Attachment 08 - Environmental Assessment - Proposed New ATCT Construction at Miami Executive Airport (TMB) 3-1-23 FINAL.pdf

ENVIRONMENTAL ASSESSMENT

PROPOSED NEW AIRPORT TRAFFIC CONTROL TOWER

(ATCT) AND BASE BUILDING FACILITY

MIAMI EXECUTIVE AIRPORT (TMB)

MIAMI, MIAMI-DADE COUNTY, FLORIDA

March 1, 2023

Prepared for:

U.S. Department of Transportation

Federal Aviation Administration

Prepared by:

ECS Florida, LLC

2815 Directors Row, Suite 500

Orlando, Florida 32809

ECS Project No. 55:3765

Prepared by: ECS Florida, LLC

2815 Directors Row, Suite 500

Orlando, Florida

Author(s): Jackson Reagan

Environmental Staff Project Manager

JKReagan@ecslimited.com

(407) 859-8378

Joseph Brinson

Environmental Senior Project Manager

Jlbrinson@ecslimited.com

(904) 626-5933

Cliff Hendrickson

Environmental Principal

CHendrickson@ecslimited.com

(407) 859-8378

Prepared for: Federal Aviation Administration

Atlanta, Georgia

ECS Florida, LLC

PAGETABLE OF CONTENTS

1.0 INTRODUCTION

1.1 Background

1.2 Proposed Action

1.3 Purpose and Need for Proposed Action

1.4 Time Frame

2.0 TMB ATCT SITE EVALUATION

2.1 ATCT Alternative Sites Not Carried Forward for Detailed Analysis

2.1.1 Site 1

2.1.2 Site 2

2.1.3 Site 3

2.1.4 Site 4

2.1.5 Site 5

2.1.6 Site 6

2.1.7 Site 7

2.1.8 Site 8

2.1.9 Site 9

2.2 Proposed ATCT Site Alternatives

2.2.1 Site 10 (Recommended Site)

2.2.2 Site 11 (Alternate Site)

2.3 No Action Alternative

3.0 AFFECTED ENVIRONMENT/ENVIRONMENTAL CONSEQUENCES

3.1 Air Quality

3.2 Biological Resources (including fish, wildlife, and plants)

3.2.1 General Fish, Wildlife, and Vegetation

3.2.2 Listed Threatened & Endangered Species

3.3 Climate

3.4 Coastal Resources

3.4.1 Coastal Zone Management Act

3.4.2 Coastal Barrier Resources Act

3.5 Department of Transportation Act, Section 4(f)

3.6 Farmlands

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ECS Project #55: 3765

3.7 Hazardous Materials, Solid waste, and pollution prevention

3.8 Land Use

3.9 Natural Resources and Energy Supply

3.10 Noise and Compatible Land Use

3.11 Socioeconomic, Environmental Justice, and Children’s Environmental Health and Safety Risks

3.12 Visual Effects (including light emissions)

3.13 Water Resources

3.13.1 Wetlands (including wetlands, floodplains, surface waters, groundwater, and wild and scenic rivers)

3.13.2 Floodplains

3.13.3 Water Quality

3.13.4 Sole Source Aquifers

3.13.5 Wild and Scenic Rivers

3.14 Historical, Architectural, Archaeological, and Cultural Resources

3.15 Tribal Lands

3.16 Cumulative Impacts

4.0 LIST OF PREPARERS

4.1 Preparers

4.2 Persons Consulted

5.0 PUBLIC OUTREACH

6.0 REFERENCES

TABLE OF APPENDICES

Appendix I: Figures

Appendix II: Threatened & Endangered Species Desktop Review

Appendix III: Correspondence and Supporting Documentation

Appendix IV: Tribal Lands Correspondence

Appendix V: Acronyms

1.0 INTRODUCTION

The Federal Aviation Administration (FAA) proposes to relocate its facilities currently on the Airport Traffic Control Tower (ATCT) site at Miami Executive Airport (TMB) in Miami-Dade County, Miami, FL. The Proposed Action includes construction and operation of a new ATCT, Administrative Base Building facility, and associated structures, which would serve all runways and taxiways at the Airport, and demolition of the existing TMB ATCT and associated structures.

This Environmental Assessment (EA) has been conducted in accordance with the National Environmental Policy Act (NEPA) and implementing regulations promulgated by the Council on Environmental Quality (CEQ) (40 Code of Federal Regulations (CFR) Parts 1500-1508, FAA Order 1050.1F, Environmental Impacts: Policies and Procedures, (dated July 16, 2015) and other applicable environmental laws, regulations, executive orders, and policies. This EA includes the evaluation of environmental consequences or effects of the Proposed Action and the No Action alternatives.

1.1 Background

TMB is located approximately 10 miles west-southwest of the City of Miami. The airport includes approximately 1,380 acres (Figure 1).

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TMB began operation in November 1967. Since 1995, improvements have been made to the airport including: high-mast safety-and-security lighting, repaving and grooving of all runways and taxiways, new airfield signage, widened run-up areas, and a new Customs Private aircraft clearance facility. The airport serves corporate activity, recreational flyers, flight training, and governmental agency activities

TMB includes three asphalt runways designated as Runway 9R/27L, Runway 9L/27R, and Runway 13/ 31, as well as one helipad designated at Helipad H1. Runway 9R/27L has an east to west orientation and measures 6,000 feet in length and 150 feet in width. Runway 9L/27R has a east to west orientation and measures 5,003 feet in length and 150 feet in width. Runway 13/31 has a northwest to southeast orientation and measures 4,001 feet in length and 150 feet in width. Helipad H1 is paved with concrete and measures 75 feet by 75 feet.

