Community Involvement & Environmental Compliance
Community Involvement Policy Statement
The first step in meeting the needs of the public is to understand the public's needs. Community involvement lets the agency know what citizens think about our activities. Through community involvement, we will broaden our information base and improve our decisions.
The Federal Aviation Administration (FAA) is committed to complete, open, and effective participation in agency actions. The agency regards community involvement as an essential element in the development of programs and decisions that affect the public.
The public has a right to know about our projects and to participate in our decision-making process. To ensure that FAA actions serve the, collective public interest, all stakeholders will have an opportunity to be heard. Our goals are:
- To provide active, early, and continuous public involvement;
- To provide reasonable publics access to information;
- To provide the public an opportunity to comment prior to key decisions; and
- To solicit and consider public input on plans, proposals, alternatives, impacts, mitigation, and final decisions.
This task will require agency management and staff:
- To identify and involve the public and to consider specific concerns;
- To use public involvement techniques designed to meet the diverse needs of the broad public, including not only interest groups and the general public, but individuals as well;
- To ensure FAA planning and project managers commit appropriate financial and human resources to community involvement;
- To sponsor outreach, information, and educational assistance to help the public participate in FAA planning, programming, and project development activities;
- To ensure key personnel are trained properly in community involvement techniques and methods; and
- To develop and evaluate public involvement processes and procedures to assess their success at meeting our goals.
The goals of community involvement are:
- To promote a shared obligation of the public and FAA decision-makers in identifying aviation-related concerns and developing and evaluating alternatives to address them; and
- To promote an active public role to minimize potentially adverse community reaction to agency plans that are necessary for safe, effective, and environmentally responsible management of our airspace.
FAA Administrator
April 17, 1995
FAA Guide to the National Environmental Policy Act
The National Environmental Policy Act (NEPA) of 1969 set a standard for federal agencies to follow in order to make sound decisions that are based on an understanding of environmental consequences and protect, restore, and enhance the environment.
Under NEPA, the FAA shall ".....encourage productive and enjoyable harmony between man and his environment; to promote efforts which will prevent or eliminate damage to the environment and biosphere and stimulate the health and welfare of man... "
This guide will provide you with general information and guidance on FAA Air Traffic environmental requirements and responsibilities.
What is the FAA Air Traffic policy for considering environmental impacts?
FAA Air Traffic will comply with procedures and the policies of NEPA, the Council on Environmental Quality (CEQ) NEPA implementing regulations, FAA Order 1050.1 entitled, Policies and Procedures for Considering Environmental Impacts, and other FAA environmental related Orders, statutes, and regulations. FAA shall integrate environmental considerations in the decision making process as early as possible.
What is FAA Air Traffic's responsibility under NEPA?
The FAA shall analyze the environmental impact of proposed air traffic actions, in order to avoid or minimize negative impacts that might occur from these actions. This will be done in ways, which 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 air traffic actions?
Initially, the process involves a preliminary environmental review. This will determine the potential extent of the environmental impacts (minimal versus significant), and/or whether an action could 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 action).
What are the possible outcomes of a preliminary environmental review?
There are three possible outcomes:
a. the proposed action is identified as a Categorical exclusion (CATEX);
b. the proposed actions requires an Environmental Assessment (EA) or;
c. the proposed action requires an Environmental Impact Statement (EIS) if significant impacts are identified.
What is a Categorical Exclusion?
A CATEX is defined by CEQ as a category of actions, which 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 (CATEX's) in FAA Order 1050.1 that normally do not have significant effects; therefore neither an EA nor an EIS is required. A specific Air Traffic list is found in Appendix 3. Decisions to categorically exclude a proposed action should include documentation explaining how the decision was made.
However, proposed Federal actions, normally categorically excluded, which have any of the following characteristics [extraordinary circumstances] shall be the subject of an EA or EIS:
a. Likely to be highly controversial,
b. Likely to effect properties protected by the Historic Preservation Act of 1966, or 49 USC 303 lands (formerly Section 4(f) lands),
c. Likely to cause substantial division or disruption of an established community, disrupt orderly and planned development, or is likely to be not reasonably consistent with plans or goals that have been adopted by the community,
d. Likely to have a significant impact on noise levels of noise sensitive areas,
What is an Environmental Assessment?
An EA is a public disclosure document, which analyzes various environmental impacts and alternatives to the proposed action. An EA is used to determine whether any environmental impacts are significant and warrant preparation of an EIS. Coordination with environmental agencies, applicants and the public are key elements of an EA. When no significant impacts are found or significant impacts can be mitigated, a Finding of no Significant Impact (FONSI) is prepared to accompany the EA as documentation of the agency's decision.
What is a Finding of No Significant Impact?
