10890 Federal Register / Vol. 87, No. 38 / Friday, February 25, 2022 / Notices Sumner, Trego, Wabaunsee,
Wallace, Washington, Wichita,
Wyandotte.
The Interest Rates are:
Percent
For Physical Damage:
Non-Profit Organizations with
Credit Available Elsewhere ... 1.875
Non-Profit Organizations with-
out Credit Available Else-
where ..................................... 1.875
For Economic Injury:
Non-Profit Organizations with-
out Credit Available Else-
where ..................................... 1.875
The number assigned to this disaster
for physical damage is 17352 B and for
economic injury is 17353 0.
(Catalog of Federal Domestic Assistance
Number 59008)
Barbara Carson,
Acting Associate Administrator for Disaster
Assistance.
[FR Doc. 2022–04040 Filed 2–24–22; 8:45 am]
BILLING CODE 8026–03–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
[Docket #FAA–2022–0204]
Notice of Funding Opportunity
AGENCY: Federal Aviation
Administration (FAA).
ACTION: Notice of funding opportunity.
SUMMARY: The Department of
Transportation (DOT), Federal Aviation
Administration (FAA) announces the
opportunity to apply for approximately
$1 billion in FY 2022 discretionary
funds for the newly established Airport
Terminal Program (ATP), made
available under the Infrastructure
Investment and Jobs Act of 2021 (IIJA),
Public Law 117–58, herein referred to as
the Bipartisan Infrastructure Law (BIL).
The purpose of the ATP is to make
annual grants available to eligible
airports for airport terminal
development projects that address the
aging infrastructure of the nation’s
airports. In addition, ATP grants will
align with DOT’s Strategic Framework
FY2022–2026 at
www.transportation.gov/
administrations/office-policy/fy2022-
2026-strategic-framework. The FY 2022
ATP will be implemented, as
appropriate and consistent with law, in
alignment with the priorities in
Executive Order 14052, Implementation
of the Infrastructure Investments and
Jobs Act (86 FR 64355), which are to
invest efficiently and equitably, promote
the competitiveness of the U.S.
economy, improve job opportunities by
focusing on high labor standards,
strengthen infrastructure resilience to
all hazards including climate change,
and to effectively coordinate with State,
local, Tribal, and territorial government
partners.
DATES: Airport sponsors that wish to be
considered for FY 2022 ATP
discretionary funding should submit an
application that meets the requirements
of this NOFO as soon as possible, but no
later than 5:00 p.m. Eastern time, March
28, 2022. Submit applications
electronically at www.faa.gov/bil/
airport-terminals per instructions in this
NOFO.
FOR FURTHER INFORMATION CONTACT : BIL
Implementation Team, FAA Office of
Airports, at our FAA BIL email address:
[email protected] or Robin K.
Hunt at 202–267–3263.
A. Program Description
BIL established the ATP, a
competitive discretionary grant
program, which provides approximately
$1 billion in grant funding annually for
five years (Fiscal Years 2022–2026) to
upgrade, modernize, and rebuild our
nation’s airport terminals and sponsor-
owned Airport Traffic Control Towers
(ATCTs). This includes bringing airport
facilities into conformity with current
standards; constructing, modifying, or
expanding facilities as necessary to meet
demonstrated aeronautical demand;
enhancing environmental sustainability;
encouraging actual and potential
competition; and providing a balanced
system of airports to meet the roles and
functions necessary to support civil
aeronautical demand. This program also
supports the President’s goals to
mobilize American ingenuity to build
modern infrastructure and an equitable,
clean energy future. In support of
Executive Order 13985, Advancing
Racial Equity and Support for
Underserved Communities Through the
Federal Government (86 FR 7009), the
FAA encourages applicants to consider
how the project will address the
challenges faced by individuals in
underserved communities and rural
areas.
The ATP falls under the project grant
authority for the Airport Improvement
Program (AIP) in 49 United States Code
(U.S.C.) § 47104. Per 2 Code of Federal
Regulations (CFR) Part 200—Uniform
Administrative Requirements, Cost
Principles, and Audit Requirements for
Federal Awards the AIP Federal
Assistance Listings Number is 20.106,
with the objective to assist eligible
airports in the development and
improvement of a nationwide system
that adequately meets the needs of civil
aeronautics. The FY 2022 ATP will be
implemented, as appropriate and
consistent with BIL, in alignment with
the priorities in Executive Order 14052,
Implementation of the Infrastructure
Investments and Jobs Act (86 FR 64355),
which are to invest efficiently and
equitably, promote the competitiveness
of the U.S. economy, improve
opportunities for good-paying jobs with
the free and fair choice to join a union
by focusing on high labor standards,
strengthen infrastructure resilience to
all hazards including climate change,
and to effectively coordinate with State,
local, Tribal, and territorial government
partners.