The current ATCT is located in the central portion of the airport between the airport's three runways and airport parking areas. The operating hours are from 0700 to 2300 Eastern Standard Time and support is provided by a Miami Automated International Flight Service Station during non-operating hours.

1.2 Proposed Action

The Proposed Action includes the proposed development and construction of a replacement ATCT, base building, and associated parking to serve TMB located in Miami, Florida. The FAA is considering two potential sites, discussed below, with Site 10 being the "Recommended Site" and Site 11 being the "Alternate Site." Following the new ATCT Construction, Commissioning and services relocation to the new facility, the existing ATCT and associated structures will be demolished. The existing ATCT is located at 14744 SW 128th Street, Miami, Florida 33196. A conceptual design drawing for the proposed ATCT was not included at the time of this report's completion.

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The Proposed Action includes the construction of a new ATCT ranging from 172 feet to 202 feet above ground level in total height and an associated parking lot adjacent to the tower. The new ATCT site will have an approximate area of 3 to 4 acres. The new ATCT is expected to have a control cab area (located atop the ATCT where the best unobstructed view is provided for air traffic controllers) of between 450 and 550 square feet. The proposed tower at either location would facilitate a safe operating environment for aeronautical activity at TMB well into the future, and the two sites under consideration are the best available locations for visibility of Airport Traffic Control.

Federal Actions to be undertaken in connection with this project include:

• Leasing of approximately 3-4 acres of land on the Airport for the new Proposed ATCT and support facilities

• Acquisition of construction and operation permits;

• Site preparation;

• Construction of an ATCT, Base Building, and other associated support features;

• Extension of all equipment cabling to the Proposed ATCT Site;

• Installation and testing of new electronics guidance equipment in the Proposed ATCT;

• Relocation of Air Traffic Control and Technical Operations to the Proposed ATCT;

• Demolition of the existing ATCT, Base Building;

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• Termination of the lease agreement and transfer to the landowner

1.3 Purpose and Need for Proposed Action

The purpose and need for a new ATCT at TMB is to modernize the facility and improve functional efficiency at the airport. Justifications for a new ATCT include: existing Line of Sight issues, Cab occupancy limits, parking lot capacity, and flooding. The current airport volume and needs have outgrown the facility’s ability to operate safely.

1.4 Time Frame

The current tentative date to begin construction for the Proposed Action is March 2026 with an anticipated completion date of April 2029.

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2.0 TMB ATCT SITE EVALUATION

2.1 ATCT Alternative Sites Not Carried Forward for Detailed Analysis

An Airport Facilities Terminal Integration Laboratory (AFTIL) meeting was held on March 10–12, 2020 to identify viable sites and determine physical characteristics for a potential replacement TMB ATCT.

A total of 11 sites were evaluated for viability. The following nine (9) ATCT Alternative Sites were not carried forward for detailed analysis.

2.1.1 Site 1

Site 1 was removed from consideration during a down-select meeting that was conducted during the first visit to the Airport Facilities Terminal Integration Laboratory (AFTIL-1) the week of March 9. 2020.

Per FAA Order 6480.4B Airport Traffic Control Tower Siting Process Chapter 2. Siting Criteria, 2-4.

Visibility Performance Requirements, b. Unobstructed View. “Visibility form the ATCT cab must allow an unobstructed view of all controlled movement areas of an airport, including all runways, any other landing areas, and air traffic in the vicinity of the airport. Visibility from the ATCT cab should allow an unobstructed view of all taxiways and ramp areas. Site 1 did not provide visibility to Taxiway G

2.1.2 Site 2

Per discussion at the pre-AFTIL-1 meeting at TMB, Site 2 was the same lot where the existing tower is now located. Therefore, Site 2 was not chosen as it could not be constructed unless the existing tower was demolished first.

2.1.3 Site 3

During the evaluation of Site 3 in the AFTL-2 exercise, TMB ATC became aware of a potential safety issue while performing air traffic services from the existing tower. During the multi-year construction phase of the new tower, the view of ATC towards the northeast would be obstructed by the construction of the new tower if located at Site 3. This obstruction posed a line-of-site issue for portions of Runway (RWY) 27R, Taxiway Alpha, and proposed Taxiway Bravo. Additionally, there were obstructions from the Visual Flight Rules (VFR) pattern, which obstructed the tower's view of aircraft on the downwind and in the touchdown zone for RWY 27R. The aircraft were obstructed for an excess of 19 seconds from the downwind and 7 to 10 seconds for departure roll or roll-out on RWY 27R (based on the performance of a C172). It was determined by all parties concerned that Site 3 was not feasible for safety related reasons. (FAA Order 6480.4B 2-7.d.)

2.1.4 Site 4

Site 4 was not chosen due to its small size and location next to a building TMB owns, which TMB determined wasn't a suitable site. (FAA Order 6480.4B 2-7.c.).

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2.1.5 Site 5

Site 5 was determined not to have the needed acreage or security clearance. The center of the tower for Site 5 was moved more than 50 feet during AFTIL-1 and was renamed Site 11. Site 11 (Alternate Site) is discussed further in Section 2.2 of this report.

2.1.6 Site 6

Site 6 was not chosen due to the necessity for relocation of a road, which was not preferred by TMB Airport Authority and FAA (FAA Order 6480.4B 2-7.d.).