A FONSI is a document by a federal agency briefly presenting the reasons why an action, not otherwise excluded, will not have a significant impact on the human environment; therefore an EIS will not be prepared. It shall include the EA or a summary of it and shall note any other environmental documents related to it.
What is an Environmental Impact Statement?
An EIS is an impact disclosure document, which presents a detailed analysis of various environmental impacts and an opportunity for formal public input. The EIS process provides for full public disclosure of significant environmental impacts and practicable alternatives, which may avoid or minimize adverse impacts. Following the review periods outlined in an EIS the agency shall prepare a concise public Record of Decision (ROD).
What is the Record of Decision?
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, specifying the agency's evaluation and analysis of the environmentally preferred alternative, and includes any mitigation measures, which were made a condition of the approval of the EIS.
What are the environmental impacts analyzed in an EA or EIS?
There are 20 environmental impact categories listed in FAA Order 1050.1, Attachment 2, that need to be addressed in an EA or EIS. The impact categories most applicable to air traffic actions include, but are not limited to the following:
a. Noise
b. Air Quality
c. Visual Impacts
d. Endangered/threatened Species
e. Compatible Land Use
f. Social Impacts (Includes EO 12898)*
g. Energy (fuel)
h. Section 303 lands (49 USC 303)
i. Cumulative Impacts
j. Historical and Cultural Resources
* 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 its actions on low income and minority populations.
What air traffic actions require an EA?
An EA shall be conducted for any of the following air traffic 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, than 3,000 feet above ground level (AGL),
c. special use airspace if the floor of the proposed area is below 3,000 feet AGL or if supersonic flight is anticipated at any altitude,
d. Procedure changes between 3,000 and 18,000 feet AGL that generate an increase of 5 decibels(dBA) or more in the day-night average sound level (DNL) over residential areas.
What air traffic actions require an EIS?
Under NEPA any major federal action significantly affecting the quality of the human environment requires preparation of an EIS. The human environment includes the natural and physical environment, and the relationship of people with that environment.
An EIS is required not only when the impact of the proposed project itself is significant, but also when the cumulative impacts of the proposed project are significant. Cumulative impacts Include the proposed project impacts added to other past, present and reasonably foreseeable future actions.
FAA Order 1050.1 lists several reasons when a FAA action requires preparation of an EIS. For example, an air traffic action that results in a 1.5 dBA increase within a noise sensitive area (defined as the 65 DNL or greater) is considered significant.
Note: Actions that are listed in FAA Order 1050.1 as categorically excluded, and/or normally require an EA, can require an E1S if the impacts are determined to be significant.
How long does it normally take to prepare an EA or an EIS?
An EA can take from six to twelve months. The process encompasses preparation, other agency review and comment, public meetings, and the final determination.
An EIS can take from one to two years, sometimes longer. It includes a review of issues to be studied with the public, preparation of the draft EIS, agency review and comments, public hearings, public comments, release of the Final EIS, and the ROD.
Documentation of a proposed action.
a. CATEX. The Air Traffic Division, Airspace Branch, provides local facilities CATEX checklists and guidance to document and support decisions.
b. FONSI/ROD: The Air Traffic Division manager is the approving authority for a FONSI and ROD if the action is within the Air Traffic Division region.
Special Use Airspace.
Special Use Airspace (SUA) actions, where the proponent is outside of the agency, should follow the guidelines in FAA Order 7400.2, Environmental Procedures for SUA and the Memorandum of Understanding between FAA and DOD concerning SUA Environmental Actions.
Air Traffic Noise Screening Model (ATNS).
The ATNS is a computer program along with a user manual that will assist in determining whether air traffic procedure changes in airport arrivals and departures between 3,000 and 18,000 feet AGL, will generate a 5 dBA increase in noise to underlying communities and therefore likely be controversial.
Integrated Noise Model (INM).
Since 1978, 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 operational 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 (Noise Exposure Map) and develop a program to reduce this incompatibility through changes in aircraft operations: and community land use controls. 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 which may require federal funding such as land acquisition or soundproofing.
Note: Approval of a noise compatibility program does not by itself constitute a FAA implementing action. Implementation of an air traffic procedure recommended in a Part 150 study is still subject to NEPA.
The above information was compiled by the FAA's new England Region, ANE-520, and published by ATA-300. We wish to thank Mr. William Marx, ATA-300 and Ms. Terry Flieger of the New England Region for their hard work to prepare this guide.
Question or comments about the above information should be directed to:
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
ENVIRONMENTAL PROGRAMS DIVISION
http://www.faa.gov/ats/ata/ata300/index.cfm
ATTN: ATA-300
FEDERAL OFFICE BUILDING 10A
800 INDEPENDENCE AVE., SW
WASHINGTON, DC 20591 (202) 267-3075