**[CHAPTER II - THE AIRPORT CAPITAL IMPROVEMENT PLAN
(CIP)]{.underline}**

**[Preparation and Submittal of the CIP for AIP Funding]{.underline}**

Each airport sponsor participating in the Airport Improvement Program is
required to develop and submit to the FAA an Airport Capital Improvement
Plan (CIP), which identifies the proposed capital projects at the
airport over the next 5 year period. A standard form, shown on page
II-4, is included for preparation of the CIP. The projects listed should
be compatible with the FAA approved Airport Layout Plan. Each year you
should review and update the CIP.

The CIP should consist of a listing of the needed projects, a brief
justification, estimated costs and various supporting statements as
described below. The projects named must be listed by the federal fiscal
year during which they are scheduled to commence.

A sketch should also be submitted with the CIP that clearly depicts the
proposed projects. The sketch should show the boundaries of presently
owned land and the boundaries and of any parcel of land or easement to
be acquired.

The sketch should be 8 1/2\" x 11\" or 11\" x 17\" and should make use
of color-coding, shading, cross-hatching, etc. to identify the projects.

An original and five copies of the CIP should be forwarded to the ADO by
all non-Part 139 Certificated Airports. Part 139 Certificated Airports
should submit an additional two copies. For best possible review and
consideration, updated CIPs should be submitted on March 1st each year.

A copy of the CIP should also be forwarded to the State DOT office.

**[Individual Project Supporting Information]{.underline}**

In addition to the CIP listing of proposed projects for the next 5
years, additional information must be provided for individual projects
listed in the first three years.

The statements described below must be included for every project listed
in the first 3 years of the CIP.

**Project Narrative Statement**

The project narrative statement should be brief and describe

the need, objectives, justification, geographical location, and method
of attainment of the project.

All airport development work must be in accordance with the Airport
Layout Plan (ALP) approved by the FAA. The statement must indicate that
the proposed project is in conformity with the ALP, or identify any
required revision to the ALP. If necessary, a \"pen and ink\" change to
the ALP should be submitted as soon as possible. Likewise, the airport
sponsor should review the project\'s conformity to FAA airport design
criteria and identify if any modifications to standards are required. If
a modification is required, appropriate analysis and justification must
be submitted, (<http://www.faa.gov/arp/aea/5300FORM.doc>)

**Project Cost Estimate**

A cost estimate should be provided for each project. The cost estimates
should be broken down in one or more of the following cost
classifications: planning, engineering design, engineering inspection,
administration, equipment procurement, construction, and land
acquisition. The estimate should be in sufficient detail to determine
whether the project costs are reasonable.

**State/Local Coordination (Intergovernmental Review)**

Each state has developed a coordination process under the
Intergovernmental Review of Federal Programs (Executive Order 12372).
The State coordination should be accomplished prior to submitting the
ACIP, since FAA cannot initiate the funding process until the
coordination is completed.

Refer to the specific state sections for the appropriate State
Intergovernmental Review contact.

A copy of the acknowledgment letter or final response letter from the
Single Point of Contact must be included with each grant application.

**Environmental Issues**

See Attachment 1 to this chapter for Eastern Region's Environmental
Guide

**Information Required for ACIP Package Submission**

ACIP Standard Form 5100-30

Sketch

For each individual project in first three years of ACIP:

\- project narrative statement

\- project cost estimate

\- state/local coordination status

**[The Funding Decision - Notice of Allocation]{.underline}**

Following review of the ACIP\'s submitted, the FAA makes funding
decisions based on project eligibility, justification, priority and the
availability of funds. Details for projects selected are electronically
sent to the Washington FAA Headquarters office and then to the
Department of Transportation, Office of Congressional Affairs. The
Secretary advises each Congressional delegation in which the project is
to be undertaken that Federal funds will be assigned in their area.
Following this notification, a Notice of Allocation is sent to the
sponsor.

The Notice of Allocation is a statement that the FAA has tentatively
assigned a specific amount of Federal funds for a specific item or items
of airport development. This is [not]{.underline} a formal obligation of
funds until a Grant Agreement is executed.

**[Project Schedule]{.underline}**

The Notice of Allocation is conditioned upon the sponsor establishing
and adhering to a schedule acceptable to the FAA for the actions which
must be completed prior to the issuance of a grant offer for the
project. Items included in the schedule will vary depending upon the
particular project. A list of project milestones which must be submitted
to the ADO office will be included in the Notice of Allocation letter.
Typically, a schedule for a construction project will include as
milestones such items as: development of plans and specifications,
submission of a DBE plan, advertising for bids, bid opening, and
submission of an application.