2.1.7 Site 7

Site 7 was not preferred due to obstructed view of many movement areas and United States Standard for Terminal Instrument Procedures (TERPS) impacts (FAA Order 8260.3E).

2.1.8 Site 8

Site 8 was not chosen as security setbacks required by FAA Order 1600.69C “FAA Facility Security Management Program” could not be met at this location.

2.1.9 Site 9

Site 9 was not chosen due to its proximity to Site 10 (Recommended Site) and better visibility at Site 10 (FAA Order 8260.3E).

2.2 Proposed ATCT Site Alternatives

Two sites were identified as preferred: Site 10 (Recommended Site) and Site 11 (Alternate Site) (Figure 2 in Appendix I).

2.2.1 Site 10 (Recommended Site)

Site 10 is located directly west of the former FAA Flight Service Station and east of the MDAD Ops offices, more specifically Site 10 is approximately 1,300 feet east of the existing ATCT at Latitude:

25°38’54.50" North, Longitude: 80°25’40.94" West. Site 10 is proposed to consist of approximately 3.1-acres of vacant, grass-covered land within TMB and provides the appropriate sized area to construct the tower and associated infrastructure, based on AFTIL-1. Topography at Site 10 appears to be generally flat (please refer Figure 3 in Appendix I). Based on the AFTIL-2, Site 10 does not pose a line-of-site issue for downwind zone and the touchdown zones of Runway 27R and Runway 27L, Taxiway Alpha nor proposed Taxiway Bravo. Additionally, Site 10 has no obstructions from the VFR pattern. Site 10 has no setback concerns and is appropriately buffered from SW 145th Avenue which is located to the west of the site, and SW 128th Avenue which is located to the south of the site. A Flight Service Station and associated communications tower and parking lot are located to the east of Site 10. No issues with burrowing owl per a site review performed by approved airport staff.

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2.2.2 Site 11 (Alternate Site)

Site 11 is located approximately 1,300 feet east-southeast of the existing ATCT at Latitude:

25°38’51.99" North, Longitude: 80°25’41.13" West. Site 11 is proposed to consist of approximately 3.0-acres of vacant, grass-covered land within TMB. Topography at Site 11 appears to generally flat (please refer to Figure 3 in Appendix I). SW 145th Avenue is located to the west of the site, and SW 128th Avenue is located to the north of the site. The only issue identified in the FAA Siting Report for this site was the potential view of the TMB's helicopter pad; however, this issue will be addressed by TMB. Burrowing owl, a Federally listed species, burrows were identified near Site 11. Therefore, further regulatory action will likely be required if Site 11 is chosen.

2.3 No Action Alternative

With the No Action Alternative, a new ATCT facility would not be constructed at TMB. The existing ATCT facility would continue to be used.

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3.0 AFFECTED ENVIRONMENT/ENVIRONMENTAL CONSEQUENCES

The Project Study Area has been identified as the following two sites: Site 10 (Recommended Site) and Site 11 (Alternate Site). Both sites consist of approximately 3 to 4-acres of vacant, grass-covered and/ or lightly wooded land within TMB.

SW 145th Avenue is located to the west of Site 10, and SW 128th Avenue is located to the south of the site. A Flight Service Station and associated communications tower and parking lot are located to the east of Site 10.

SW 145th Avenue is located to the west of Site 11, and SW 128th Avenue is located to the north of the site.

Areas surrounding the two Preferred Sites consist of TMB facilities and runways, cropland, grass-covered land, and wooded land. Surrounding properties beyond TMB include commercial properties, residential properties, and cropland.

The following table (Table 1) and associated paragraphs provide a discussion of the affected environment, environmental consequences, and mitigation for Site 10 (Recommended Site) and Site 11 (Alternate Site), as well as the No Action alternative for the impact categories required by the FAA.

Table 1. Summary of Environmental Consequences

Site 10 (Recommended Site) Site 11 (Alternate Site)

3.1 Air Quality No environmental

consequences are expected

No environmental consequences are expected

3.2 Biological Resources

3.2.1 General Fish, Wildlife, and Vegetation

Based on a Threatened & Endangered Species Review by approved airport staff, no environmental consequences are expected

Based on a Threatened & Endangered Species Review by approved airport staff, environmental consequences are anticipated with regard to burrowing owls

3.2.2 Listed Threatened &

Endangered Species

Based on a Threatened & Endangered Species Review by approved airport staff, no environmental consequences are expected

Based on a Threatened & Endangered Species Review by approved airport staff, environmental consequences are anticipated with regard to burrowing owls

3.3 Climate No environmental

consequences are expected

No environmental consequences are expected

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Site 10 (Recommended Site) Site 11 (Alternate Site)

3.4 Coastal Resources

3.4.1 Coastal Zone

Management Act

No environmental consequences are expected

No environmental consequences are expected

3.4.2 Coastal Barrier

Resources Act

No environmental consequences are expected

No environmental consequences are expected

3.5 Department of

Transportation Act, Section 4(f)

No environmental consequences are expected

No environmental consequences are expected

3.6 Farmlands No environmental

consequences are expected

No environmental consequences are expected

3.7 Hazardous Materials, Solid waste, and pollution prevention

No environmental consequences are expected

No environmental consequences are expected

3.8 Land Use No environmental

consequences are expected

No environmental consequences are expected

3.9 Natural Resources and

Energy Supply

No environmental consequences are expected

No environmental consequences are expected

3.10 Noise and Compatible

Land Use

No environmental consequences are expected

No environmental consequences are expected

3.11 Socioeconomic, Environmental Justice, and Children’s Environmental Health and Safety Risks

No environmental consequences are expected

No environmental consequences are expected

3.12 Visual Effects

(including light emissions)

