Grant Application for

TIGER Discretionary Grant Application

Ardmore Development Authority

General Information Applicant: Ardmore Development Authority 410 West Main PO Box 1585 Ardmore, Oklahoma 73402

Contact Person: Wes Stucky, President an CEO Phone: 580.223.6162 FAX 580.223.7825 [email protected]

Location: Senator: Tom Coburn (R) Senator: James M. Inhofe (R) US House Representative: Tom Cole (R)

City: Ardmore County: Carter State: Oklahoma Congressional District: 04

A copy of this application and related supplemental information and supportive documents are on file at: http://ardmoredevelopment.com/caffeine/uploads/files/FONSI.pdf

“The first page of an application should clearly identify: What type of project is the proposed project (highway, transit, rail, port or other); Information about the location of the project, including State, city, county and congressional

district; Whether the project is in an urban or rural area; and The amount in dollars of Grant Funds that the applicant is seeking.”

Type of Project and Description: Freight Rail Transportation

Ardmore, Oklahoma is the urban core of a micropolitan statistical area with a 2008 population estimate of 57,1341 and is located midway between Dallas-Fort Worth and Oklahoma City on Interstate Highway 35.

The Ardmore Development Authority is seeking Federal assistance to provide trans-loading facilities and supportive infrastructure needed to complete the transformation of the Ardmore Municipal Airport into an International Trade Center and Logistics Hub, for air, rail and truck freight distribution. The project will provide a proper rail connection to the BSNF and trans-loading facilities to compliment the recently completed 9000’ runway designed to accommodate Boeing 747 air freighters. The synergy generated by the ability to accommodate air, rail and truck freight within a 2,700 acre industrial park will be the catalyst for the creation of potentially more than 28,000 new jobs in southern Oklahoma while improving the delivery and efficiency of our nation’s freight transportation system.

Grant Funds Requested: $29,000,000

1 U.S. Census, Metropolitan and Micropolitan Statistical Areas, http://www.census.gov/population/www/metroareas/metroarea.html , accessed August 28, 2009.

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A. Project Description

“An application should include a detailed description of the proposed project and geospatial data for the project, including a map of the project’s location and its connections to existing transportation infrastructure.

“An application should also include a description of how the project addresses the needs of an urban and/or rural area.

“An application should clearly describe the transportation challenges that the project aims to address, and how the project will address these challenges. This description should include relevant data such as, for example, passenger or freight volumes, congestion levels, infrastructure condition, or safety experience.”

The City of Ardmore is a business, cultural, and tourism city and the county seat of Carter County, Oklahoma. The 2008 population estimate for the City of Ardmore is 24,810 and Carter County is estimated to be 47,979.2 The city is located equidistant from Dallas/ Fort Worth and Oklahoma City at the intersection of U.S. Highway 70 and Interstate 35 (Figure 1). Ardmore is considered the hub of the ten-county region that makes up the Southern Oklahoma Development Association.

The City of Ardmore owes much of its existence to the construction of the Santa Fe Railroad, which came through in 1887 when the town was founded. It grew as a trading center for the region and by the early 1900s, Ardmore was well known for its abundance of cotton-growing fields. So much cotton was exported it became known as the world's largest inland cotton port. In 1913, the Healdton Oil Field was discovered and Carter County rapidly became the largest oil producer in Oklahoma and still is to date3. Ardmore has remained an energy center for the region ever since and is home to the Noble Energy companies.

Figure 1: Regional Location Map

The Ardmore Airpark located 16 miles northeast of the city was built as a military base during World War II and used as a training center for B-17 combat crews. During the Korean Conflict it was used by the Air Force as a Troop Carrier Wing. In 1959, the

2 American Factfinder, U.S. Bureau of Census Population Finder, www.factfinder.census.gov , accessed August 26, 2009 3 2008 Report on Oil and Natural Gas Activity Within the State of Oklahoma, Oklahoma Corporation Commission, July 1, 2009. http://occeweb.com/Divisions/OG/newweb/2009%20OIL%20AND%20GAS%20REPORT.pdf

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Base was deactivated and deeded to the City of Ardmore.

The challenge of military base reuse is now recognized and the federal government, through the Office of Economic Adjustment, assists local communities affected by base closure and realignment decisions. This was not the case in 1959. After years of struggle and benign neglect, the City in 1983 leased the Base to the Ardmore Development Authority, a public trust authority charged with the economic development of the Ardmore area. Despite the lack of federal support, the Authority has dramatically changed the Base. Initial projects included the removal of underground gas lines and tanks, asbestos removal from buildings, and demolition of old wooden buildings. Security fencing and the establishment of FAA control tower services reestablished aviation use of the Airpark.

Today the facility bears little resemblance to the former Base. Through strategic planning and investment, the Ardmore Airpark has evolved into a logistics hub for rail, air and truck freight distribution. Master planned for over 2,700 acres of development, the old World War II Army Air Base is now envisioned as the Ardmore International Trade Center and Logistics Hub, dedicated to industrial development, aviation support, and the infrastructure needed to meet freight movement needs – efficiently, quickly and at a lesser environmental impact. Map Exhibit MP-100 provides an illustration of the Ardmore International Trade Center Master Plan.

Representative tenants within the Trade Center include:

Dollar General Corporation (Distribution Center) Beetle Plastics LLC Brifen USA Carbonyx (Carbon Technologies) East Jordan Iron Works - Ardmore Foundry OnLine Packaging Werner Trucking King Aerospace

A Highway, Air and Rail Logistics Hub The Ardmore International Trade Center lies midway between Dallas-Fort Worth and Oklahoma City six miles east of Interstate Highway 35 on State Highway 53. The Highway 35 Corridor between San Antonio and Kansas City forms a megapolitan area of over 15 million people and is one of the fastest growing regions in the country4. The Oklahoma Department of Transportation reports the 2008 Annual Average Daily Traffic volume on I-35 through the Ardmore area to be nearly 30,000 vehicles per day; 25 percent of which is truck traffic.5

The Ardmore International Trade Center is located on BNSF’s National Intermodal Network linking the Midwest with the Gulf Coast. An existing spur line serves a limited number of industrial properties but has no capacity for expansion. The Master Plan proposes a second spur that would connect to a trans-load facility and industrial sites to be located on the east side of the main runway. The Grant Funds would be used to construct the rail spur, the trans-load facility and supportive infrastructure.

