# Appendix 2-E

Attachment 1: Process for Successful Planning and Environmental

Attachment 2: Standard Format for Finding of No Significant Impact

Attachment 3: Compatible Land Use

# Attachment 1: Process for Successful Planning and Environmental

#### MASTER PLAN

(Forecast, Facilities Inventory, Determination of Design Aircraft,
Identification of Facility Deficiencies = Facility Requirements)

**↓**

### PURPOSE AND NEED

(Clear and Concise \-\-- *defined during planning process*)

**↓**

#### FEASIBILITY OF ALTERNATIVES

(Evaluated in terms of Purpose and Need,

Public and Agency Coordination)

**↓**

### SELECTION OF PREFERRED ALTERNATIVE/ PROPOSED ACTION

**↓**

#### OBTAIN PERMITS

(Include in Consultant Scope of Work.

Prior to Signing FONSI)

**↓**

#### FONSI

(Conditions of Approval \-- Include Mitigation Measures required to
obtain necessary permits. *Brief* Statement of how mitigation will be
accomplished e.g. inclusion in Construction contract documents of:
surveys, monitoring, BMP's, timing windows.

Use Standard/Consistent Terminology)

**↓**

#### LAND ACQUISTION

(FONSI signed prior to initiating Land Acquisition.

Environmental Due Diligence Audit/Phase I Site Assessment required prior
to Land Acquisition)

**↓**

GRANT FOR CONSTRUCTION (AND REIMBURSEMENT FOR LAND)

(ACIP Threshold Criteria = Current Airport Layout Plan, Completion of
Environmental Process and Adequate Interest in Land)

# Attachment 2: Standard Format for Finding of No Significant Impact (FONSI)

Refer to the attached Example FONSI for Chefornak Airport Improvements.
Where the FAA's Order 5050.4A, Airport Environmental Handbook is
referenced in the following list and description of the elements of a
FONSI as (5050.4A), the format included Chapter 6 of 5050.4A should be
used. Unless otherwise noted in parenthesis as optional, the elements
listed below should be considered required elements of a FONSI prepared
for FAA funded projects.

1\. Heading (5050.4A)

2\. Airport Name and Location (5050.4A)

3\. Federal Project Number (Optional)

4\. Sponsor Project Number (Optional)

5\. Purpose and Need for the Project: Include a concise statement that
is specific to the project and includes tangible benefits. For example
the Purpose and Need for the Terminal Redevelopment Project at Anchorage
International Airport is "The proposed project will reduce traveler
delay and inconvenience, and will accommodate future needs for public
use of the South Terminal".

6\. Proposed Federal Action (5050.4A): Refer to attached example.

-   Be sure to include Airport Layout Plan approval where applicable.

-   Additional Federal Actions may be included, e.g. BLM Land Transfer.

7\. Description of the Project:

-   Include a list of project elements evaluated in the environmental
    assessment.

-   Include runway dimensions for new runways and runway extensions.
    Dimensions for other project elements are optional.

-   Land Acquisition should be listed as a separate project element
    where applicable.

8\. Summary of Environmental Impacts: (Optional) Particularly pertinent
for complex or controversial projects).

9\. Mitigation Measures (5050.4A): Refer to attached example.

-   Refer to the environmental assessment.

-   Be specific on how mitigation will be accomplished and by whom (e.g.
    Measures will be incorporated into the Construction Contract
    Documents).

-   If complex project and has a lot of conditions for individual impact
    categories, group by Impact Category.

-   Include statements of coordination with agencies required during
    construction or as part of environmental mitigation.

10\. Required Permits and Clearances:

-   List the permits and other environmental clearances required for the
    project.

-   Include the date the permits/clearances were obtained.

11\. Federal Finding and Approval (5050.4A): Do not include Disapproved
line as shown in 5050.4A.

*EXAMPLE ONLY*

**DEPARTMENT OF TRANSPORTATION**

####### FEDERAL AVIATION ADMINISTRATION

FINDING OF NO SIGNIFICANT IMPACT

##### FOR

Chefornak Airport Improvements

Chefornak, Alaska

Federal Project Number: AIP 3-02-0054-01

State Project Number: 51826

**PURPOSE AND NEED FOR THE PROJECT:** The purpose of the project is to
improve the safety and reliability of the aviation facilities at
Chefornak, Alaska by correcting the following safety deficiencies.