It is usually preferable that the sponsor and the FAA, as well as any
other parties involved in the project (such as state aviation officials
and the sponsor\'s engineer) discuss the development of a realistic
timetable. It is extremely important that the schedule dates be met.
Failure to adhere to the established schedule may result in the
withdrawal of the allocation. The sponsor should notify the ADO office
when it appears that a scheduled date will not be met.

**[Increases in the Notice of Allocation]{.underline}**

Because of funding limitations, the amount of the allocation will not be
automatically increased as a result of high bids. Unless additional
funds become available, it may be necessary to delete a planned item of
development which had been included in the proposed project.

**[Approved Project Changes]{.underline}**

If the approved project for which a Notice of Allocation has been issued
needs to be modified, the sponsor should request

the project change as soon as the need becomes evident. If the change
calls for a deletion or reduction of items in the project, such action
should be taken with caution so as to assure that a usable unit of work
is provided and that the operating capability of the airport is not
adversely affected.

If the change involves an addition to the project work items, the
sponsor needs to submit a request with the same type of information and
documentation required for an ACIP. Revised project estimates, sponsor
availability of funds and revised project sketches will normally be
required.

**Chapter II**

**Attachment 1**

**FEDERAL AVIATION ADMINISTRATION**

**Eastern Region Airports Division**

**Environmental Guide for Airport Sponsors and Their Consultants**

(last updated 3/03)

**REQUIREMENTS AND RESPONSIBILITIES**

FOREWORD

The National Environmental Policy Act (NEPA) of 1969 sets a standard for
federal agencies to follow in order to make sound decisions that are
based on an understanding of, and consideration for, the environmental
consequences of their actions (decisions), and an obligation to protect,
restore and enhance the environment.

Under NEPA, the Federal Aviation Administration (FAA) shall \"\...
encourage productive and enjoyable harmony between man and his
environment; promote efforts which will prevent or eliminate damage to
the environment and biosphere and stimulate the health and welfare of
man\...\"

SUMMARY

This guide will provide you with general information and guidance on FAA
Eastern Region Airports Division's environmental requirements and
responsibilities. It is intended to supplement FAA environmental Orders
5050.4A and 1050.1D Change 4. If you have questions or concerns about
potential environmental effects of proposed airport development
projects, contact the environmental specialist responsible for
environmental activities in your geographic area, listed in the contacts
section.

**What are Airports\' requirements for complying with NEPA and other
laws?**

Airports Division must comply with the procedures and the policies of
NEPA, the Council on Environmental Quality (CEQ) regulations
implementing NEPA, located at 40 C.F.R. Part 1500, FAA Order 5050.4A,
entitled Airport Environmental Handbook, FAA Order 1050.1E, entitled
Policies and Procedures for Considering Environmental Impacts, which are
FAA's Order implementing NEPA, and other FAA and Department of
Transportation (DOT) related orders, statutes, and regulations. Airports
will integrate environmental consideration into the project
decision-making process as early as possible.

**What is Airports\' policy for considering environmental impacts?**

Airports Division shall analyze the potential environmental effects of
proposed airport development projects in order to avoid or minimize
negative impacts, to the extent practicable, which might result from
them. This will be done in ways that are consistent with the FAA\'s
principal mission of promoting a safe and efficient aviation system.

**What is the process for analyzing the environmental impacts of airport
development projects?**

Initially, the process involves a preliminary environmental review,
which is intended to determine the potential extent of the environmental
impacts, such as whether they are minimal or significant, and/or whether
an action would be highly controversial. Controversial actions include
those that are opposed on environmental grounds by Federal, State, or
local government agencies, or by a substantial number of people affected
by such actions. A preliminary environmental review should include early
coordination between the airport sponsor and the Airports Division
environmental specialist.

**What are the possible outcomes of a preliminary environmental
review?**

There are three possible outcomes:

1\. the proposed project may be categorically excluded (CATEX) from
further environmental review;

2\. the proposed project requires preparation of an environmental
assessment (EA); or

3\. the proposed project requires the preparation of an environmental
impact statement (EIS).