Consistent with statutory criteria and
Executive Order 14008, Tackling the
Climate Crisis at Home and Abroad (86
FR 7619), the FAA also seeks to fund
projects under the ATP that reduce
greenhouse gas emissions and are
designed with specific elements to
address climate change impacts.
Specifically, the FAA is looking to
award projects that align with the
President’s greenhouse gas reduction
goals, promote energy efficiency,
support fiscally responsible land use
and transportation efficient design,
support terminal development
compatible with the use of sustainable
aviation fuels and technologies, increase
climate resilience, incorporate
sustainable pavement and construction
materials as allowable, and reduce
pollution.
B. Federal Award Information
The ATP is a $5 billion grant program,
distributed as approximately $1 billion
annually for five years (Fiscal Years
2022, 2023, 2024, 2025, and 2026),
subject to annual allocations limitations
based on airport roles found in the
published National Plan of Integrated
Airport Systems (NPIAS), as updated
with current year data. In general, the $5
billion in ATP grant funding is subject
to the following annual award allocation
limitations: Not more than 55% shall be
for large hub airports, not more than
15% shall be for medium hub airports,
not more than 20% shall be for small
hub airports, and not less than 10%
shall be for nonhub and nonprimary
airports.
The FAA will consider projects that
increase capacity and passenger access;
projects that replace aging
infrastructure; projects that achieve
compliance with the Americans with
Disabilities Act (42 U.S.C. 12101, et
seq.) and expand accessibility for
persons with disabilities; projects that
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disadvantaged populations; projects that
improve energy efficiency, including
upgrading environmental systems,
upgrading plant facilities, and achieving
Leadership in Energy and
Environmental Design (LEED)
accreditation standards; projects that
improve airfield safety through terminal
relocation; and projects that encourage
actual and potential competition. This
includes applicable Executive Orders as
listed in Section E.2. Additionally, the
FAA will provide preference to projects
that complete a development objective,
and priority to projects that have
received partial awards.
Projects for relocating, reconstructing,
repairing, or improving an airport-
owned ATCT will also be considered. In
addition to the considerations above,
these projects will also be evaluated
based on overall impact on the national
airspace system including age of facility,
operational constraints, and
nonstandard facilities. The FAA will
publish a NOFO annually to announce
additional funding made available,
approximately $1 billion per year, for
Fiscal Years 2023–2026.
C. Eligibility Information
1. Eligible Applicants
Eligible applicants are those airport
sponsors normally eligible for Airport
Improvement Program (AIP)
discretionary grants as defined in 49
U.S.C. 47115. This includes a public
agency, private entity, state agency,
Indian Tribe or Pueblo owning a public-
use NPIAS airport, the Secretary of the
Interior for Midway Island Airport, the
Republic of the Marshall Islands,
Federated States of Micronesia,
Republic of Palau.
2. Cost Sharing or Matching
The Federal cost share of ATP grants
is 80 percent for large and medium hub
airports, and 95 percent for the
remainder of airports eligible to receive
ATP grants, which includes small hub,
nonhub, and nonprimary airports.
3. Project Eligibility
All projects funded from the ATP
must be:
i. Airport terminal development,
defined in 49 U.S.C. 47102(28) as
development of an airport passenger
terminal building, including terminal
gates; access roads servicing exclusively
airport traffic that leads directly to or
from an airport passenger terminal
building; and walkways that lead
directly to or from an airport passenger
terminal building. Under the ATP, the
FAA may consider projects that qualify
as ‘‘terminal development’’ (including
multimodal terminal development), as
that term is defined in 49 U.S.C.
47102(28);
ii. On-airport rail access projects as
set forth in Passenger Facility Charge
(PFC) Update 75–21 (86 FR 48793,
August 31, 2021);
iii. Airport-owned ATCT that
includes relocating, reconstructing,
repairing, or improving the ATCT; and
iv. Justified based on civil
aeronautical demand.