-   The existing runway length and width does not meet the design
    aircraft standards.

-   The safety area for runway 16 is used as a taxiway to the apron.

-   Aircraft parked on the apron penetrate the FAR Part 77 approach and
    transitional surface.

-   There are no runway lights.

**PROPOSED FEDERAL ACTIONS:**

-   Federal funding for the proposed project identified on the Airport
    Layout Plan (ALP) through the Airport Improvement Program

-   ALP approval

**DESCRIPTION OF THE PROJECT:**

-   Construct a new gravel surfaced runway (75' x 3,117') approximately
    2-miles from the community of Chefornak,

-   Install medium intensity airport lighting,

-   Construct a gravel surfaced taxiway,

-   Construct an apron, aviation support area adjacent to the apron,

-   Construct an access road from the community,

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-   Construct gravel pads and install visual navigation facilities
    (PAPI, REIL\'s).

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-   Construct a gravel pad and install a weather reporting facility
    (AWOS),

-   Acquire Land, Tract I and II,

-   Close the old airport when the new airport is open and available for
    use.

Long term development of the Chefornak Airport includes:

-   Construct a gravel surfaced crosswind runway and safety area,

-   Install medium intensity runway lights for the crosswind runway.

**MITIGATION MEASURES:**

Conditions of approval associated with this project are detailed in the
Environmental Assessment (EA) and project permits, and will be included
in the construction contract documents. The project has been coordinated
with the appropriate agencies and includes measures to minimize impacts.

Prior to the commencement of any groundwork, the Alaska Department of
Transportation (ADOT) shall conduct a teleconference or person-to-person
meeting with the ADOT contractor and the Corps of Engineers, Regulatory
Branch. The purpose of this condition is to review the permit and
conditions to make sure all parties are familiar with the permit
requirements and limitations.

Water Quality

-   Culverts will be sized to allow for unimpeded flow.

-   The unnamed stream channel that the access road crosses incorporates
    stipulations from the Alaska Department of Fish & Game to protect
    the resident blackfish population as follows:

-   The culvert shall be located in the thalweg of the stream and
    installed so that the invert is buried at least 965 mm (38"), at
    both the inlet and outlet of the culvert, below the streambed
    elevation.

-   The effective slope of the culvert at any point along its length
    must not exceed 0.5 percent.

-   The culvert shall be designed, installed, and maintained so that
    water velocity, flow, and any resulting drops in the water surface
    profile at any point within the culvert influence shall not impede
    the efficient passage of the slowest swimming fish group that occurs
    a the location of the proposed culvert installation. In order to
    meet this velocity requirement, the culvert shall be designed,
    installed, and maintained in such a manner that mean barrel velocity
    does not exceed 0.56 meters (1.8 feet) per second, and the average
    inlet and outlet velocities do not exceed 1 meter (3.6') per second
    during a mean annual flood design discharge with a two day duration.

-   The culvert shall be installed on a firm substrate. Clean sand and
    gravel fill shall be used as foundation and backfill.

-   Bank cuts, slopes, fill and exposed earthwork attributable to
    culvert installation and road building activities must be stabilized
    to prevent erosion both during and after construction.

-   Prior to any fill placement, a silt fence shall be installed on a
    line parallel to and within 1.5 meters (5') of the proposed toe of
    slope within all wetland areas that contain standing water that is
    connected to any natural body of water or where the toe of slope is
    within 7.6 meters (25') of said water body.

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-   The DOT&PF will design the project to minimize sedimentation
    migration and include an erosion control plan in the construction
    plans and specifications. A Storm Water Pollution Prevention Plan
    will be developed and implemented by the construction contractor.

Archaeological and Historical Resources

-   If cultural remains are encountered during construction, work must
    cease in the immediate area and Federal regulations pertaining to
    emergency discovery situations must be followed. The Advisory
    Council on Historical Preservation will be contacted in accordance
    the 36 CFR Part 800. The FAA Airports Division and the State
    Historic Preservation Officer will be notified.