. 4 Beyond Megalopolis: Exploring America’s New “Megapolitan” Geography, 2005 Metropolitan Institute at Virginia Tech § Census Report Series. http://www.mi.vt.edu/uploads/MegaCensusReport.pdf accessed August 21, 2009. 5AADT Truck volumes provided by Mike Woodhams, Oklahoma Department of Transportation, Planning Division, August 28, 2009

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Figure 2: Megapolitan Areas of the U.S. with Interstate Corridors

Ardmore, OK

Figure 3: BNSF Intermodal Network

Ardmore, OK



The air cargo facilities available at the Ardmore International Trade Center include two runways, a manned FAA Air Traffic Control Tower, 24-hour security, and a fire department with aircraft firefighting apparatus with foam capability. The Ardmore Development Authority with the help of the State of Oklahoma has invested nearly $17 million dollars to improve and extend the main runway to 9,000 feet to accommodate wide body aircraft. With the extended runway, the Air Cargo Facility can accommodate aircraft flying nonstop to destinations anywhere in the world.

Transformation of the Ardmore Industrial Park into an International Trade Center and Logistics Hub has been an ongoing process involving the support of local state and federal agencies for the past few years. Since 2007, more than $24 million in improvements to the Trade Center have been completed or is underway. Of the $24 million, less than $1.7 million or 6.9 percent came from federal funding sources thus demonstrating the commitment of City of Ardmore, the Ardmore Development Authority, and the State of Oklahoma to the development of the International Trade Center in southern Oklahoma.

In addition to the Infrastructure Improvements within the Trade Center, the Oklahoma Department of Transportation has programmed nearly $2,500,000 in FY 2010-2011 for safety improvements to State Highway 53, which will improve access to the Trade Center from Interstate 35.

The following table provides a synopsis of capital improvement projects that have recently been completed or nearing completion. These projects are also depicted in Map Exhibit MP-200.

Table 1: Current Projects Completed or In Progress with Funding by Source

ProjectCompletion

Date

Funding

Source

Amount by

SourceTotal

Water Plant Road Reconstruction2007 Local $450,000 $450,000

FAA $420,100

Local $105,000 $525,100

Hanger Improvements 2007 Local $1,125,000 $1,125,000

Water Treatment Plant Upgrades2009

Local $1,300,000 $1,300,000

State $15,000,000

Local $1,971,000 $16,971,000

FAA $239,095

State $80,494

Local $2,584 $322,173

Water Line

Relocation/Improvements2009 Local $1,495,000 $1,495,000

EDA $1,000,000

Local $1,450,000 $2,450,000

Project Totals $24,638,273

Saw Mill and Redwing Road

Reconstruction

2009

2009

Perimeter Road 2007

Runway Reconstruction and

Extension

2009 Runway Lighting

The missing piece necessary to fully implement the Ardmore International Transportation Center Master Plan is the development of the dedicated rail spur and transload facility to combine warehousing, storage, carload and transloading services in one location. Preliminary plans for the spur and transload facility have been prepared in anticipation of future funding. Map Exhibit MP-300 depicts the proposed development associated with this grant application.

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A breakdown of the project costs and funding sources is provided in Table 2, Part C, Grant Funds and Sources and Uses of Project Funds.

When fully operational in 2011, the Ardmore logistics hub will have sufficient capacity to handle up to 26,280 rail carloads per year. BNSF, as a participating partner, will benefit from more efficient and consistent service and the customers using this transload facility will have access to more capacity and greater service options.

Transportation Challenges Transportation challenges addressed by this project are highlighted below.

Growing logistical problems at major airports, high handling fees exorbitant land costs, custom clearing problems and development costs that inhibit cargo delivery systems.

Incoming air traffic and security concerns will necessitate the development of airports dedicated to cargo and aircraft maintenance activities.

As the center of population shifts westward, logistics developments need to locate in the western half of the south central region.

Rising distribution costs place increased importance on a lower cost location strategically placed to serve the markets.

BNSF plans to build logistics centers near existing intermodal facilities in rapidly growing markets to combine warehousing, storage, carload and transloading services in one location.

Ron Sucik, RSE Consulting:

“80% of Intermodal is containers; 27% of container traffic is transloaded. Trends: Changing from import warehouses in California to more in Texas and more population growth in south and southwest. That, plus congestion on coasts forces products to move in bulk to central US for re-distribution. Retail chains are moving transloading from coastal ports to inland ports. Container loading from ships can move quickly and efficiently to transload facilities”.6

Richard Allen, Allen Group:

“Users are realizing the advantages of being close to Intermodal facilities. For example, 10,000 containers are imported annually and drayage costs are $300 each. That’s $3 million in drayage. 65% of goods from China go east of Mississippi River—which is why the I-35 NAFTA corridor is so important. Goods come to the central part of the US and distributed from there to Chicago and Northeast, straight east and to the southeast. Cargo shipments from Monterey through Dallas and up to KC and Chicago on the NAFTA corridor will continue to have large traffic increases”.7

Van Cunningham, BNSF:

‘We are in need of major rail-served industrial parks. It is very expensive, time consuming and energy consuming to have numerous switches along the main track. One switch that handles a large industrial tract with several companies located therein makes the most sense”.8

6 Presentation to Real Estate Forum by Ron Sucik, RSE Consulting, June 11, 2007. 7 Interview with Richard Allen, Allen Group June 12, 2008. 8 Interview with Van Cunningham, BNSF February 11, 2009

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B. Project Parties

“An application should include information about the grant recipient and other project parties.”


The Ardmore Development Authority is a Public Trust Authority of the City of Ardmore, Oklahoma, a municipal corporation. The Development Authority was created on April 15, 1964 under the Trust Indenture Statutes of the State of Oklahoma (Title 60, O.S. 1961, Sections 176 180 inclusive), the Oklahoma Trust Act and other applicable Statutes. This was the first such Authority in the state and has since been the model for others.

The Ardmore Development Authority is charged with responsibility for the implementation of the Master Plan for the Ardmore Airpark International Trade Center. The Development Authority provides:

Day to Day management of Ardmore Municipal Airport (Airpark)

Day to Day management of the Ardmore Airpark Industrial Areas

Economic development and marketing

Building construction and maintenance

Grounds maintenance

24-hour fire and rescue department

Security

City of Ardmore

The City of Ardmore is a subdivision of the State of Oklahoma and the beneficiary of the Trust. As such, the City appoints the nine Trustees and must approve all issues of debt of the Authority. The Ardmore Development Authority provides the City with an annual Audit and report of activities. The City of Ardmore supports the Trade Center by providing:

Part Time Police services

Funding assistance on projects

Water treatment plant

Wastewater plant

Street maintenance

Development support

Other partners that support development of the Ardmore Airpark International Trade Center and Logistics Hub include:

State of Oklahoma

Funding support

Oklahoma Aeronautics Commission

Technical Assistance

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Airport Improvement Grants

Oklahoma Department of Commerce

Marketing support for logistics, aerospace, metal fabrication, bio-energy & renewable energy

Development grants

Chickasaw Tribal Nation

International Trade Center & Logistics Hub development partner

Owner of adjacent land that is part of the overall master plan

Will construct a warehouse and distribution facility in conjunction with the transload facility and contribute financial support to the project.