D. Application and Submission
Information
1. Address To Request Application
Package
An application for ATP terminal or
ATCT projects, FAA Form 5100–144,
Bipartisan Infrastructure Law, Airport
Terminal and Tower Project
Information, can be found at:
www.faa.gov/bil/airport-terminals.
Direct all inquiries regarding
applications to the appropriate Regional
Office (RO) or Airports District Office
(ADO). RO/ADO contact information is
below: https://www.faa.gov/about/
office_org/headquarters_offices/arp/
offices/regional_offices. Or to the BIL
Team at: [email protected].
2. Content and Form of Application
Submission
Applicants will be required to submit
information contained in FAA Form
5100–144, Bipartisan Infrastructure
Law, Airport Terminal and Tower
Project Information. This form is
provided to assist airports in completing
the submission requirements
established in this NOFO. Application
instructions and the form can be found
at: www.faa.gov/bil/airport-terminals.
All applications must be submitted
electronically following the instruction
on the form. Once the form is complete,
save a copy of the form electronically to
your files for future reference. Next,
scroll to the bottom of the form and
press the ‘‘submit’’ button. The form
will be automatically emailed to the
FAA BIL Team for review and
evaluation, or as a backup, email the
form manually to: 9-ARP-BILAirports@
faa.gov.
Applicants selected to receive an ATP
grant will then be required to follow AIP
grant application procedures prior to
award, which include meeting all
prerequisites for funding, and
submission of Standard Form SF–424,
Application for Federal Assistance, and
FAA Form 5100–100, Application for
Development Projects.
Airports covered under the FAA’s
State Block Grant Program should
coordinate with their associated state
agencies, and submit project application
via the procedures noted above.
3. Unique Entity Identifier and System
for Award Management (SAM)
Applicants must comply with 2 CFR
part 25—Universal Identifier and
System for Award Management. All
applicants must have a unique entity
identifier provided by SAM. Additional
information about obtaining a Unique
Entity Identifier (UEI) and registration
procedures may be found at the SAM
website (currently at http://
www.sam.gov). Each applicant is
required to: (1) Be registered in SAM; (2)
provide a valid UEI prior to grant award;
and (3) continue to maintain an active
SAM registration with current
information at all times during which
the applicant has an active Federal
award or an application or plan under
consideration by the FAA. Under the
ATP, the UEI and SAM account must
belong to the entity that has the legal
authority to apply for, receive, and
execute ATP grants.
Once awarded, the FAA grant
recipient must maintain the currency of
its information in SAM until the grantee
submits the final financial report
required under the grant or receives the
final payment, whichever is later. A
grant recipient must review and update
the information at least annually after
the initial registration and more
frequently if required by changes in
information or another award term.
The FAA may not make an award
until the applicant has complied with
all applicable UEI and SAM
requirements. If an applicant has not
fully complied with the requirements by
the time the FAA is ready to make an
award, the FAA may determine that the
applicant is not qualified to receive an
award and use that determination as a
basis for making a federal award to
another applicant.
Non-federal entities that have
received a federal award are required to
report certain civil, criminal, or
administrative proceedings to SAM
(currently the Federal Awardee
Performance and Integrity Information
System (FAPIIS) www.fapiis.gov) to
ensure registration information is
current and complies with federal
requirements. Applicants should refer to
2 CFR 200.113 for more information
about this requirement.
4. Submission Dates and Times
Airports that wish to be considered
for FY 2022 ATP discretionary funding
should submit an application that meets
the requirements of this NOFO as soon
as possible, but no later than 5:00 p.m.
VerDate Sep<11>2014 16:44 Feb 24, 2022 Jkt 256001 PO 00000 Frm 00128 Fmt 4703 Sfmt 4703 E:\FR\FM\25FEN1.SGM 25FEN1lotter on DSK11XQN23PROD with NOTICES1 10892 Federal Register / Vol. 87, No. 38 / Friday, February 25, 2022 / Notices Eastern time on March 28, 2022. Submit
applications electronically at
www.faa.gov/bil/airport-terminals per
instructions in this NOFO.
