-7050 Fax

web site: http://www.mdot.state.ms.us/

Missouri Department of Transportation

Highway and Transportation Building

P. O. Box 270

Corner, Capitol & Jefferson

Jefferson City MO 65102

(573) 751-4622

(573) 526-5419 Fax

web site: http://www.modot.state.mo.us

Montana Department of Transportation

2701 Prospect Avenue

Helena MT 59620

(406) 444-6201

(406) 444-7643 Fax

web site: http://www.mdt.state.mt.us/

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Nebraska Department of Roads

1500 Nebraska Highway 2

P. O. Box 94759

Lincoln NE 65809-4759

(402) 479-4615

(402) 479-4325 Fax

web site: http://www.dor.state.ne.us

Nevada Department of Transportation

1263 S. Stewart Street

Carson City NV 89712

(702) 888-7440

(702) 888-7201 Fax

web site: http://www.nevadadot.com/

New Hampshire Department of Transportation

John O. Morton Bldg.

Hazen Drive

P. O. Box 483

Concord NH 03301-0483

(603) 271-3734

(603) 271-3914 Fax

web site: http://www.state.nh.us/dot/

New Jersey Department of Transportation

1035 Parkway Avenue, CN-600

Trenton NJ 08625

(609) 530-3535

(609) 530-3894 Fax

web site: http://www.state.nj.us/transportation

New Mexico State Highway and

Transportation Department

State Highway Department Building

1120 Cerrilos Road, P.O. Box 1149

Santa Fe, NM 87504

(505) 827-5110

(505) 827-5469 Fax

web site: http://www.nmshtd.state.nm.us

New York Department of Transportation

Building 5, State Office Campus

Albany, NY 12232

(518) 457-4422

(518) 457-4190 Fax

web site: http://www.dot.state.ny.us

North Carolina Department of Transportation

P. O. Box 25201

1. S. Wilmington Street

Raleigh NC 27611

(919) 733-2520

(919) 733-9150 Fax

web site: http://www.dot.state.nc.us/DOT

North Dakota Department of Transportation

608 E. Boulevard Avenue

Bismarck ND 58505-0700

(701) 328-2581

(701) 328-1420 Fax

web site: http://www.state.nd.us/dot

Ohio Department of Transportation

1980 West Broad Street

Columbus, OH 43223

(614) 466 2335

(614) 466-0587 Fax

web site: www.dot.state.oh.us

Oklahoma Department of Transportation

200 N.E. 21st Street

Oklahoma City OK 73105

(405) 521-2631

(405) 521-2093 Fax

web site: http://www.okladot.state.ok.us/

Oregon Department of Transportation

355 Capitol Street, N.E.

Salem OR 97310

(503) 986-3200

(503) 986-3446 Fax

web site: http://www.odot.state.or.us/

Pennsylvania Department of Transportation

Forum Place

555 Walnut Street

Harrisburg, PA 17101-1900

(717) 787-5574

(717) 787-5491 Fax

web site: http://www.dot.state.pa.us/

Puerto Rico Department of Transportation

and Public Works

Office of the Secretary

P. O. Box 42007

San Juan PR 00940-2007

(787) 725-7112

(787) 728-8963 Fax

web site: http://www.dtop.gov.pr

Rhode Island Department of Transportation

2 Capitol Hill

State Office Building

Providence RI 02903

(401) 222-2481

(401) 222-6038 Fax

web site: http://www.state.ri.us

South Carolina Department of Transportation

Silas N. Pearman Building

955 Park Street

P. O. Box 191

Columbia SC 29202

(803) 737-1300

(803) 737-2038 Fax

web site: http://www.dot.state.sc.us
South Dakota Department of Transportation

700 East Broadway Avenue

Pierre SD 57501-2586

(605) 773-3265

(605) 773-3921 Fax

web site: www.state.sd.us/state/executive/dot

Tennessee Department of Transportation

700 James K. Polk Building

Fifth and Deaderick

Nashville TN 37243-0349

(615) 741-2848

(615) 741-2508 Fax

web site:www.state.tn.us/transport

Texas Department of Transportation

Dewitt C. Greer Highway Building

125 E. 11th Street

Austin TX 78701-2483

(512) 305-9501

(512) 463-0283 Fax

web site: www.dot.state.tx.us

Utah Department of Transportation

UDOT/DPS Complex

4501 S. 2700 West

Salt Lake City UT 84119

(801) 965-4113

(801) 965-4338 Fax

web site: http://www.sr.ex.state.ut.us

Vermont Agency of Transportation

State Administration Building

133 State Street

Montpelier VT 05633

(802) 828-2657

(802) 828-3522

web site: http://www.aot.state.vt.us

Virginia Department of Transportation

1401 E. Broad Street, Room 414

Richmond VA 23219

(804) 786-6675

(804) 786-6683 Fax

web site: http://www.vdot.state.va.us/

Washington Department of Transportation

Room 3D25 Transportation Building

Jefferson Street at Maple Park

Mail Stop: KF-01

Olympia WA 98504

(360) 705-7054

(360) 705-6800 Fax

web site: http://www.wsdot.wa.gov

West Virginia Department of Transportation

1900 Kanawha Boulevard, E.

Charleston, WV 25305-0440

(304) 558-0444

(304) 558-4076 Fax

web site: http://www.wvdot.com

Wisconsin Department of Transportation

4802 Sheboygan Avenue

P. O. Box 7910

Madison WI 53707-7910

(608) 266-1114

(608) 266-9912 Fax

web site: http://www.dot.state.wi.us

Wyoming Department of Transportation

5300 Bishop Boulevard

P. O. Box 1708

Cheyenne WY 82003-1708

(307) 777-4484

(307) 777-4163 Fax

web site: http://www.wydotweb.state.wy.us/

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Other Air Quality Resources: United States

Department of Transportation Contacts

Federal Highway Administration (FHWA)

FHWA

Office of Natural Environment

400 7th Street, SW, Room 3240

Washington, D.C. 20590

(202) 366-6724

http://www.fhwa.dot.gov/environment/cmaq.htm

Federal Transit Administration (FTA)

Office of Planning

400 7th Street, SW, Room 9413

Washington, D.C. 20590

(202) 366-4033

http://www.fta.dot.gov

Environment Protection Agency (EPA)

USEPA

Office of Transportation and Air Quality

2000 Traverwood Drive

Ann Arbor, MI 48105

http://www.epa.gov/otaq/transp.htm

Appendix III

Metropolitan Planning

Organization

For the Metropolitan Planning Organization in

your area, consult the National Association of

Regional Council’s website at

www.narc.org/ampo/mposnet.html

Appendix IV

Other Air Quality Resources
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Publication No. FHWA-EP-00-020

HEPN-10/0-00(20M)E

the congestion mitigation and air quality improvement program