Sovereign Oklahoma Development, LLC

Private owner adjacent land owner (700 acres) that is part of the overall master plan

International Trade Center and Logistics Hub investor and supporter

Development of rail storage facility in conjunction with the Trade Center Spur and transload facility

BNSF Railroad

Primary rail services

Economic Development Assistance

Technical assistance

Letters of endorsement from the following participating partners and agencies are appended to this application.

1. Natalie Shirley, Secretary of Commerce and Tourism, Oklahoma Department of Commerce

2. Victor N. Byrd, Director, Oklahoma Aeronautics Commission

3. T. Craig Morton, Regional Manager for Economic Development, BNSF Railway

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C. Grant Funds - Sources and Uses of Project Funds

“An application should include information about the amount of grant funding requested, sources and uses of all project funds, total project costs, percentage of project costs that would be paid for with TIGER Discretionary Grant funds, and the identity and percentage shares of all parties providing funds for the project (including Federal funds provided under other programs).”

The Ardmore Development Authority requests $29,000,000 in TIGER Discretionary Grant Funds for the construction of a rail spur connection with the BNSF Intermodal Line, development of a transload facility with rail storage and road and utility improvements to support the Ardmore International Trade Center.

The following Table provides a project breakdown for each component with an estimate of the cost and funding source. Completed projects and projects already in progress or funded have not been included in this analysis.

Table 2: Project Costs and Funding – New Projects

Project Component DescriptionEstimated

CostFunding Source

Amount of Funding by

Source

Percent of Total Project

Transload Facility Covered dock and storage space $1,000,000 TIGER Grant Funds $1,000,000 3.19%

$4,000,000 TIGER Grant Funds $4,000,000 12.78%

Sanitary Sewer Treatment Plant Local $2,300,000 7.35%

22,000 linear feet of sanitary sewer collection line

TIGER Grant Funds $3,000,000 9.58%

Total $31,300,000 100.00%

Tiger Grant Funds $29,000,000 92.65%

$2,300,000 7.35%Non Federal Funds

TIGER Grant Funds

$5,300,000

$14,000,000

Road Improvements23,500 feet of improved two-lane access road between transload facility and east entrance on SH-53

Water - 500,000 gallon elevated storage and 16,000 linear feet of distribution line.

Water Utiliites

44.73%

$7,000,000 22.36%

Sanitary Sewer

Rail SpurConstruction of 14,900 feet of heavy rail line for connection to BNSF main line from transload facility

$7,000,000

TIGER Grant Funds $14,000,000

If consideration is given to the investment already made by the City of Ardmore and the State of Oklahoma toward the recent improvemnts identified in Table 1, the contribution of non-federal funds toward development of the logistics hub at the Ardmore International Trade Center would total $24,829,078 or 44.7 percent of the $55,488,273 total for all projects. Clearly, the City and the state have stepped up to the plate financially in their efforts to create jobs by offering a more efficent freight transportation system to business and industry.

Fund Source Investment

Local: $9,748,584

State: $15,080,494

FAA: $659,195

EDA: $1,000,000

TIGER Grant Funds: $29,000,000

Total Funding: $55,488,273

Non Federal Funds: $24,829,078

Federal Funds: $30,659,195

Table 3: Funding by Source - All Projects

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D. Selection Criteria

“An application must include information required for the Department to assess each of the criteria specified in Section II(A) (Selection Criteria), as such criteria are explained in Section II(B) (Additional Guidance on Selection Criteria), and each of the relevant criteria specified in Section II(C) (Program-Specific Criteria). Applicants are encouraged to demonstrate the responsiveness of a project to any and all of the selection criteria with the most relevant information that applicants can provide, regardless of whether such information has been specifically requested, or identified, in this notice.

“Information provided pursuant to this paragraph must be quantified, to the extent possible, to describe the project’s impacts on the Nation, a metropolitan area, or a region. Information provided pursuant to this paragraph should include projections for both the build and no-build scenarios for the project for a point in time at least 20 years beyond the project’s completion date or the lifespan of the project, whichever is closest to the present.

Primary Selection Criteria

(a) Long Term Outcomes The following long-term outcomes are anticipated as a result of this project:

1. State of Good Repair

The proposed rail spur and transload facility will have the effect of eliminating unnecessary freight traffic in heavily congested areas in Dallas/Fort Worth where traffic volumes already exceed the capacity of the highway system. As an illustration, consider the Dollar General Warehouse Distribution Center already a tenant of the Ardmore Airpark. Dollar General imports goods from China which are shipped by sea and arrive in the U.S. at a port in Los Angeles or Oakland. The goods are then transferred to a BNSF railcar and shipped to a transload facility in Dallas/Fort Worth where they are loaded onto trucks and delivered to the Dollar General Distribution Center in Ardmore. From there the goods are distributed to outlet stores throughout the south central United State. With a rail spur and transload facility, BNSF could drop the rail car off at the Ardmore International Trade Center eliminating the need to transport goods by truck from Dallas/Fort Worth. Every intermodal train car that uses the Ardmore transload facility rather than one in Dallas/Fort Worth will take two to four trucks off the highway reducing congestion and thereby increasing capacity of the highway system.

2. Economic Competiveness

The efficiency with which freight is transported into and out of rural and urban areas is of vital economic importance to our country. The transportation efficiencies anticipated as a result of the proposed project will contribute to the economic competiveness of the nation, region and the communities of south-central Oklahoma.

Internationally, Oklahoma’s International Trade Center and Logistics Hub is positioned to compete in the global market place. It offers an air cargo facility dedicated exclusively to handling freight traffic with two runways of 9,000 feet and 6,000 feet and over 5,000,000 square feet of ramp space for aircraft parking. Companies that have benefited from the Ardmore Airpark facility include Japan Airlines (DC-10’s) Aviation Sales Company (747’s), AAR Corporation, American, Boeing and others. The proposed transload facility will result in more efficient handling of freight transfers involving air cargo as well as between trucks and trains.

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Freight transportation affects the cost of goods, the efficiency of services and locational decisions made by business and industry. As of October 2008, businesses and manufacturers located within the Oklahoma International Trade Center complex enjoy the benefits of being in a Foreign Trade Zone.9 As a result, these companies are able to receive component parts from outside the United States, assemble the parts into a finished product and then export the product to another country without having to pay a duty or excise tax on the product. Nor do they have to pay value added Customs duty on products sold in the United States.