No environmental consequences are expected

No environmental consequences are expected

3.13 Water Resources

3.13.1 Wetlands No environmental

consequences are expected

No environmental consequences are expected

3.13.2 Floodplains No environmental

consequences are expected

No environmental consequences are expected

3.13.3 Water Quality No environmental

consequences are expected

No environmental consequences are expected

3.13.4 Sole Source Aquifers No environmental

consequences are expected

No environmental consequences are expected

3.13.5 Wild and Scenic Rivers No environmental

consequences are expected

No environmental consequences are expected

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Site 10 (Recommended Site) Site 11 (Alternate Site)

3.14 Historical, Architectural, Archaeological, and Cultural Resources

Based on a response from Florida Department of State Bureau of Historic Preservation, no listed cultural resources identified

Based on a response from Florida Department of State Bureau of Historic Preservation, no listed cultural resources identified

3.15 Tribal Lands No environmental

consequences are expected

No environmental consequences are expected

3.16 Cumulative Impacts No environmental

consequences are expected

No environmental consequences are expected

3.1 Air Quality

The U.S Environmental Protection Agency (EPA) developed the National Ambient Air Quality Standards (NAAQs) under the Clean Air Act (CAA) for the six most common air pollutants; carbon monoxide, nitrogen dioxide, ozone, particulate matter, sulfur dioxide, and lead. These pollutants are regulated by the EPA through human health-based (primary standards) and environmental-based (secondary standards) criteria. The NAAQS are applicable to all areas of the United States. Areas of the United States with poor air quality that have ambient concentrations of these criteria pollutants above the NAAQS are designated as “nonattainment areas”. A nonattainment area is required to have an applicable State Implementation Plan (SIP) that sets mitigation measures and timelines to bring ambient concentrations of the criteria pollutants below the NAAQS. When ambient concentrations in a nonattainment area meet the NAAQS, the EPA designates the area as a “maintenance area” and the applicable SIP ensures that the ambient concentrations of criteria pollutants do not increase above the NAAQs again. Regarding aviation-related Federal actions planned to occur in a nonattainment or maintenance area, the proposed impacts to air quality must conform to the conditions of the applicable SIP. The EPA does not currently list Miami-Dade County as an area of nonattainment or maintenance for NAAQS.

Due to the close proximity of Site 10 and Site 11, the Affected Environment and Environmental Consequences are expected to remain consistent for these sites. Therefore, for the purposes of the discussion of the Affected Environment and Environmental Consequences, these sites will be discussed in conjunction with respect to the Proposed Action.

Affected Environment: Site 10 (Recommended Site) and Site 11 (Alternate Site)

The Proposed Action will not change the amount of aircraft activity, runway use patterns, taxi times or vehicles accessing the airport. TMB will complete expansion plans which impact the number of operations at the airport independent of the new ATCT. The Proposed Action on its own will not increase the amount of airport traffic. As a result, no additional impacts from ground access vehicles or aircraft emissions are expected. However, temporary increases in emissions resulting from construction activities may occur for a limited period of time. Potential emissions from commercial and construction vehicles were calculated for the Proposed Activity using the USEPA MOVES 2014b Motor Vehicle Emission Simulator for Nonroad applications. Emissions were evaluated

March 1, 2023 ECS Florida, LLC over a two year period and compared to the US EPA de minimis thresholds for nonattainment areas.

Table 1 below provides a summary of the estimated emissions to occur during construction and the applicable de minimis thresholds.

Table 1. Summary of Construction Emissions for TMB.

Pollutants (units tons per year) CO VOC NOx PM10

De minimis Thresholds 100 50 100 70

Estimated Emissions Per Construction Year 2022 187 17 90 8 2023 183 16 82 7

The calculations performed show that the Proposed Action will not increase air emissions above the EPA de minimis thresholds, with the exception of carbon monoxide (CO). However, the Project Study Area is not located in a county with non-attainment or maintenance status for criteria pollutants. The proposed replacement of the ATCT should not increase air emissions. Therefore, the Proposed Action confirms to applicable local, state and federal regulations and will not have adverse effects on air quality.

As such, the proposed construction and development activities will have minimal impacts to air quality.

Environmental Consequences

Site 10 (Recommended Site) and Site 11 (Alternate Site)

The Proposed Action is not anticipated to exceed the US EPA de minimis thresholds for nonattainment areas, with the exception of CO. The Project Study Area is not located in a county with non-attainment or maintenance status for criteria pollutants. The proposed replacement of the ATCT should not increase air emissions. Therefore, no environmental consequences are expected concerning air quality.

No Action

Since the No Action alternative does not involve construction activities, no additional impacts to air quality would be expected to occur.

3.2 Biological Resources (including fish, wildlife, and plants)

Biological resources provide intrinsic, aesthetic, economic, and recreational value to an area.

Biological resources include fish, wildlife, plants, and their respective habitats. Airport projects have the potential to disrupt or negatively impact these habitats.

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3.2.1 General Fish, Wildlife, and Vegetation

Affected Environment

Site 10 (Recommended Site)

ECS completed a Threatened & Endangered Species Desktop Review for Site 10 (available for review in Appendix II). Based on a review of aerial photographs, the site appears to consists of vacant, grass-covered land located on the northern side of SW 128th Street.