5. Funding Restrictions
All projects funded from the ATP
must be airport terminal development,
defined in 49 U.S.C. 47102(28) as
development of an airport passenger
terminal building, including terminal
gates; access roads servicing exclusively
airport traffic that leads directly to or
from an airport passenger terminal
building; and walkways that lead
directly to or from an airport passenger
terminal building. Under the ATP, the
FAA may consider projects that qualify
as ‘‘terminal development’’ (including
multimodal terminal development), as
that term is defined in 49 U.S.C.
47102(28); and projects for on-airport
rail access projects as set forth in
Passenger Facility Charge (PFC) Update
75–21 (86 FR 48793, August 31, 2021).
Additionally, ATP eligible projects
include relocating, reconstructing,
repairing, or improving an airport-
owned ATCT. ATP funds may not be
used to support or oppose union
organizing.
E. Application Review Information
1. Criteria
Applications for FY 2022 ATP will be
rated using the following criteria:
i. Must meet eligibility requirements
under the ATP, which includes terminal
development (including multimodal
terminal development) as defined in 49
U.S.C. 47102(28), on-airport rail access
projects, or airport-owned ATCT
relocation, reconstruction, repair, or
improvements.
ii. Timeliness of implementation,
with priority given to those projects that
can satisfy all statutory and
administrative requirements for grant
award in FY 2022.
iii. Favorable consideration will be
given to eligible and justified terminal
development (including multimodal
terminal development), on-airport rail
access projects, and ATCT projects that:
a. Increase capacity and passenger
access: The applicant should describe
the extent to which the project
contributes to the functioning and
growth of the economy, including the
extent to which the project addresses
congestion or service gaps in rural areas.
The applicant should demonstrate how
the proposed project increases capacity,
provides ongoing market access to the
airport by competing carriers as
economic and competitive conditions
change, as well as how it contributes to
the functioning and growth of the
economy, including the extent to which
the project addresses congestion or
service gaps in rural areas. The
applicant should demonstrate how the
proposed project increases capacity and
market access or relieves congestion
based on current and/or forecast needs.
b. Replace aging infrastructure:
Applicants should describe how the
project addresses replacing or upgrading
facilities that have reached the end of
their useful life. This includes
information on the current age and
condition of the asset that will be
affected by the project and how the
proposed project will improve asset
condition. The applicant should
describe how the facility no longer
meets the current or forecasted
operational needs of the airport. This
includes the renovation, expansion, or
replacement of a facility that is too
small or cannot efficiently meet current
or future demand. This also includes
projects aimed at terminal
modernization or upgrades to meet the
changing user or community
expectations. This can be met by
including multimodal terminal
development, climate resiliency,
sustainability initiatives and practices
incorporated therein, all with the goal of
providing a terminal that focuses on the
most efficient movement of passengers
and baggage possible. This also includes
projects that address changing
environmental conditions and improve
resilience to climate change, and that
will be constructed consistent with the
Federal Flood Risk Management
Standard, to the extent consistent with
current law.
c. Achieve compliance with the
Americans with Disabilities Act (ADA),
including expand accessibility for
persons with disabilities: Applicants
should describe how the project
increases mobility, expands access, and
improves connectivity for people with
disabilities both inside and outside the
terminal or ATCT. The information
should demonstrate how the proposed
project will meet the requirements
under the Americans with Disabilities
Act and improve equitable access for
people with disabilities.
d. Improve airport access for
historically disadvantaged populations:
Applicants should describe how the
project increases mobility, expands
access, and improves connectivity for
historically disadvantaged populations.
The information should demonstrate
how the proposed project provides a
significant local and regional impact
and benefits historically disadvantaged
populations. The applicant should
include a description of public
engagement on a local and regional level
that has occurred, demonstrates
proactive inclusivity of historically
disadvantaged communities, and the
degree to which public comments and
commitments have been integrated into
the project. DOT is providing a list of
communities that meet the definition of
Historically Disadvantaged
Communities, available at https://
adip.faa.gov/agis/public/#/
disadvantagedCommunities.