3. Livability – As a secondary impact of the proposed project Amtrak passenger rail service between Fort Worth and Oklahoma City will be benefited. The Amtrak service uses the BNSF rail line which is a single track between Fort Worth and Oklahoma City. The construction of a single dedicated spur that serves multiple enterprises within an industrial park and the added rail storage capability will increase the efficiency in which BSNF can move their freight trains onto and off the main line. As a result, the passenger rail service will experience fewer delays on the shared rail line.

4. Sustainability

Regionally, Ardmore is located 90 miles equidistant from Dallas/Fort Worth to the south and Oklahoma City to the north on Interstate 35. The Dallas/Fort Worth area is a designated 8-hour Ozone Nonattainment Area.10 Developing smaller transportation freight centers in less densely populated areas saves fuel, reduces emissions of CO2 and increases the efficiency in moving goods by avoiding already congested urban areas.

Ardmore is the home to the Oklahoma Bio-energy Center, a joint venture of the Ardmore-based Noble Research Foundation, Oklahoma University and Oklahoma State Universities. These organizations are taking an orchestrated approach to advancing the development of cellulosic ethanol from crops like switchgrass, sweet sorghum and milo, as well as research on biodiesel that is derived from natural oils like sunflower seeds and canola. They are also developing new techniques for harvesting and transporting energy crops to the bio-refinery and creating alternative technologies for converting the biomass into transportation fuel.

The master plan on the Airpark provides up to 520 acres planned for complementing green industries. The Ardmore Development Authority is currently actively engaged in marketing to wind power and solar power industries. Ardmore participates in domestic and international wind and solar energy events. Ardmore is the only smaller community in the entire southwest region to participate in the European Wind Energy the European Photovoltaic Solar Energy Conferences and expositions. Other partners from Oklahoma include the Oklahoma Department of Commerce, Oklahoma City, Tulsa and OG&E.

5. Safety

The proposed project will contribute to public safety directly and indirectly in several ways. First, the International Trade Center is located in a less densely populated area than are distribution centers in Dallas/Fort Worth, Oklahoma City and Kansas City along the I-35 Corridor. Its location eliminates the need for trucks to go into congested urban areas where older streets are too narrow and turning radiuses to small to accommodate large trucks safely. Moreover, Levels of Service in the Dallas/Fort Worth area often function at Level E or F even on sections of its Interstate system. 9 U.S. Department of Commerce Foreign‐Trade Zones Board, Order No. 1582, Expansion of Foreign Trade Zone 227, Durant, Oklahoma, October 16, 2008. 10 EPA Green Book Website, http://www.epa.gov/oar/oaqps/greenbk/tx8.html , accessed August 26, 2009.

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Another contribution to public safety is the potential removal of hazardous materials from a heavily populated area. Concern for potential exposure is greatly increased when these materials are being transloaded from rail to truck. BNSF has indicated that there is a great need for more transload facilities located away from populated areas such as the Ardmore International Trade Center.

(b) Job Creation and Economic Stimulus Ardmore’s reputation for a vibrant economy and a business friendly community is recognized nationwide. The innovative method in which the economy has been diversified has resulted in the use of Ardmore as a model for other communities to follow. The Oklahoma International Trade Center is one more example of how the City of Ardmore is positioning itself to meet the challenges and opportunities of a global economy. The 2,700-acre master planned industrial park is and has been a key component of Ardmore’s economic development and revitalization strategy. Some of the major tenants of the Trade Center include a Dollar General Distribution Center; the East Jordan Iron Works and Foundry; Werner Trucking; Carbonyx, a company that produces carbon based products; Beetle Plastics, a fiber glass manufacturer; and King Aerospace providing aircraft maintenance and modification services to corporate and military clients. Presently there are an estimated 1,500 jobs generated by business located in the Ardmore Airpark.

As stated in the community’s Strategic Visioning Plan, today’s challenge is to attract the talent and recruit the industry that will create the Ardmore of 2020. The introduction of technology and globalization require constant re-evaluation of opportunities and challenges and this must be an on-going process to remain competitive. Development of additional freight handling capacity will generate even more opportunities for new good paying jobs in businesses that have global markets.

Table 4: Major Tenants and Employees

Existing Tenants No. of

Employees

Dollar General 750

East Jordan Iron Works 300

Beetle Plastics 75

Carbonyx 25

Werner Trucking 200

King Aerospace 100

Table 5, Projected Impact with Full Development identifies the potential economic impact of the Ardmore International Trade Center when built out. The gross acres in Column (a) represents the represents the land area identified for individual land use activities from the Master Plan Map Exhibit MP-100. Column (b) reflects the net site area after providing for road and rail rights of way, utilities and open space. Column (c) indicates the estimated gross building area based on a Floor Area Ratio (FAR) of 0.2217. Column (d) reflects the projected number of employees based on locally derived industry standards. The Projected Payroll, Column (e) is based on number of employees and payroll for the Wholesale Trade Sector for Oklahoma reported in the 2002 Economic Census without adjustment for inflation. Finally, the Value of Construction (Column (f) is based on $125/square foot for construction and equipment.

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Table 5: Projected Economic Impact with Full Development

(a) (b) (c)* (d) (e)** (f)Gross Acres

Net Site Area (Acres) GFA (SQ-FT)

No. of Employees

Projected Payroll (2002 Pay Rates)*

Value of Construction

Rail Yard 381 76 331,927 381 $13,142,038 $41,490,900Commercial 10 8 77,258 122 $4,219,422 $9,657,252Material Handling 160 128 1,236,128 960 $33,113,796 $154,516,032Aviation Support (new) 210 168 1,622,418 1,803 $62,181,053 $202,802,292Manufacturing 544 435 4,202,836 2,335 $80,539,269 $525,354,509Distribution 377 302 2,912,627 1,618 $55,814,898 $364,078,400Total 1,682 1,117 10,383,195 7,219 $249,010,475 $1,297,899,385

*Projecting Land Use and Facility Needs, Arthur C. Nelson**American Factfinder US Census Bureau, Selected Statistics from the 2002 Economic Census, Based on average payroll for Wholesale Trade Sector Employee in Oklahoma

Land Use Activity

Full development of the Ardmore International Trade Center will provide more than 7,200 jobs with an annual payroll of over $249 million. Secondary employment, which is new service sector jobs created to support basic industry, will account for an estimated 21,428 jobs for south central Oklahoma. With the average annual salary in Carter County for all jobs reported to be $20,057,11 the economic benefit from the secondary employment is calculated to be over $429 million annually.12

The value of new building construction is projected to be near $1.19 billion at today’s construction costs; of that, $380 million would be accounted for in individual wages.

Basic Emp. Sector MultiplierBasic Emp.

Non-Basic Emp.