In addition, ECS reviewed the official species list pursuant to Section 7 of the Endangered Species Act, and fulfills the requirement for Federal agencies to “request of the Secretary of the Interior information whether any species which is listed or proposed to be listed may be present in the area of the Proposed Action”. Based on a review of aerial photographs, suitable habitats for the species listed are anticipated to be present at the site. However, per a site review in December 2021 by approved TMB staff, no threatened or endangered species, specifically burrowing owls or their burrows, were identified on or near the Site 10.

ECS also reviewed the USFWS NWI Mapper website. The USFWS NWI mapper does not depict wetland features on Site 10.

Site 11 (Alternate Site)

ECS completed a Threatened & Endangered Species Desktop Review for Site 11 (available for review in Appendix II). Based on a review of aerial photographs, the site appears to consists of vacant, grass-covered and lightly wooded land located on the southern side of SW 128th Street.

In addition, ECS reviewed the official species list pursuant to Section 7 of the Endangered Species Act, and fulfills the requirement for Federal agencies to “request of the Secretary of the Interior information whether any species which is listed or proposed to be listed may be present in the area of the Proposed Action”. Based on a review of aerial photographs, suitable habitats for the species listed are not anticipated to be present at the site. However, per a site review in December 2021 by approved TMB staff, burrowing owls and their burrows were identified near Site 11.

ECS also reviewed the USFWS NWI Mapper website. The USFWS NWI mapper does not depict wetland features on Site 11.

Environmental Consequences

Site 10 (Recommended Site) and Site 11 (Alternate Site)

Exhibit 4-1 of FAA Order 1050.1F provides the FAA’s significance threshold for biological resources. A significant impact would occur if the USFWS determined that the Proposed Action would be likely to jeopardize the continued existence of a federally listed threatened or endangered species or would result in the destruction or adverse modification of federally designated critical habitat. The FAA has not established a significance threshold for non-listed species.

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Based on review of aerial photographs, impacts to general fish, wildlife, and vegetation, as well as a site review by approved airport staff, impacts are not expected at Site 10. The site review by approved TMB staff identified burrowing owls near Site 11. Therefore, Site 11 would have environmental consequences and require further regulatory action to construct.

No Action

Since the No Action alternative does not involve construction activities, no additional impacts to general fish, wildlife, and vegetation would be expected to occur.

3.2.2 Listed Threatened & Endangered Species

Affected Environment

Site 10 (Recommended Site)

ECS completed a Threatened & Endangered Species Desktop Review for Site 10 (available for review in Appendix II). Based on a review of aerial photographs, the site appears to consists of vacant, grass-covered land located on the northern side of SW 128th Street.

In addition, ECS reviewed the official species list pursuant to Section 7 of the Endangered Species Act, and fulfills the requirement for Federal agencies to “request of the Secretary of the Interior information whether any species which is listed or proposed to be listed may be present in the area of the Proposed Action”. Based on a review of aerial photographs, suitable habitats for the species listed are not expected to be present at the site. Furthermore, per a site review in December 2021 by approved TMB staff, no threatened or endangered species, specifically burrowing owls and their burrows, were identified on or near the Site 10.

ECS also reviewed the USFWS NWI Mapper website. The USFWS NWI mapper does not depict wetland features on Site 10.

Site 11 (Alternate Site)

ECS completed a Threatened & Endangered Species Desktop Review for Site 11 (available for review in Appendix II). Based on a review of aerial photographs, the site appears to consists of vacant, grass-covered and lightly wooded land located on the southern side of SW 128th Street.

In addition, ECS reviewed the official species list pursuant to Section 7 of the Endangered Species Act, and fulfills the requirement for Federal agencies to “request of the Secretary of the Interior information whether any species which is listed or proposed to be listed may be present in the area of the Proposed Action”. Based on a review of aerial photographs, suitable habitats for the species listed are not expected to be present at the site. However, per a site review in December 2021 by approved TMB staff, burrowing owls and their burrows were identified near Site 11

ECS also reviewed the USFWS NWI Mapper website. The USFWS NWI mapper does not depict wetland features on Site 11.

Environmental Consequences

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Site 10 (Recommended Site) and Site 11 (Alternate Site)

Exhibit 4-1 of FAA Order 1050.1F provides the FAA’s significance threshold for biological resources. A significant impact would occur if the USFWS determined that the Proposed Action would be likely to jeopardize the continued existence of a federally listed threatened or endangered species or would result in the destruction or adverse modification of federally designated critical habitat. The FAA has not established a significance threshold for non-listed species.

Based on review of aerial photographs, impacts to general fish, wildlife, and vegetation, as well as a site review by approved airport staff impacts are not expected at Site 10. Based on a review of aerial photographs, suitable habitats for the species listed are not expected to be present at Site 10. ECS anticipates a finding of "No Effect" with regarded to listed threatened and endangered species for Site 10. The site review by approved TMB staff identified burrowing owls near Site 11. Therefore, Site 11 would have environmental consequences and likely receive a finding of "May Effect," resulting in further regulatory action prior to construction.

No Action

Since the No Action alternative does not involve construction activities, no additional impacts to listed threatened and endangered species are expected to occur.