**What is Categorical Exclusion (CATEX)?**

A CATEX is defined by CEQ as a category of actions that do not
individually or cumulatively have a significant effect on the human
environment. As required by the CEQ regulations, FAA identified
different categories of actions in its environmental Orders that
normally do not have significant effects, and therefore neither an EA
nor an EIS is required, i.e., the project is excluded from further
environmental review. Lists of CATEX projects are found in Order 5050.4A
paragraph 23 and the appendices of Order 1050. However, the decision to
categorically exclude a proposed project is made by Airports after
supporting documentation has been provided by the project sponsor that
demonstrates non-significance of a project\'s potential impacts.

The projects listed as CATEX may, however, be the subject of an EA or
EIS if they have any of the characteristics, called \"extraordinary
circumstances,\" listed at 5050.4A paragraphs 22(a)(8) and 24. These
include the use of Section 4(f) land; effect on property included in or
eligible for inclusion in the National Register of Historic Places or
other property of state or local historical, architectural,
archeological, or cultural significance; land acquisition for conversion
of farmland, scoring over 160 on Form AD-1006, protected under the
Farmland Protection Policy Act (FPPA) to nonagricultural use through
Federal financial assistance or through conveyance of government land;
involve wetlands, coastal zones, or floodplains; or involve endangered
or threatened species. They also include actions likely to be
controversial on environmental grounds; that are likely to have a
significant impact on natural, ecological, cultural or scenic resources;
that are likely to be controversial with respect to the availability of
adequate relocation housing; cause disruption of an established
community; or likely to have a significant impact on noise levels of
noise

level of noise sensitive areas.

**What is an Environmental Assessment (EA)?**

An EA is a public disclosure document that analyzes various
environmental alternatives of the proposed project and their effects. It
is prepared by the project proponent, with assistance from the Federal
agency, and is then used by the agency to determine whether any
environmental impacts are significant and therefore warrant preparation
of an environmental impact statement (EIS). Coordination with
environmental agencies, applicants, and the public are key elements of
an EA. When no significant impacts are found, or when significant
impacts can be mitigated to below significant levels, Airports Division
may prepare and approve a Finding of No Significant Impact (FONSI) to
accompany the EA as documentation of its Federal decision (approval).

**What is a Finding of No Significant Impact (FONSI)?**

A FONSI is a document prepared and approved by a Federal agency that
briefly presents the reasons why its approval of a proposed project,
except for those otherwise excluded, will not have a significant effect
on the human environment and therefore an EIS will not be prepared. The
FONSI shall include the EA, or a summary of it, and shall note any other
environmental documents related to it that support the determination.

**What is a Finding of No Significant Impact/Record of Decision
(FONSI/ROD)?**

The FAA may prepare a ROD to supplement its FONSI for projects that are
controversial or have a likelihood of a legal challenge. This is an FAA
ROD, which is different from the NEPA ROD described below. The ROD
provides the final federal determination for other actions that the
project may involve that are in addition to the environmental
determination.

**What is an Environmental Impact Statement?**

An EIS is an impact disclosure document that presents a detailed
analysis of the environmental impacts that are likely to result from
construction and operation of the proposed project, and provides an
opportunity for formal public input. The EIS process provides for full
public disclosure of significant environmental

impacts and practicable alternatives that may avoid or minimize adverse
impacts. Following the required public review periods, EIS the agency
shall prepare a concise public Record of Decision (ROD).

**What is the Record of Decision (ROD)?**

The ROD is a comprehensive summary that follows the EIS and states the
agency\'s decision regarding the action. The ROD identifies all
alternatives considered by the agency in reaching its decision,
specifies the agency\'s evaluation and analysis of the environmentally
preferred alternative, and includes any mitigation measures that were
made a condition of the approval of the EIS.

**What are the environmental impacts analyzed in an EA or EIS?**

There are more than 20 environmental impact categories listed in Order
5050.4A that need to be addressed in an EA or EIS. The impact categories
most applicable to airport development actions include, but are not
limited to:

1\. noise

2\. compatible land use

3\. social impacts, including environmental justice\*

4\. air quality

5\. endangered and threatened species

6\. historical and cultural resources

7\. water quality

8\. Section 4(f) - public use land

9\. wetlands

10\. floodplains

11\. coastal zones

12\. cumulative impacts

\*Note: Executive Order 12898, signed by President Clinton on 2/11/94,
requires that federal agencies identify and address disproportionately
high and adverse human health or environmental effects of is action on
low income and minority population.