Rail 4 381 1,524Manufacturing 4 2,335 9,340Aviation 3 1,803 5,408Distribution 2 2,578 5,156Total Employment 7,097 21,428

Table 6: Estimated Non-Basic Employment

The 1,100 acres of available land will not build out overnight. However, the economic benefits from the proposed project will begin to accrue almost immediately. With approval of the grant application and surety that the rail spur will be built, the Ardmore Development Authority will be able to move forward in their marketing efforts. Current Prospects include a major distribution facility that would bring 150 jobs with a capital investment of $30 million; a second major distribution facility with 250 jobs and a capital investment of $45 million; a wind generation company that manufactures the towers providing 300 jobs and an investment of (40 million; and a bio-energy facility (refinery) employing 100 workers with an investment of $35 million. Additionally, BNSF has indicated an immediate need for rail car storage and private sector funding would be immediately available to start construction of the rail yard.

11 U.S. Census Bureau, 2002 Economic Fact Sheet, Carter County, OK, http://factfinder.census.gov/servlet/SAFFEconFacts?_event=Search&geo_id=04000US40&_geoContext=01000US%7C04000US40&_street=&_county=Carter&_cityTown=Carter&_state=04000US40&_zip=&_lang=en&_sse=on&ActiveGeoDiv=geoSelect&_useEV=&pctxt=bg&pgsl=040&_submenuId=business_1&ds_name=ECN_2002_SAFF&_ci_nbr=&qr_name=&reg=%3A&_keyword=&_industry , accessed August 28, 2009. 12 Project Cost / 2.5 Factor for Material x .80 Contractor Profit = Labor

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Project Schedule Bid ready plans and specifications and all required environmental clearances have been approved to begin immediate construction of the sanitary sewer plant expansion and west section of access road to the transload facility. Actual construction on these components of the grant may begin almost immediately.

The applicant will proceed immediately upon notification of grant approval, to prepare bid ready construction plans and obtain final environmental clearances to construct the spur rail from the BNSF line to the transload facility along with the remaining road and utility improvements. Construction should begin within 6 to 9 months of award of the grant and will be completed by the summer of 2011. The proposed project will take 21 months to complete over which time it will contribute 9.21 million in wages to the economy and provide as many as 230 jobs at its peak in the third and fourth quarter. (Tables 7 & 8).

Table 7 : Projected Expenditures by Quarter

Project Component Cost ($1M)

QTR 1 QTR 2 QTR 3 QTR 4 QTR 1 QTR 2 QTR 3 QTR 4 QTR 1

14.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00

North 3.00 0.75 0.75 0.75 0.75South 4.00 1.00 1.00 1.00 1.00

UtilitiesWater Distribution Lines 4.00 1.33 1.34 1.33Sanitary Sewer Treatment Plant 2.30 0.57 0.58 0.58 0.57Snaitary Sewer Collection Lines 3.00 0.75 0.75 0.75 0.75

Transload Facility 1.00 0.33 0.34 0.33Project Expenditures by Quarter 31.30 1.32 1.33 6.41 6.41 5.08 4.08 2.34 2.33 2.00

Rail SpurRoadway

Table 8: Projected Payroll by Quarter

Project Component Cost ($1M)

QTR 1 QTR 2 QTR 3 QTR 4 QTR 1 QTR 2 QTR 3 QTR 4 QTR 1

3.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50

North 0.99 0.25 0.25 0.25 0.25South 1.32 0.33 0.33 0.33 0.33

UtilitiesWater Distribution Lines 1.32 0.44 0.44 0.44Sanitary Sewer Treatment Plant 0.76 0.19 0.19 0.19 0.19Snaitary Sewer Collection Lines 0.99 0.25 0.25 0.25 0.25

Transload Facility 0.33 0.11 0.11 0.11Labor Expenditures by Quarter 9.21 0.44 0.44 1.96 1.96 1.52 1.19 0.61 0.61 0.50

Rail SpurRoadway

Assumptions for Work Schedules and Sequencing of work:

Sanitary Sewer Plant Expansion and north road segment are shovel ready and can begin immediately.

Start 6 to 9 months out for work requiring EA and/or Design Project schedule durations will be dependent on size of contractor work force and equipment Labor Expense factor for rail spur is 0.25 and for all other work 0.33

Page 17



Secondary Selection Criteria

(a) Innovation Intelligent transportation systems are to be an integral part of this project. Cargo will be coded and tracked as it moves between the different transport modes. Decisions on when to pull train cars on and off the main route will be computerized to allow the most efficient use of the BNSF line incorporating real-time dispatching, active traffic management and radio frequency identification (RFID) to enable the greatest use of rail over trucking significantly enhancing the operational performance of the transportation system.

(b) Partnership Development of the Ardmore International Trade Center has been a collaborative effort from its inception. The 2700-acre master planned industrial park is public-private collaboration between three major land owners: the Ardmore Development Authority, the Chickasaw Nation and Sovereign Oklahoma Development, LLC. The community of Ardmore supports the efforts of the Ardmore Development Authority through a dedicated portion of the city sales tax. Expansion of local industry and continuation of the ¼ cent sales tax to support the Ardmore Development of jobs and job training are key objectives identified in the Ardmore Strategic Visioning Plan.13

Although a portion of the International Trade Center is located outside its corporate limits, the City of Ardmore provides it with fire protection services and water and sewer utilities. The City is investing $5,100,000 in improvements to the water and sewer treatment facilities to serve existing and future business locating in the Ardmore International Trade Center.

The Oklahoma Department of Commerce has also partnered with the Ardmore Development Authority. The Department of Commerce has designated the Ardmore International Trade Center as a State Enterprise Zone enabling businesses located in the Trade Center to receive enhanced financial incentives for stimulating economic expansion. Additionally the State has invested financially in the development of the Trade Center’s logistic capability through the award of a $15,000,000 grant to strengthen and lengthen its primary runway to 9,000 feet.

The Chickasaw Nation, as a participating landowner has a vested interest in the development of the Trade Center as an opportunity to create meaningful, well paying jobs apart from the gaming industry.

13 Ardmore 2020, Action Today for Ardmore’s Tomorrow, April 1, 2009, http://chamber.ardmore.org/caffeine/uploads/files/Community%20Report%201.pdf , accessed August 28, 2009

Page 18





E. Federal Wage Rate Requirement

Page 19



Page 20

F. National Environmental Policy Act Requirement

An Environmental Assessment (EA) was prepared for most of the Ardmore Municipal Airport area in 2008, and a Finding of No Significant Impact (FONSI) was signed by the FAA on February 6, 2008. The majority of the proposed improvements addressed by this TIGER grant are located within the study area previously addressed by the 02-06-08 FONSI. Only the southernmost portion of the perimeter road and approximately 2 miles of new rail spur will be located outside the study area associated with the 02-06-08 FONSI. A supplemental EA will be prepared for the section of the railroad spur outside the study area. The road improvements are to an existing facility and may qualify for a Categorical Exclusion however; we follow the most expeditious NEPA process available.