e. Improve energy efficiency including
upgrading environmental systems,
upgrading plant facilities, and achieving
Leadership in Energy and
Environmental Design (LEED)
accreditation standards: Applicants
should provide information
demonstrating how the proposed project
will reduce air pollution and
greenhouse gas emissions from a
reduction in energy consumption
through energy efficient design. This
includes how the project may facilitate
the airport in achieving LEED
accreditation standards through reliance
on alternative energy, water use
reduction, sustainable site selection and
development, responsible materials
selection and waste management,
incorporating lower-carbon pavement
and construction materials, enhanced
indoor environmental quality, use of
terminal facility for renewable energy
production, or other sustainability
efforts (e.g., vehicle charging stations
attached to the terminal) that further
reduce long-term impact on climate. A
proposed project, including utility
support facilities, should be part of an
overall plan that sets targets to lower
carbon emissions, working toward a
carbon-neutral airport by 2050.
f. Improve airfield safety through
terminal relocation: Applicants should
describe how the proposed terminal
project is improving airfield safety
through the relocation of the terminal
building or its components. This could
also include a project to relocate a
terminal that assists in addressing
nonstandard airfield configurations.
g. Encourage actual and potential
competition: The applicant should
describe the extent to which the project
promotes competition in air service by
providing greater ability to
accommodate new entrants; increasing
the ability of competing air carriers to
access constrained facilities on an
ongoing basis; and facilitating the
efficient, and reliable movement of
passengers and cargo. The applicant
may also wish to describe how the
project will offer regional and national
impacts by improving the economic
strength of regions and cities; increase
opportunities for tourism; result in long-
term job creation by supporting good-
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use geographical and economic hiring preferences,
including local hire, for construction jobs, subject
to any applicable State and local laws, policies, and
procedures.
2 Project labor agreement should be consistent
with the definition and standards outlined in
Executive Order 14063.
paying jobs with the free and fair choice
to join a union directly related to the
project; and help the United States
compete in a global economy by
encouraging the location of important
industries and future innovations and
technology in the U.S.
iv. ATCT projects that relocate,
reconstruct, repair, or improve an
airport-owned ATCT will also be
evaluated based on overall impact on
the national airspace system including
age of facility, operational constraints,
and nonstandard facilities.
v. FAA will provide a preference to
projects that achieve a complete
development objective, even if awards
for the project must be phased, and
prioritize projects that have received
partial awards.
vi. The applicant should describe
whether and how project delivery and
implementation create good-paying jobs
with the free and fair choice to join a
union to the greatest extent possible, the
use of demonstrated strong labor
standards, practices and policies
(including for direct employees,
contractors, and sub-contractors); use of
project labor agreements; distribution of
workplace rights notices; the use of
Local Hire Provisions;
1 registered
apprenticeships; or other similar
standards or practices. The applicant
should describe how planned methods
of project delivery and implementation
(for example, use of Project Labor
Agreements and/or Local Hire
Provisions,
2 training and placement for
underrepresented workers) provide
opportunities for all workers, including
workers underrepresented in
construction jobs to be trained and
placed in good-paying jobs directly
related to the project. FAA will consider
this information in evaluating the
application.
2. Review and Selection Process
Applications will be evaluated based
on the information submitted related to
the above criteria in E.1 to ensure
responsiveness to this NOFO and the
intent of the ATP. Applicants are
encouraged to submit projects that meet
as many of the above criteria as
possible, but do not need to meet all
criteria to be considered. Federal
awarding agency personnel will
evaluate applications based on how well
the projects meet the criteria in E.1,
including project eligibility,
justification, readiness, and the
availability of matching funds. The FAA
will also consider projects that advance
the goals of the following Executive
Orders: The President’s January 20,
2021, Executive Order 13990,
‘‘Protecting Public Health and the
Environment and Restoring Science to
Tackle the Climate Crisis’’; the
President’s January 20, 2021, Executive
Order 13985, ‘‘Advancing Racial Equity
and Support for Underserved
Communities Through the Federal
Government’’; the President’s January
27, 2021, Executive Order 14008,
‘‘Tackling the Climate Crisis at Home
and Abroad’’; and the President’s July 9,
2021, Executive Order 14036,
‘‘Promoting Competition in the
American Economy.’’
3. Integrity and Performance Check
Prior to making a Federal award with
a total amount of Federal share greater
than the simplified acquisition
threshold, FAA is required to review
and consider any information about the
applicant that is in the designated
integrity and performance system
accessible through SAM (currently
FAPIIS) (see 41 U.S.C. 2313). An
applicant, at its option, may review
information in the designated integrity
and performance systems accessible
through SAM and comment on any
information about itself that a Federal
awarding agency previously entered.