**Which airport development actions require an EA?**

An EA shall be conducted for any of the following airport development
actions:

a\. actions that do not qualify for a CATEX.

> b\. new or revised air traffic procedures which routinely route air
> traffic over noise sensitive areas at or less, that 3,000 ft. above
> ground level (AGL).
>
> c\. Special use airspace if the floor of the proposed are is below
> 3,000 ft. AGL or if supersonic flight is anticipated at any altitude.
>
> d\. procedure changes between 3,000 and 18,000 ft. AGL that generate
> an increase of 5 decibels (dBA) or more in the day-night average sound
> level (DNL) over residential areas.

**How long does it normally take to prepare an EA or an EIS?**

An EA can take from six to twelve months, and sometimes longer,
depending on the complexity of the issues at hand, field work that is
required, or to complete permitting. The process encompasses
preparation, other agency review and comment, public meetings and the
final federal determination, such as a FONSI.

An EIS can take two or more years. It includes scoping, which is a
review of issues with the public for study in the EIS, preparation and
issuance of a draft EIS, public meetings, response to comments on the
draft EIS, release of the final EIS, and the ROD.

**Documentation for CATEX and Short EA**

a.  CATEX: Airports Division Eastern Region provides sponsors and
    consultants with CATEX forms to document their proposals and support
    FAA's decision. CATEX Form "A" is for projects requiring very little
    supporting information, and Form "B" is for a documented CATEX.

b.  b\. Short EA: Airports Division Eastern Region provides sponsors and
    consultants with the EA "short form", or "Form C" that assists
    sponsors to prepare streamlined EAs. The form is intended for use
    for a proposed project(s) that has relatively few impacts and low
    level of analysis.

The ABC forms are available on our Homepage
[www.faa.gov/arp/aea]{.underline}.

**Integrated Noise Model (INM)**

Since 1987, the INM has been the FAA standard tool used for determining
predicted aircraft noise levels at and around airports. It requires
input of average daily oper4ational characteristics at an airport
including the type and number of aircraft operations, runway
configuration and use, and flight track configuration and use. Noise
contour maps around an airport are one of the outputs of this model.

**Part 150 Noise Compatibility Planning Program.**

Part 150 provides a program for airports that wish to conduct Noise
Compatibility Planning Studies. The purpose of Part 150 studies is to
define the extent of land use incompatibility with aircraft noise
through the preparation of a Noise Exposure Map, and to develop a
program to reduce this incompatibility through changes in aircraft
operations and community land use controls -- the Noise Compatibility
Program. Part 150 provides a systematic method to address aircraft noise
in the vicinity of airports, and is a prerequisite for the
implementation of noise abatement measures that may require federal
funding, such as land acquisition or soundproofing.

Note: Approval of a noise compatibility program does not by itself
constitute an FAA implementing action. Implementation of actions
selected in the Noise Compatibility Program may still be subject to
NEPA.

**Integrating Planning and Environmental Programs**

Integrating environmental and planning processes may save you time and
money, ensure consistency between planning and environmental documents,
and avoid duplication of effort. For example, Airports Division
recommends that you perform a detailed airport-wide environmental
inventory as part of any master planning effort. FAA will participate in
funding for this effort.

The purpose of the inventory is three-fold: 1) to establish a baseline
for all environmental resources at your airport; 2) to consider
environmental data in the development of master planning alternatives.
This is becoming more pertinent as remaining airport land available for
development is constrained by environmental conditions and may require
reworking of planning alternatives; and 3) insure that data used in the
master plan are consistent with those used in the NEPA document. For
instance, the inventory baseline will be used in the affected
environmental section of the NEPA document prepared to evaluate the
master plan proposals.

**The "Big 3"**

You project may not proceed with your proposed project until you have
the "Big 3" approvals: Airspace; ALP; Environmental review. This applies
to all projects, whether funded by FAA or by the airport sponsor, and
means that no site preparation or modification, or environmental
resource disturbance may begin until you have received all three of
these approvals from FAA.

1.  **Airspace** forms must have been received, circulated and approved
    by FAA. You will receive notification of the airspace approval.

2.  The **ALP** must have been updated to reflect the proposed project,
    whether through an ALP revision or a pen and ink change, and must be
    signed by the appropriate airports district office manager. This
    approval is **[conditional]{.underline}** upon completion of the
    environmental process.