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-   The construction contract will contain the provision: \"Should
    cultural or paleontological resources be discovered as a result of
    this activity, all work that would impact these resources will halt
    and the State Historic Preservation Officer will be notified
    immediately, phone 907/269-8715.\"

Biotic Communities

-   The existing runway will be utilized as a portion of the access
    road.

Endangered and Threatened Species

-   The Department and the United States Fish & Wildlife Service will
    jointly conduct a reconnaissance survey for spectacled eider nesting
    activities immediately prior to start of construction activities.

-   If a nesting site is discovered during construction, DOT/PF shall
    stop construction and follow USF&WS guidelines for activities near
    this species nesting site.

-   Adherence to all USF&WS Special Use Permit stipulations will be
    followed.

Wetlands

-   The construction contractor will be responsible for any
    contractor*-*supplied material source *not noted* in the EA. This
    includes such things (though not limited) as barge landing ramps,
    stockpile areas, bulkheads and ice bridges, and staging areas.

-   The Alaska Department of Transportation (ADOT) shall notify the
    Corps of Engineers, Regulatory Branch, of the surface coarse gravel
    source, prior to obtaining the surface material. The purpose of this
    condition is to identify and obtain any associated permit
    authorizations that may be necessary.

-   Refueling operations will be staged to protect surrounding wetlands.

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-   ADOT shall work with the Corps of Engineers, Regulatory Branch, and
    the Alaska Department of Natural Resources Plant Materials Center to
    develop and implement a reclamation plan for the existing runway
    embankment area. This plan shall be in place not later than one year
    prior to the completion and operation of the new runway.

-   Drainage structures of adequate size and number shall be installed
    and maintained along the access road embankment, where necessary, to
    assure that natural drainage patterns are maintained.

**Construction Impacts:**

-   Upon completion of the constructed airport, the contract will ensure
    that the site will be cleaned up and all trash collected and
    disposed of properly.

-   Drip pans shall be used during servicing of equipment to prevent oil
    and hazardous materials from leaking.

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-   Use of fill materials containing hazardous substances, including
    petroleum fuels shall be prohibited.

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-   The contractor shall not stockpile, nor dispose of any material at
    any site suspected of containing hazardous substances or petroleum
    fuels.

**REQUIRED PERMITS:**

-   U.S. Army Corps of Engineers Section 404 permit for placement of
    fill in wetlands and for dredging wetlands to obtain the required
    fill. Permit number 4-970493 is signed and dated June 16, 1999.

-   Department of Fish and Game Fish Habitat Permit. Permit was issued
    April 30, 1999.

-   Department of Environmental Conservation (DEC) Certificate of
    Reasonable Assurance was signed on April 30, 1999.

-   Coastal Zone Consistency Determination. Proposed finding of project
    consistency was issued April 23, 1999.

**FEDERAL FINDING and APPROVAL:**

After careful and thorough consideration of the facts contained herein,
the undersigned finds that the proposed Federal Actions are consistent
with the existing national environmental policies and objectives as set
forth in section 101(a) of the National Environmental Policy Act of 1969
(NEPA) and that it will not significantly affect the quality of the
human environment or otherwise include any condition requiring
consultation pursuant to section 102(2)(c) of NEPA. Compliance with the
requirements of all applicable environmental laws, Executive Orders and
other related requirements has been met.

> APPROVED: DATE: [\_\_\_\_\_\_\_\_\_\_\_\_\_]{.underline}
>
> Approving FAA Official

**Attachment 3: Compatible Land Use**

**1. Airport Compatible Land Use and Wildlife Hazard Considerations:**

Land uses on or near airports that attract wildlife is a safety issue
gaining increased emphasis.

In 1997, Bird Strike Reports in Alaska doubled. FAA Advisory Circular
(AC) 150/5200-33, "Hazardous Wildlife Attractants on or Near Airports"
published May 1, 1997 notes that land use practices that attract or
sustain hazardous wildlife populations on or near airports can
significantly increase the potential for wildlife-aircraft collisions. A
wildlife hazard is defined as " a potential for a damaging aircraft
collision with wildlife on or near an airport".