3.3 Climate

Scientific research has determined that increasing concentrations of greenhouse gases (GHGs) in the atmosphere affects global climate. These GHGs include carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. These emissions primarily result from anthropogenic sources including the combustion of fossil fuels. The Intergovernmental Panel on Climate Change (IPCC) estimates that aviation accounted for 4.1% of global transportation GHG emissions. The US EPA indicated that commercial aviation contributed 6.6% of total carbon dioxide emissions in 2013. It is uncertain the timing, magnitude, and location of aviation’s impact to climate.

However, minimizing GHG emissions and identifying potential future impacts of climate change are important to maintain a sustainable national airspace system.

Due to the close proximity of Site 10 and Site 11, the Affected Environment and Environmental Consequences are expected to remain consistent for these sites. Therefore, for the purposes of the discussion of the Affected Environment and Environmental Consequences, these sites will be discussed in conjunction with respect to the Proposed Action.

Affected Environment: Site 10 (Recommended Site) and Site 11 (Alternate Site)

The Proposed Action would consist of a new ATCT to replace the existing ATCT. As a result, no changes in vehicles accessing the airport, changes in aircraft, or changes in runway use or taxi times are expected to occur that would be expected to influence climate impacts from ground vehicles or aircraft. The proposed construction and development activities are expected to include a temporary increase in GHG emissions; however, this increase will have minimal impacts to emissions of GHGs and any emissions of GHGs as a result of the proposed construction and development activities would be considered negligible compared to the annual U.S emissions of GHG. Furthermore, the FAA

March 1, 2023 ECS Florida, LLC has not established a significant threshold for climate. As such, emissions of GHGs would not be expected to have a significant impact on global climate change. The Proposed Action is not expected to increase issues related to flooding, erosion or temperature increase.

Environmental Consequences

Site 10 (Recommended Site) and Site 11 (Alternate Site)

Based on only a temporary influence on GHGs during construction, no environmental consequences are expected concerning climate.

No Action

Since the No Action alternative does not involve construction activities, no additional impacts to Climate would be expected to occur.

3.4 Coastal Resources

Coastal resources include all natural resources occurring within coastal waters and their adjacent shorelands.

Due to the close proximity of Site 10 and Site 11, the Affected Environment and Environmental Consequences are expected to remain consistent for these sites. Therefore, for the purposes of the discussion of the Affected Environment and Environmental Consequences, these sites will be discussed in conjunction with respect to the Proposed Action.

3.4.1 Coastal Zone Management Act

The Coastal Zone Management Act provides for management of the nation’s coastal resources, including the Great Lakes. The Coastal Zone Management Act includes requirements for ensuring that proposed actions by federal agencies are consistent with the approved state coastal zone management programs.

Affected Environment: Site 10 (Recommended Site) and Site 11 (Alternate Site)

The Proposed Action is not located on coastal waters or their adjacent shorelands. The Project Study Area is located greater than 7 miles inland of the Atlantic coast. Therefore, issues that relate to the Coastal Zone Management Act are not anticipated to be applicable.

Environmental Consequences

Site 10 (Recommended Site) and Site 11 (Alternate Site)

Impacts to Coastal Resource are not expected to be applicable to this project.

No Action

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Since the No Action alternative does not involve construction activities and the TMB property is not located on coastal waters or their adjacent shorelands, no additional impacts to Coastal Resources would be expected to occur.

3.4.2 Coastal Barrier Resources Act

The Coastal Barrier Resources Act prohibits federal financial assistance for development within the Coastal Barrier Resource System that contains undeveloped coastal barriers along the Atlantic and Gulf coasts and the Great Lakes.

Affected Environment: Site 10 (Recommended Site) and Site 11 (Alternate Site)

The Proposed Action is not located on coastal waters or their adjacent shorelands. The Project Study Area is located greater than 7 miles inland of the Atlantic coast. Therefore, issues that relate to the Coastal Barrier Resources Act are not expected to be applicable.

Environmental Consequences

Site 10 (Recommended Site) and Site 11 (Alternate Site)

Impacts to Coastal Resource are not expected to be applicable to this project.

No Action

Since the No Action alternative does not involve construction activities and the TMB property is not located on coastal waters or their adjacent shorelands, no additional impacts to Coastal Resources would be expected to occur.

3.5 Department of Transportation Act, Section 4(f)

Section 4(f) of the U.S. DOT Act of 1966 protects significant publicly owned parks, recreational areas, wildlife and waterfowl refuges, and public and private historic sites. The Secretary of Transportation may approve a transportation program or project requiring the use of land off a public park, recreation area, or wildlife or waterfowl refuge of national, state, or local significance, or land of a historic site of national, state, or local significance if there is no feasible alternative to using that land and the project includes planning to minimize harm resulting from the use.

Due to the close proximity of Site 10 and Site 11, the Affected Environment and Environmental Consequences are expected to remain consistent for these sites. Therefore, for the purposes of the discussion of the Affected Environment and Environmental Consequences, these sites will be discussed in conjunction with respect to the Proposed Action.

Affected Environment: Site 10 (Recommended Site) and Site 11 (Alternate Site)

Based on available USGS Topographic Maps, State Historic Preservation Office (SHPO) mapping systems, a Threatened & Endangered Species Desktop Review, County Maps and State Maps, there are no publicly owned parks, recreation areas, wildlife and waterfowl refugees, or historic sites on or immediately adjacent to the Project Study Area.

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Environmental Consequences

Exhibit 4-1 of FAA Order 1050.1F provides the FAA’s significance threshold for the Department of Transportation Act, Section 4(f). A significant impact would occur when the Proposed Action involves more than a minimal physical use of a Section 4(f) resource or constitutes a “constructive use” based on an FAA determination that the aviation project would substantially impair the Section 4(f) resource.