3.  **Environmental review** is completed when you have received
    notification by the FAA that a categorical exclusion has been
    issued, or that a finding of no significant impact (FONSI) or a
    record of decision) have been approved, for the project in question.

**Use of Consultants**

The airport sponsor is responsible for selecting and hiring a
consultant(s), as needed, in the preparation of documentation to support
a categorical exclusion (CATEX) or for an environmental assessment (EA).
The selection process must meet the criteria of FAA's Advisory Circular
150/5100-14C, Architectural, Engineering and Planning Consultant
Services for Airport Grant Projects, for all projects receiving federal
funding.

When the preparation of an environmental impact statement (EIS) is
required, the FAA must select the consultant, in accordance with CEQ
regulations, Section 1506.5(c). They also require that FAA be
responsible for directing the consultant throughout the entire EIS
process; the sponsor may participate in the EIS process, but may not
direct the EIS consultant, even when the EIS consultant is paid for by
the sponsor.

When a sponsor requests federal funds for an EIS, the FAA and sponsor
should enter into a third party agreement in the form of a memorandum of
understanding (MOU). The agreement describes the relationship of the
parties in preparing the EIS, such as how the consultant will be
directed and paid, and how EIS documents will be submitted for review.

The "third party" aspect is for projects where the consultant is
selected and directed by the FAA, but paid for by the sponsor through an
FAA grant.

Use of consultants in an EIS process should be maximized to the extent
possible. This is described in detail in the Best Practices Guide,
available at the web site noted in the Best Practices Section, below.

**Streamlining**

In May 2001, the Department of Transportation issued a Report to
Congress: The Environmental Review of Airport Improvement Projects, in
response to concerns that lengthy environmental reviews were delaying
the building of runways and other airport delay-reducing projects. One
of the initiatives proposed in the Report, specifically Initiative#4,
was on Streamlining, and what FAA would do to streamline its
environmental review process. The Report is available on the Community
and Environmental Needs Division website
[www.faa.gov/arp/600home.cfm](http://www.faa.gov/arp/600home.cfm).

This initiative included recommendations to expand the list of
applicable categorical exclusions (CATEX), which is currently being done
in the revision to FAA's environmental Order 1050.1D. It also
recommended the use of short forms for environmental assessments (EA),
which Eastern Region already uses as "Form C."

The Report also identified the large hub primary airports in the United
States for which EISs are or will be prepared for ongoing and proposed
runway projects. Because of the importance of these capacity-enhancing,
congestion-reducing projects, the EISs for them will be prepared using a
streamlining team. The teams are to consist of members from each
involved program office, the legal office, and a member of the Community
and Environmental Needs Division.

The creation of an additional streamlining tool, the EIS Best Practices
Guide, was identified as Initiative #6 in the Report to Congress, and is
described in the next section.

On September 18, 2002, President Bush signed **Executive Order 13274:
Environmental Stewardship and Transportation Infrastructure Project
Reviews**. The EO directs the DOT to continue and expand environmental
stewardship for transportation projects, while working to streamlining
environmental review and decision-making. This effort targets projects
selected by the Secretary of Transportation. At this time, one FAA
project has been selected as a high-priority project to be reviewed
under these new procedures, the EIS for new runways at Philadelphia
International Airport in Pennsylvania.

The **essence of streamlining** is about early and often interagency
coordination; to have compatible processes occur simultaneously, such as
planning, NEPA review and permitting; and to ensure that involved
agencies and offices have the resources committed to enable them to work
cooperatively on the EIS team. For each project, upper management will
apprise these agencies and offices of the importance of the projects,
and they shall commit appropriate resources to work on the project.

**Best Practices**

The FAA Best Practices Guide for EIS Management and Preparation was
prepared under Initiative #6 of the DOT 5/01 Report to Congress. It was
prepared by the Community and Environmental Needs Division with input
from the Airports Divisions around the country, and is updated
semiannually. An electronic version of the Guide is available at the
Community and Environmental Needs Division's website
<http://www.faa.gov/arp/600home.cfm>. The Guide may be applied to all
NEPA documents, not just EISs. It covers:

-   Project management

-   Project planning

-   Community Consultation

-   Consultant selection and skills

-   Teams and team work

-   Scoping

-   Inter- and intra-agency coordination

-   Combining federal and state processes

-   Managing technical analyses and using technology

-   Managing the scope and size of documents

Examples of best practices are given, too. As project managers learn
good techniques, or learn from mistakes, in managing projects, their
documents and their consultants, this information is continuously
supplied to the Community and Environmental Needs Division, which adds
it to the Guide.