FAA will consider any comments by the
applicant, in addition to the other
information in the designated integrity
and performance system, in making a
judgment about the applicant’s integrity,
business ethics, and record of
performance under Federal awards
when completing the review of risk
posed by applicants as described in
§ 200.206.
F. Federal Award Administration
Information
1. Federal Award Notices
BIL awards are announced through a
Congressional notification process and a
DOT Secretary’s Notice of Intent to
Fund. The FAA RO/ADO representative
will contact the airport with further
information and instructions. Once all
pre-grant actions are complete, the FAA
RO/ADO will offer the airport sponsor
a grant for the announced project. This
offer may be provided through postal
mail or by electronic means. Once this
offer is signed by the airport sponsor, it
becomes a grant agreement. Awards
made under this program are subject to
conditions and assurances in the grant
agreement.
2. Administrative and National Policy
Requirements
i. Pre-Award Authority
Costs incurred after enactment of the
BIL, November 15, 2021, are eligible for
reimbursement under the ATP.
ii. Grant Requirements
All grant recipients are subject to the
grant requirements of the AIP, found in
49 U.S.C. Chapter 471. Grant recipients
are subject to requirements in the FAA’s
AIP Grant Agreement for financial
assistance awards; the annual
Certifications and Assurances required
of applicants; and any additional
applicable statutory or regulatory
requirements, including
nondiscrimination requirements and 2
CFR part 200, Uniform Administrative
Requirements, Cost Principles, and
Audit Requirements for Federal Awards.
Grant requirements include, but are not
limited to, approved projects on an
airport layout plan; and compliance
with federal civil rights laws, Buy
American requirements under 49 U.S.C.
50101, the Department of
Transportation’s Disadvantaged
Business Enterprise (DBE) Program
regulations for airports (49 CFR part 23
and 49 CFR part 26), Build America,
Buy America requirements in sections
70912(6) and 70914 in Public Law No:
117–58, the Infrastructure Investment
and Jobs Act, and prevailing wage rate
requirements under the Davis-Bacon
Act, as amended (40 U.S.C. 276a–276a–
5, and reenacted at 40 U.S.C. 3141–
3144, 3146, and 3147).
iii. Standard Assurances
Each grant recipient must assure that
it will comply with all applicable
federal statutes, regulations, executive
orders, directives, FAA circulars, and
other federal administrative
requirements in carrying out any project
supported by the ATP grant. The grant
recipient must acknowledge that it is
under a continuing obligation to comply
with the terms and conditions of the
grant agreement issued for its project
with the FAA. The grant recipient
understands that federal laws,
regulations, policies, and administrative
practices might be modified from time
to time and may affect the
implementation of the project. The grant
recipient must agree that the most
recent Federal requirements will apply
to the project unless the FAA issues a
written determination otherwise.
The grant recipient must submit the
Certifications at the time of grant
application and Assurances must be
accepted as part of the grant agreement
at the time of accepting a grant offer.
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2 CFR part 200, which is cited in the
grant assurances of the grant
agreements. The Airport Sponsor
Assurances are available on the FAA
website at: https://www.faa.gov/
airports/aip/grant_assurances.
3. Reporting
Grant recipients are subject to
financial reporting per 2 CFR 200.328
and performance reporting per 2 CFR
200.329. Under the ATP, the grant
recipient is required to comply with all
Federal financial reporting requirements
and payment requirements, including
the submittal of timely and accurate
reports. Financial and performance
reporting requirements are available in
the FAA October 2020 Financial
Reporting Policy, which is available at
https://www.faa.gov/airports/aip/grant_
payments/media/aip-grant-payment-
policy.pdf.
The grant recipient must comply with
annual audit reporting requirements.
The grant recipient and sub-recipients,
if applicable, must comply with 2 CFR
part 200 subpart F Audit Reporting
Requirements. The grant recipient must
comply with any requirements outlined
in 2 CFR part 180, Office of
Management and Budget (OMB)
Guidelines to Agencies on Government
wide Debarment and Suspension.
G. Federal Awarding Agency Contact(s)
For further information concerning
this notice, please contact the FAA BIL
Implementation Team via email at 9-
[email protected]. In addition,
FAA will post answers to frequently
asked questions and requests for
clarifications on FAA’s website at
www.faa.gov/bil/airport-terminals. To
ensure applicants receive accurate
information about eligibility of the
program, the applicant is encouraged to
contact FAA directly, rather than
through intermediaries or third parties,
with questions.