The Environmental Assessment and Finding of No Significant Impact may be obtained at http://ardmoredevelopment.com/caffeine/uploads/files/FONSI.pdf

G. Environmentally Related Federal State and Local Actions

“An application must indicate whether the proposed project is likely to require actions by other agencies (e.g., permits); indicate the status of such actions and provide a Web site link or other reference to materials submitted to the other agencies, and/or demonstrate compliance with other Federal, State and local regulations as applicable, including, but not limited to:

Section 4(f) Parklands, Recreation Areas, Refuges, & Historic Properties; Section 106 Historic and Culturally Significant Properties;

Clean Water Act Wetlands and Water; Executive Orders Wetlands, Floodplains, Environmental Justice; Clean Air Act Air Quality (specifically note if the project is located in a nonattainment area); Endangered Species Act Threatened and Endangered Biological Resources; Magnuson-Stevens Fishery Conservation and Management Act Essential Fish Habitat; The Bald and Golden Eagle Protection Act; Any State and local requirements “

“An application must detail whether the project will significantly impact the natural, social and/or economic environment. If the NEPA process is completed, an applicant must indicate the date of, and provide a Web site link or other reference to, the final Categorical Exclusion, Finding of No Significant Impact or Record of Decision. If the NEPA process is underway but not complete, the application must detail where the project is in the process, indicate the anticipated date of completion and provide a Web site link or other reference to copies of any NEPA documents prepared.”

As indicated previously in Section F, a supplemental EA will be prepared for those proposed improvements located outside the study area associated with the 02-06-08 FONSI. Because the FONSI was issued in 2008, the environmental data and evaluations documented in the original EA are still valid and can be relied upon in preparation of the supplemental EA. Therefore, the only additional fieldwork required for the new study areas will be a biological survey and wetlands delineation, and some field survey of known archaeological sites.


U.S. Departmentof Transportation

Federal AviationAdministration

February 6, 2008

Federal Aviation AdministrationSouthwest Region, Airports DivisionArkansas/Oklahoma Airports Development Office

Fort Worth, Texas 76193·0630

Mr. Roy GivensAirport ManagerArdmore Municipal Airport620 General Drive, Suite 2Ardmore, OK 73401

Dear Mr. Givens:

Enclosed please find two copies of the completed environmental Finding of No SignificantImpact (FONSI) for the proposed improvements at Ardmore Municipal Airport. ThisFONSI should be attached to the Final Environmental Assessment to form the completedFONSI.

If the city intends to follow through with the project as planned, you are requested toannounce the availability of the FONSI by way oflegal notice or other suitableannouncement. The announcement should be similar to the following:

The Federal Aviation Administration (FAA), Southwest Region, aftercareful and thorough consideration of all facts and after coordination withappropriate local, state, and Federal agencies approved on January 5, 2008,an environmental Finding ofNo Significant Impact (FONSI) for theproposed 1800 foot extension of Runway 13/31, construction ofa newparallel taxiway, relocation of a localizer, update to the Airport LayoutPlan and other aviation-related development at the Ardmore MunicipalAirport in Ardmore, Oklahoma. The FONSI is available at the FAASouthwest Region, Airports Division, Arkansas/Oklahoma AirportsDevelopment Office, 2601 Meacham Boulevard, Room 692, Fort Worth,TX 76137. Copies of the FONSI are also available at (please identifY localcity offices where the FONS! will be available for review).

Please provide our office a copy of the notice after publication in at least one newspaper ofgeneral circulation for the project area.

Also enclosed is a copy of the Federal signature page from the final EA, making it a Federaldocument. Please ensure that this page is inserted into the final EA before the FONSI isattached to it and made available for public review

Thank you for your cooperation in this matter. If you need any additional assistance, feelfree to contact this office.

Sincerely,

Original Signed By:Edward N. Agnew

Edward N. AgnewManager, Arkansas/OklahomaAirports Development Office

2 Enclosures

cc:Mr. Carl Cannizarro, P.E.Horizon Engineering1414-A East 71 51 StreetTulsa, OK 74136

2

Environmental Assessment

Ardmore Municipal Airport Proposed Development

Ardmore, Oklahoma

Submitted by:Ardmore Municipal Airport

Prepared by:Carl Cannizzaro, P.E.Horizon Engineering

With assistance from:Derek T. Blackshare, P.E. and

Jeff L. PhillipsBlackshare Environmental Solutions

DateResponsible FAAOffij

"This environmental assessment become1s a Federal document when evaluated, signed,and dated by-the Responsible FAA Official.

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U.S. Department of TransportationFederal Aviation Administration

Southwest Region

FINDING OF NO SIGNIFICANT IMPACT

Reconstruct and Lengthen Runway 13-31 and Construct Parallel TaxiwayArdmore Municipal Airport

Ardmore, OK

February 6, 2008

I. INTRODUCTION

The purpose of this Finding of No Significant Impact (FONSI) is to briefly present thereasons why the Federal action(s) supporting the proposed runway extension and paralleltaxiway construction at Ardmore Municipal Airport (ADM), which serves the city ofArdmore, Oklahoma, will not have a significant effect on the human environment.

The City of Ardmore, the owner of the airport, requested Federal actions, including:

A. Airport modifications to accommodate larger aircraft including runwayrehabilitation and 1780 foot by 150 foot extension to a total length of9000feet; construction of a full-length parallel taxiway on the northeast side ofRunway 13-31; relocation of the Runway 31 localizer, relocation of theRunway 13-31 VASI or replacement with a PAPI; and modifications to theRunway 13-31 runway safety area and Runway 31 runway protection zone;

B. Approval of the acquisition of approximately 190 acres ofland associatedwith the above actions;

C. Relocation of a county road (Sawmill Road) along the northern border of theairport to comply with safety area and protection zone requirements;

D. Approval of the revised Airport Layout Plan (ALP) showing the proposeddevelopment. NOTE: the ALP was approved under airspace study 2006ASW-968-NRA. The actual project airspacing was conducted under 2007ASW-I043-NRA;

E. Develop and implement, under provisions of 49 U.S.C. 40103, air trafficcontrol procedures to reflect the proposed runway extension appropriate forthe safe and expedition movement of aircraft through the navigable airspace;

F. Possible industrial development, which may be on or off airport property;G. Industrial development of an area north and east of the airport. Possible

development includes construction of a manufacturing plant, warehouse andother unidentified structures;

H. The possible addition of a rail spur to accommodate the aforementioned

industrial development.