**Eastern Region Airports Environmental Contacts**

Please contact the following environmental specialist assigned to your
state and/or airport. This list includes both FAA and our State Block
Grant contacts.

FAA **New York** Airports District Office (all New York State Airports
and the following **New Jersey** airports: Atlantic City Int'l., Mercer
County, Newark Int'l.)

##### Marie Jenet, Environmental Specialist

##### Maria Stanco, Environmental Planner

> 600 Old Country Road, Suite 446
>
> Garden City, NY 11530
>
> \(516\) 227-3811 (Ms. Jenet)
>
> \(516\) 227-3808 (Ms. Stanco)
>
> \(516\) 227-3813 (fax)
>
> <marie.jenet@faa.gov>
>
> [maria.stanco@faa.gov]{.underline}

**New Jersey** State DOT (all New Jersey airports except those specified
in #1,above)

> **John Kaiser**, Environmental Specialist
>
> Division of Aeronautics
>
> 1035 Parkway Avenue, CN-600
>
> Trenton, New Jersey 08625
>
> \(609\) 530-2910
>
> \(609\) 530-4549 (fax)
>
> [johnkaiser@dot.state.nj.us]{.underline}

FAA Harrisburg, **Pennsylvania** Airports District Office (all
Pennsylvania Primary Airports including Allentown, Altoona, Bradford,
Dubois, Erie, Harrisburg, Johnstown, Lancaster, Latrobe, Philadelphia,
Pittsburgh, Reading, State College, Wilkes-Barre, and Williamsport; and
Queen City, Capital City, Rostraver, Northeast Philadelphia, Allegheny
County; all **Delaware**

> airports; all **West Virginia** airports)

##### Jim Byers, Environmental Specialist 

> 3905 Hartzdale Drive, Suite 508
>
> Camp Hill, PA 17011
>
> \(717\) 730-2833
>
> \(717\) 730-2838 (fax)
>
> <jim.byers@faa.gov>

Bureau of Aviation PennDOT (all **Pennsylvania** GA and reliever
airports, excluding airports noted in #3, above).

##### Ed Yewdall, Environmental Manager

##### Commonwealth Keystone Building

##### 400 North Street -- 6^th^ Floor

> Harrisburg PA 17120-1400
>
> \(717\) 705-1251
>
> \(717\) 705-1254 (fax)
>
> [eyewdall@dot.state.pa.us]{.underline}

5.  FAA Washington Airports District Office (all **Washington D.C.,**
    **Maryland**, and **Virginia** airports)

##### Frank Smigelski, Environmental Specialist

> PO Box 16780
>
> Washington, D.C. 20041-6780
>
> \(703\) 661-1365
>
> \(703\) 661-1370 (fax)
>
> <frank.smigelski@faa.gov>

6\. FAA Regional Office

> **Daisy Mather**, Environmental Team Leader

#### 1 Aviation Plaza, AEA-610

> Jamaica, NY 11434-4809
>
> \(718\) 553-2511
>
> \(718\) 995-5694 (fax)

[daisy.mather@faa.gov]{.underline}

**WEBSITES**

**Eastern Region Airports Environmental Website:** The ABC forms may be
accessed here, as well as an electronic version of the environmental
specialists contacts lists.

[www.faa.gov/arp/aea](http://www.faa.gov/arp/aea) under "environmental."

**FAA National Environmental Websites:**

The **Environmental Network** is a national group comprised of
representatives from each of the region's environmental network as well
as members of headquarters offices, such as the Office of Environmental
and Energy and the Community and Environmental Needs Division. **This
site is the most comprehensive** of all FAA environmental sites and
provides links to other federal agencies. Check here for copies of
orders, such as **Order 1050.1D** and guidance documents. It has an
Internet site for non-FAA users, and an Intranet site for FAA users.
<http://www.faa.gov/programs/en>.

**Community and Environmental Needs Division** staff are experts in
environmental resource areas, policy and process; the division supports
all Airports divisions nationally. The site is categorized by
environmental resource, has a section on Part 150 studies, an electronic
library of records of decision (ROD) for both NEPA and Part 150, and
contains many of FAA's guidance documents, including the **Best
Practices Guide**. Contact information for staff members is also
provided. [http://www.faa.gov/arp/600home.cfm]{.underline}.

Developed by AEA-610; March 2003