of the project/action contribution to this overall total is also a very small fraction of the U.S. total. 

If necessary, the FAA program office or AEE can be consulted regarding how to conduct the GHG assessment and discuss the results. It should also be noted that there may be state or local requirements that could dictate additional documentation. 

## 6.3.3. Methodology 

In general, airport-related GHG emissions inventory procedures are intended to accomplish the following: 

• Identify and characterize the types and sources of GHGs to include in an emissions inventory. 

• Apply appropriate and consistent methods for computing airport GHG emission inventories. 

• Help airports track and manage GHG emissions over time taking into account issues pertaining to ownership, control and location. 

• Aid in the integration of airport GHG inventories into larger regional, national and global inventories. 

• Clarify the specific makeup and percent contribution of airport -generated GHGs, by source and emission type. 

Typically, aviation-related GHG emissions are also translated into Scopes based upon their origin and ownership. Consistent with international reporting protocols, these Scopes are defined as follows: 

• Scope 1/Direct – GHG emissions from sources that are owned by the reporting entity (i.e., airport operator). These include on- airport owned stationary sources (e.g., boilers, generators, snowmelters, etc.) and airport-owned GSE and fleet motor vehicles. 

• Scope 2/Indirect – GHG emissions associated with the generation of electricity purchased and consumed by the reporting entity. 

• Scope 3/Indirect – GHG emissions that are associated with the activities of the reporting entity, but are associated with sources that are owned by others. These include aircraft - related emissions and emissions from airport tenant’s activities as well as transportation to and from the airport by the public. 

Furthermore, GHG emissions are categorized by the degrees of control that an airport operator may have over them. These categories are defined as follows: 

• Category 1 – GHG emissions from sources that are controlled by the reporting entity . In the case of an airport operator these include Scope 1 emissions but can also include some Scope 2 and Scope 3 sources over which the entity can exert some control. Examples of the latter can include on-airport motor vehicles and tenant electrical use. 

• Category 2 – This category comprises Scope 3 emissions associated with sources owned and controlled by airlines and airport tenants. Examples include aircraft, APUs, most GSE, electrical consumption, and other stationary sources controlled by tenants. 