Attached to this FONSI is the enviromnental assessment (EA) on which this finding ismade.

II. SUMMARY

The final EA was prepared pursuant to the provisions of the National EnviromnentalPolicy Act (NEPA) of 1969 and the Council on Enviromnental Quality (CEQ) regulations(40 C.F.R. Parts 1500-1508). Additionally, the final EA meets the guidelines identifiedin FAA Orders 1050.1 E, Environmental Impacts: Policies and Procedures and 5050.4B,NEPA Implementing Instructions for Airport Actions.

No thresholds of significance were found to be exceeded in the final EA. After review ofthe final EA and letters received during the intergovermnental coordination process, andother supporting documentation, the FAA determined that a FONSI was justified for theproposed airport improvements.

Appropriate Federal, state, and local agencies provided input on the draft EA. Localcitizens were also encouraged to provide cormnents on that document. A notice of publichearing was published in the local newspaper, The Daily Ardmoreite, on December 9,2007, and held on January 15, 2008; attendees were solely from the engineeringconsultants, the Ardmore Chamber of Commerce and the Ardmore DevelopmentAssociation. No public citizens attended the hearing and no comments were submitted.

III. PURPOSE AND NEED

The need for the proposed action is described in the EA on page 1. The proposed runwayrehabilitation and extension, to be constructed without federal funds, serves to enhancethe capacity at ADM and allow for economic development of the community.

ADM desires to be able to accommodate the requirements of the aviation community byproviding a safe operating enviromnent for all aircraft, including the most demandingaircraft for cargo operations. To accommodate planned cargo operations, the runwaymust accommodate the pavement strength and length requirements of a Boeing 747-400aircraft.

IV. ALTERNATIVES

The FAA explored and objectively evaluated reasonable alternatives that were consideredpractical and feasible in meeting the purpose and need.

Chapter 3 of the final EA describes the alternatives considered and the evaluation ofeach. Several alternatives were considered, including building a new runway at ADM orconstructing a new airport in Ardmore. However, these alternatives were excluded fi'omfurther study due to the time and costs involved with selecting a new airport or runway

site, conducting engineering studies, completing the environmental process, acquiring thenecessary land, and constructing the facilities. These alternatives were not justified inthat ADM is capable of meeting the need of expanded cargo operations with a relativelysmall investment, and the aviation demand at Ardmore does not justify construction of anew airport.

Three alternatives were proposed in the final EA. These consisted of Alternative One(the No Action Alternative), Alternative Two (extend current Runway 13-31 1800 feetsouth) and Alternative Three (extend current Runway 13-31 1800 feet north).

A detailed explanation of each alternative is provided in final EA on pages 7 - 8 and willnot be repeated herein. Note that the No Action Alternative is always required to beanalyzed in accordance with the Council on Environmental Quality (CEQ) regulations 40CFR § 1502.14. A short description of the three alternatives and their advantages anddisadvantages follows:

Alternative One - No ActionThis alternative does not meet the purpose and need of the airport to enhancecargo operations.

Alternative Two - Extend Runway 13-31 1800 Feet SouthThis alternative meets the purpose and need of the airport, but would requireacquisition of 250 acres of land and disturbance of existing wetland features andconsiderable fill in the floodplain, and the cost of the project would increase dueto associated mitigation. This alternative is not considered reasonable.

Alternative Three - Extend Runway 13-31 1800 Feet NorthThis alternative meets the purpose and need of the airport and would requireacquisition of 190 acres ofland and relocation of Sawmill Road. This alternativewould not impact wetlands or floodplains. This is the preferred alternative of theCity of Ardmore.

The alternatives were evaluated based on environmental impacts and cost considerations.After a complete consideration of all alternatives studied in the EA, Alternative Threewas selected as the preferred alternative by the city of Ardmore, and FAA concurred inthis recommendation. Alternative Three was preferred because, among other factors, itwas found to be the most beneficial, the least environmentally disruptive and the mostcost-effective alternative.

Therefore, the FAA in this FaNS! has determined that Alternative Three, the ProposedAction of extending Runway 13-31 1800 feet north, is the FAA's preferred and selectedalternative. In arriving at this decision, the FAA considered all pertinent factors,including the environmental impacts as well as the FAA statutory charter in the FederalAviation Act of 1958, as amended, to encourage and foster the development of civilaeronautics (49 U.S.C. § 40101).

V. ENVIRONMENTAL CONSEQUENCES

A. Potential Impact Resource Categories

Implementation of the Proposed Action has the potential to impact the following resourcecategories:

Noise

Based on the noise contours derived from the Integrated Noise Model (INM) program,the proposed action will result in a significant change from the existing noise patterns onand off the airport.

The FAA's criterion for evaluating the impact of "noise energy exposure" is expressed interms of yearly day/night average sound level (DNL). The threshold of significance forpurposes of determining whether a proposed action will cause significant noise impacts isset forth in FAA Order 1050.1E. A "significant noise impact" is defined as a 1.5 decibel(or greater) increase within the 65 DNL contour over any noise sensitive area whencompared to the "no action" alternative. Applying the above criteria, the environmentalstudy modeled potential noise level increases for years 2006 (existing conditions) and2016 (project implementation conditions).

This study found that the changes to the 65 DNL noise contour does not impact any noisesensitive receptors or places of public assembly. No mitigation efforts are required.

Social Impacts

The proposed action will not require the relocation of any businesses, will not divide ordisrupt established communities, will not disrupt orderly, planned development, and willnot cause a negative change in employment. However, one residence located within thefuture runway protection zone will be purchased and the resident relocated. Allrelocation activities will be in accordance with the Uniform Relocation Assistance andReal Property Acquisition Policies Act of 1970. In addition, a county road (SawmillRoad) will need to be relocated to accommodate the project. The relocation maytemporarily inconvenience citizens but is not expected to have a permanent adverseeffect. The proposed action will not result in a negative social impact.

Water Quality

The proposed action will require the addition of new impervious surfaces such aspavement that would result in slight increases in storm water runoff to the airport stormwater drainage system, and eventually into the Washita River. The airport maintains aStorm Water Pollution Prevention Plan authorized by the State of Oklahoma, andconformance to this plan will minimize potential adverse impact on the Washita River.Correspondence with the Oklahoma Department of Environmental Quality indicated thatthe state had no objections to the project. No mitigation is required.

Prime and Unique Farmland

According to the Fannland Conversion Impact Rating fonn completed by the naturalResources Conservation Service, a total of 61 acres of prime/unique fannland would beconverted to non-agricultural use, resulting in a 0.001% loss or prime fannland in CarterCounty. This is viewed as an insignificant impact and no mitigation is required.