Wildlife attractants within 5,000 feet of an airport serving piston
powered aircraft or 10,000 feet of an airport serving turbine-powered
aircraft (including turbo-props) are considered non-compatible.
Attractants within 5 miles are a concern for all airports particularly
in areas with a high volume of aircraft activity and instrument approach
and departure procedures. These distances are based on the altitude of
reported bird strikes and aircraft performance. Sixty five to seventy
percent of strikes occur at 500 feet above ground level (AGL).
Piston-powered aircraft typically reach 500' AGL at 5,000' from runway
ends. Turbine-powered aircraft typically reach 500' AGL at 10,000' from
runway ends. Roughly 90% of all bird strikes occur within 3,000' AGL.
Most aircraft are approaching 3,000' AGL at five miles from runway ends.

2\. Challenges in Alaska:

Without village transportation infrastructure, essential services must
be located in close proximity creating compatibility conflicts between
landfills, sewage lagoons and the airports. With over 3 million lakes
and 47,000 miles of coastline, villages are generally located near
bodies of water and in close proximity to food sources. As a result, the
airports serving those communities become located in prime habitat for
wildlife and waterfowl. To make the issue an even greater challenge, a
high percent of airport land needed for airport development and safety
areas are wetlands. Wetland mitigation needs to be sited so the
mitigation does not result in a wildlife hazard. Collaborating with
agencies involved in community planning, siting of waste disposal
facilities, wetlands mitigation and habitat preservation to ensure other
land uses do not create a wildlife hazard is essential to maintain
compatibility.

**3. When to Evaluate Land Uses that** **May Attract Hazardous
Wildlife**

During the Airport Master Planning process wildlife hazard
considerations should be included in the scope of the master plan. Land
uses such as waste disposal facilities, wetlands, golf courses and any
other possible wildlife attractant within 5 miles should be evaluated to
ensure that these land uses do not cause hazardous wildlife movements
into or across standard airport traffic patterns or the approach and
departure airspace. If existing land uses on or near airports are
determined to result in hazardous wildlife movements, a wildlife hazard
management plan to should be developed and implemented.

Wildlife attractants should be addressed under the Compatible Land Use
impact category during the environmental process in a similar manner.

Wildlife hazard considerations must be addressed prior to the FAA's
approval of an Airport Layout Plan and final environmental
determination.

Further, airports certificated under FAR Part 139 are required to
conduct a wildlife hazard assessment and possibly develop a wildlife
hazard management plan when any of the following events occurs on or
near the airport:

-   An air carrier aircraft experiences a multiple bird strike or engine
    ingestion.

-   An air carrier aircraft experiences a damaging collision with
    wildlife other than birds.

-   Wildlife of a size or in numbers capable of causing 1. or 2. above
    are observed to have access to any airport flight pattern or
    movement area.

Airport sponsors should work with local communities to promote
airport-compatible land uses and land use planning and zoning. Agencies
involved in siting waste disposal facilities such as the Indian Health
Service and Village Safe Water should be coordinated with, to minimize
the potential for locating waste disposal facilities in an area that
will result in hazardous bird movements.

**4. Whose responsibility is this anyway?**

The Airport sponsor is responsible for compliance with grant assurances
when receiving Airport Improvement Program grant funds. Several grant
assurances relate to the airport owner's responsibility for Compatible
Land Use Planning and management. These include assurances 5. Preserving
Rights and Powers; 6. Consistency with Local Plans; 19. Operation and
Maintenance; 20. Hazard Removal and Mitigation; 21. Compatible Land Use;
29. Airport Layout Plan; and 34. Policies, Standards and Specifications.
Additionally, the airport sponsor is responsible for compliance with FAR
Part 139, as applicable; for working with local, state and federal
agencies to incorporate wildlife hazard considerations into land use
decisions; as well as evaluating the effect land use changes have on
aviation safety.

The FAA is responsible for safe and efficient use of the airspace; for
ensuring compliance with FAR Part 139 and Wildlife Hazard Management
Plans; for encouraging airports to work with local government to ensure
compatible land use; evaluating the effect land use changes have on
aviation safety; compliance with NEPA; and for providing funding for
environmental mitigation. The FAA is responsible for ensuring that the
planning and environmental documents describe the efforts airport
sponsors have taken to provide compatible land uses.

Addressing Wildlife Hazards is not an easy task. But the consequences of
not addressing this issue can have grave consequences. In 1995, 24
crewmen were killed in an accident at Elemendorf Air Force Base in which
several geese were ingested into the jet engines on takeoff.