Resources that are protected by Section 4(f) are publicly owned land from a public park, recreation area, or wildlife and waterfowl refuge of national, state or local significance, and publicly or privately owned land from a historic site or national, state or local significance.

Due to the lack of Section 4(f) resources in the study area, no environmental consequences are expected at this time.

No Action

Since the No Action alternative does not involve construction activities, no additional impacts to publicly owned parks, recreation areas, wildlife and waterfowl refugees, or historic sites exist on or in the vicinity would be expected to occur.

3.6 Farmlands

According to the Farmland Protection Policy Act, farmlands are defined as those agricultural areas considered important and protected by federal state, and local regulations. Important farmlands include all pasturelands, croplands, and forests (even if zoned for development) considered to be prime, unique, or of statewide or local importance. Land already in or committed to urban development or water storage is not subject to the Farmland Protection Policy Act.

Affected Environment The Project Study Area is located on existing TMB land, which has operated as an airport since 1967.

Site 10 (Recommended Site)

ECS reviewed the USDA NRCS Web Soil Survey online mapping viewer to determine if Important Farmland is depicted within the site limits. Krome very gravelly loam (Unit 7) is depicted on the site. Krome very gravelly loam has a Farmland Classification of “Farmland of unique importance."

ECS also reviewed the 2010 Census – Urbanized Area Reference Map for Miami, Florida. Based on the map, the site is located in the Urbanized Area of Miami, Florida. The Farmland Protection Policy Act does not apply to land already committed to urban development.

Site 11 (Preferred Site)

ECS reviewed the USDA NRCS Web Soil Survey online mapping viewer to determine if Important Farmland is depicted within the site limits. Krome very gravelly loam (Unit 7) is depicted on the site. Krome very gravelly loam has a Farmland Classification of “Farmland of unique importance."

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ECS also reviewed the 2010 Census – Urbanized Area Reference Map for Miami, Florida. Based on the map, the site is located in the Urbanized Area of Miami, Florida. The Farmland Protection Policy Act does not apply to land already committed to urban development.

Environmental Consequences

Exhibit 4-1 of FAA Order 1050.1F provides the FAA’s significance threshold for farmlands. A significant impact would occur when the total combined score on Form AD-1006, “Farmland Conversion Impact Rating,” ranges between 200 and 260 points or in situations which the Proposed Action would have the potential to convert important farmlands to non-agricultural uses. Important Farmlands include pastureland, cropland, and forest considered to be prime, unique, or of state or local importance.

Site 10 (Recommended Site)

This site consists of vacant, grass-covered land. While the development activities will occur on Krome very gravelly loam (considered farmland of unique importance), this land does not currently consist of pastureland, cropland, or forested land. Therefore, the site would not be considered to be important farmlands based on the definition provided in FAA Order 1050.1F. In addition, the site is located in the Urbanized Area of Miami, Florida.

Site 11 (Preferred Site)

This site consists of vacant, grass-covered and lightly wooded land. While the development activities will occur on Krome very gravelly loam (considered farmland of unique importance), this land does not currently consist of pastureland, cropland, or forested land. Therefore, the site would not be considered to be important farmlands based on the definition provided in FAA Order 1050.1F. In addition, the site is located in the Urbanized Area of Miami, Florida.

No Action Since the No Action alternative does not involve construction activities, no additional impacts to Farmlands would be expected to occur.

3.7 Hazardous Materials, Solid waste, and pollution prevention

The Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA) defines a hazardous material as any substance or material that has been determined to be capable of posing an unreasonable risk to health, safety, and property when transported in commerce. The term hazardous material includes both hazardous wastes and hazardous substances, as well as, petroleum and natural gas substance and materials. The Resource Conservation and Recovery Act (RCRA) defines solid waste as any discarded material that meets specific regulatory requirements and can include items such as refuse, scrap metal, spent material, chemical-by-products, and sludge from industrial and municipal waste water and water treatment plants. Pollution prevention describes methods used to avoid, prevent, or reduce pollutant discharges or emissions through strategies such as using fewer toxic inputs, redesigning products, altering manufacturing and maintenance processes, and conserving energy. If the Proposed Action would include generation of hazardous waste or the use of fuel storage tanks federal, state, and or local statutes and regulations may apply.

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Due to the close proximity of Site 10 and Site 11, the Affected Environment and Environmental Consequences are expected to remain consistent for these sites. Therefore, for the purposes of the discussion of the Affected Environment and Environmental Consequences, these sites will be discussed in conjunction with respect to the Proposed Action.

Affected Environment: Site 10 (Recommended Site) and Site 11 (Alternate Site)

According to a NEPAssist Report generated for the Project Study Area, TMB is classified as a hazardous waste (RCRA) facility.

No Brownfields sites, Superfund sites, Toxic Release Inventory sites, or Toxic Substances Control Act sites were identified in the NEPAssist Report.

Environmental Consequences

Site 10 (Recommended Site) and Site 11 (Alternate Site)

Hazardous waste is expected to be generated, handled, or stored at the new ATCT site with the exception of small amounts of materials utilized for building and equipment maintenance (i.e.

cleaning materials). The construction activities associated with the development of the new ATCT will likely utilize hazardous materials, such as diesel fuel and other automotive fluids, for construction equipment. However, best management practices, such as secondary containment, would allow the construction to occur without significant impact from these materials. As such, no environmental consequences are expected with respect to hazardous, toxic, or radioactive substances at this time.