B. Resource Impact Categories Unaffected by the Proposed Action

Fish, Wildlife, and Plants

Coordination was undertaken with the agencies charged with oversight of theEndangered Species Act, the Fish and Wildlife Coordination Act, and the Migratory BirdTreaty Act. The proposed action will displace some vegetation, although the entire areahas been previously disturbed by human activity such as airport and military use andagricultural activities.

The U.S. Fish and Wildlife Service was consulted and concurred that the proposed actionwould not likely adversely affect any federally-listed threatened or endangered species ortheir habitat. Additionally, the Oklahoma Department of Wildlife Conservation wasconsulted and confinned that no state-listed threatened or endangered species are likely tooccur at the project site.

Wetlands, Floodplains and Wild and Scenic Rivers

The U.S. Anny Corps of Engineers was consulted and responded that the proposed actionwill not adversely affect any waters ofthe United States and is thus not subject toregulation pursuant to section 404 of the Clean Water Act, and an individual Departmentof the Anny pennit will not be required. No mitigation is required.

The proposed action does not encroach upon any floodplains. No mitigation is required.

No designated Wild and Scenic Rivers or rivers with the potential for such designationhave been identified within the Study Area for the Proposed Action. Therefore,coordination under the Wild and Scenic Rivers Act of1968 is not required.

Air Quality

Correspondence with the Oklahoma Department of Environmental Quality confinnedthat Oklahoma is currently in attainment of all National Ambient Air Quality Standards.No mitigation is required.

Historical, Architectural, Archeological and Cultural Resources

Consultation was initiated with state agencies charged with protecting the historical andcultural resources of Oklahoma.

The State Historic Preservation Office stated that the proposed action would be unlikelyto impact any historic properties.

The Oklahoma Natural Heritage Inventory stated that there were no known elements ofconcern in the project area.

Consultation with the Oklahoma Archeological Survey (OAS) indicated that, based onthe topographic and hydrological features of the area, archeological materials were likelyto be encountered and an archeological field inspection was necessary. A field surveywas conducted in September, 2007, by a qualified archeologist; no archeologicalmaterials were found in the project area. The archeologist stated that no significantresources were likely to be encountered and recommended that the proposed projectproceed without further evaluation. The OAS concurred with this finding in a letter datedOctober 12, 2007. No mitigation is required.

VI. CONDITIONS

As prescribed by 40 CFR § 1505.3, the FAA shall take steps as appropriate to the action,such as through special conditions in grant agreements, property conveyance deeds,releases, airport layout plan approvals, and contract plans and specifications and shallmonitor these as necessary to assure that representations made in the EA and FONSI willbe carried out.

Specifically, conditions of approval associated with this project are listed below.

A. Solid and hazardous wastes must be collected and disposed of at anapproved facility as mandated by the county, state and Federalrequirements.

B. All practicable measures to minimize harm to all wetlands and waters(jurisdictional or otherwise) will be included in implementation of theProposed Action, and the design and construction of any new water supplyand wastewater components must be in accordance with state designguidelines and standards.

C. Measures will be taken to comply with all applicable local, state orFederal regulations regarding short-term adverse affects related toconstruction, including noise from construction equipment on the site, dustfrom delivery of materials or ground-breaking activities, water pollutionfrom erosion, etc. The provisions of Advisory Circular 150/5370-10,Standards for Specifying Construction ofAirports, will be followed.

D. Although an archeological field survey did not indicate the presence ofsignificant historic or cultural remains, negative results do not guarantee

that cultural resources are not present. Project personnel will be instructedto be aware of buried cultural resources, such as chipped stone, pottery,bone, glass, brick, metal, etc. might be exposed by construction. In thatevent, work shall cease in the immediate vicinity and the sponsor shallcontact the FAA Arkansas/Oklahoma Airports Development Office andthe State Historic Preservation Office.

E. Migratory bird species are protected by the Migratory Bird Treaty Actfrom harm or take during the nesting season. Many such bird speciesmigrate through the area and may establish nests within the project areaduring the nesting season from March through August. To preventconstruction activity impact on nesting migratory birds, all constructionactivities associated with any projects identified in this final EA will occuroutside the general migratory bird nesting season of March throughAugust, or areas proposed for construction during the nesting season willbe surveyed, and when occupied, avoided until nesting is complete.

F. A Phase I Environmental Due Diligence Audit (EDDA) must be preparedprior to land acquisition for the proposed runway extension. In the eventpreviously unknown contaminants are discovered during construction, or aspill occurs during construction, work should cease until the NationalResponse Center (NRC) is notified.

VII. DECISION CONSIDERATIONS AND ADDITIONAL FINDINGS

Throughout the development of the airport, including the proposed improvementsdescribed in Part III above, the FAA has made every effort to adhere to the policies andpurposes ofNEPA, as stated in CEQ Regulations for Implementing NEPA, 40 CFR §1500-1508. The FAA'has concentrated on the truly significant issues related to the actionin question. In its determination whether to prepare an Environmental Impact Statement(EIS) or process the EA as a FONSI, the FAA weighed its decision based on anexamination of the EA, comments from Federal, state, and local agencies, publiccomments, as well as all other evidence available to the FAA.

The FAA has determined the available record demonstrated that no thresholds indicatingthe potential for significant impact were exceeded and an EIS is not required. Inaddition, the FAA determined that existing evidence available to the agency clearlypoints to the proposed project as beneficial in fulfilling the FAA's statutory mission ofpromoting a safe and efficient nationwide airport system, and further study of the issuesin an EIS will result only in "amassing needless detail." As the nation's aviation agency,the FAA has the ultimate technical expertise to develop, evaluate, and select actions andalternatives that would result in safe and efficient use of U.S airspace as prescribed in 49U.S.C. §40103(a). In accordance with 49 U.S.C. Section 44502(b), the FAA hasdetermined that the proposed action is reasonable and necessary for use in air commerce.

The final EA has adequately provided the agency with the information it needs: (a) tomake an informed, objective decision on the environmental effects, as well as other

effects, of the proposed project; and (b) to take actions that protect, restore, and enhancethe environment. The FAA weighed both the potential positive and negativeconsequences that this proposed action may have on the quality of the humanenvironment. Further processing of this proposed action in an EIS would needlesslygenerate additional paperwork and a rehashing of issues, while simultaneously impedingthe FAA from carrying out its mission and blocking a primary goal ofNEPA -- that offostering excellent action.

In summary, the FAA opts to use a finding of no significant impact based on itsconclusions that the proposed project will not have a significant effect on the humanenvironment.

Edward N. Agnew / i DateManager I IArkansas/Oklahoma AirportsD~velopmentOffice

RECOMMENDEDFOR APPROVAL:

APPROVED:

Peggy D. WadeEnvironmental Specialist

.1

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Date

Documents

Grant Application for