No Action Since the No Action alternative does not involve construction activities, no additional impacts from hazardous, toxic, or radioactive substances would be expected to occur.

3.8 Land Use

Land use compatibility may be affected by the impacts of an FAA Proposed Action through the disruption of communities, relocation, induced socioeconomic impacts, noise impacts, and land uses protected under Section 4(f) of the U.S DOT Act. Under the Airport Improvement Program, the FAA may not approve a grant for an airport development project unless it is satisfied that the project is consistent with plans of public agencies authorized by the state in which the airport is located for the development of the area surrounding the airport.

Due to the close proximity of Site 10 and Site 11, the Affected Environment and Environmental Consequences are expected to remain consistent for these sites. Therefore, for the purposes of the discussion of the Affected Environment and Environmental Consequences, these sites will be discussed in conjunction with respect to the Proposed Action.

Affected Environment: Site 10 (Recommended Site) and Site 11 (Alternate Site)

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The Project Study Area has been identified as Site 10 and Site 11. Each site consists of approximately 3 to 4 acres of vacant, grass-covered and/or lightly wooded land within TMB. Site 10 and Site 11's parent parcel is identified by the Miami-Dade County Property Appraiser as Parcel Number 30-5915-000-0010. Both parcels are currently owned by the Miami-Dade County Aviation Department and are located within the existing airport footprint.

Areas surrounding the two Preferred Sites consist of TMB facilities and runways, cropland, grass-covered land, and wooded land. Surrounding properties beyond TMB include commercial properties, residential properties, and cropland.

Environmental Consequences

Site 10 (Recommended Site) and Site 11 (Alternate Site)

According to Exhibit 4-1 of FAA Order 1050.1F, the FAA has not established a significance threshold for Land Use. The FAA indicated that the determination that significant impacts exist in the Land Use impact category is normally dependent on the significance of other impacts.

The Project Study Area is located entirely on TMB property. As a result, no zoning or land use changes will be necessary. The usage of each proposed site for the purpose of developing a new ATCT would be compatible with current land uses and aesthetic values of the surrounding properties. The existing airport footprint consists of buildings, runways, taxiways, the current ATCT, and associated parking.

The future use of the site would continue to maintain the current values of the area. Based on a review of aerial photographs, the greatest environmental consequences would be the loss of a limited number of trees at Site 11. Site 10 appears to consist of clear-cut land.

No Action

Since the No Action alternative does not involve construction activities, no additional impacts to Land Use would be expected to occur.

3.9 Natural Resources and Energy Supply

Natural resources are materials or substances that occur in nature and are utilized for economic gain, this includes water, asphalt, aggregate, wood, steel, etc. Energy supplies include coal for electricity, natural gas for heating, and fuel for aircraft, commercial space launch vehicles, or ground vehicles.

Consumption of natural resources and use of energy supplies may result from construction, operation, and/or maintenance of the Proposed Action

Due to the close proximity of Site 10 and Site 11, the Affected Environment and Environmental Consequences are expected to remain consistent for these sites. Therefore, for the purposes of the discussion of the Affected Environment and Environmental Consequences, these sites will be discussed in conjunction with respect to the Proposed Action.

Affected Environment: Site 10 (Recommended Site) and Site 11 (Alternate Site)

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TMB is located within an urban area and with adequate access to natural resources. The energy supply for TMB consists of electricity supplied by Florida Power & Light Company. Additionally, jet fuel is utilized for aircraft taxiing and operations; gasoline, diesel, and small batteries for vehicles;

and on-site combustion engines, emergency generators, compressors, and other various equipment are utilized for routine airport facility operations and maintenance. Water and sewer services are available in the vicinity of the subject site through Miami-Dade County. Natural resources and energy supply are not in short supply at TMB.

Environmental Consequences

Site 10 (Recommended Site) and Site 11 (Alternate Site)

The proposed ATCT facility would utilize commercial electricity provided to TMB by Florida Power & Light. Electricity could increase incrementally; however, as the operations of the proposed ATCT facility would be replacing that of the previous ATCT electricity consumption would not be expected to increase significantly relative to the total airport consumption.

During construction activities, a large volume of water is not expected to be used and the electrical power and fuel utilized for construction would be considered insignificant in comparison to the fuel and electricity utilized currently at the airport. Additionally, the construction materials for the proposed ATCT are not considered to be in short supply and are available locally.

No Action

Since the No Action alternative does not involve construction activities, no additional impacts to Natural Resources and Energy Supply would be expected to occur.

3.10 Noise and Compatible Land Use

Noise is defined as unwanted sound that can disturb routine activities and can cause disruption.

Noise with respect to aviation primarily results from the operation of fixed and rotary wing aircrafts, such as departures, arrivals, overflights, taxiing, and engine run-ups. Airport noise analysis typically considers the effect of aircraft noise on residential property and other sensitive properties such as schools, hospitals, nursing homes, churches, auditoriums, outdoor amphitheaters, and concrete halls. The compatibility of existing uses with a Proposed Action is typically determined in relation to the level of aircraft noise. The FAA has determined that the cumulative noise energy exposure of individuals to noise resulting from aviation activities must be established in terms of Day Night Average Sound Level (DNL).

Areas surrounding the two Preferred Sites consist of TMB facilities and runways, cropland, grass-covered land, and wooded land.