All applicants, including those
requesting full federal share of eligible
projects costs, should have a plan to
address potential cost overruns as part
of an overall funding plan.
Issued in Washington, DC, on February 22,
2022.
Robin K. Hunt,
Manager, FAA Office of Airports BIL
Implementation Team.
[FR Doc. 2022–03998 Filed 2–24–22; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
Notice of Noise Exposure Map Update
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Notice.
SUMMARY: The Federal Aviation
Administration (FAA) announces its
determination that the Noise Exposure
Maps submitted by City of Chicago
Department of Aviation for Chicago
Midway International Airport seq
(Aviation Safety and Noise Abatement
Act) are in compliance with applicable
requirements.
APPLICABLE DATE: The effective date of
the FAA’s determination on the noise
exposure maps is February 18, 2022.
FOR FURTHER INFORMATION CONTACT :
Amy Hanson, Environmental Protection
Specialist, Federal Aviation
Administration, Chicago Airports
District Office, 2300 East Devon
Avenue, Des Plaines, IL 60018, Phone:
847–294–7354.
SUPPLEMENTARY INFORMATION: This
notice announces that the FAA finds
that the noise exposure maps submitted
for Chicago Midway International
Airport are in compliance with
applicable requirements of Part 150,
effective February 18, 2022. Under 49
U.S.C. 47503 of the Aviation Safety and
Noise Abatement Act (hereinafter
referred to as ‘‘the Act’’), an airport
operator may submit to the FAA noise
exposure maps which meet applicable
regulations and which depict non-
compatible land uses as of the date of
submission of such maps, a description
of projected aircraft operations, and the
ways in which such operations will
affect such maps. The Act requires such
maps to be developed in consultation
with interested and affected parties in
the local community, government
agencies, and persons using the airport.
An airport operator who has submitted
noise exposure maps that are found by
FAA to be in compliance with the
requirements of Federal Aviation
Regulations (FAR) Part 150,
promulgated pursuant to the Act, may
submit a noise compatibility program
for FAA approval which sets forth the
measures the operator has taken or
proposes to take to reduce existing non-
compatible uses and prevent the
introduction of additional non-
compatible uses.
The FAA has completed its review of
the noise exposure maps and
accompanying documentation
submitted by City of Chicago
Department of Aviation. The
documentation that constitutes the
‘‘noise exposure maps’’ as defined in
section 150.7 of Part 150 includes:
Exhibit 3–1 and Exhibit 4–1 of the Part
150 study document. The FAA has
determined that these noise exposure
maps and accompanying documentation
are in compliance with applicable
requirements. This determination is
effective on February 18, 2022.
FAA’s determination on an airport
operator’s noise exposure maps is
limited to a finding that the maps were
developed in accordance with the
procedures contained in appendix A of
FAR Part 150. Such determination does
not constitute approval of the
applicant’s data, information or plans,
or a commitment to approve a noise
compatibility program or to fund the
implementation of that program. If
questions arise concerning the precise
relationship of specific properties to
noise exposure contours depicted on a
noise exposure map submitted under
section 47503 of the Act, it should be
noted that the FAA is not involved in
any way in determining the relative
locations of specific properties with
regard to the depicted noise contours, or
in interpreting the noise exposure maps
to resolve questions concerning, for
example, which properties should be
covered by the provisions of section
47506 of the Act. These functions are
inseparable from the ultimate land use
control and planning responsibilities of
local government. These local
responsibilities are not changed in any
way under Part 150 or through FAA’s
review of noise exposure maps.
Therefore, the responsibility for the
detailed overlaying of noise exposure
contours onto the map depicting
properties on the surface rests
exclusively with the airport operator
that submitted those maps, or with
those public agencies and planning
agencies with which consultation is
required under section 47503 of the Act.
The FAA has relied on the certification
by the airport operator, under section
150.21 of FAR Part 150, that the
statutorily required consultation has
been accomplished.
The full noise exposure map
documentation and of the FAA’s
evaluation of the maps is available for
examination at the https://
www.flychicago.com/community/
mdwnoise.
Questions may be directed to the
individual named above under the
heading
FOR FURTHER INFORMATION
CONTACT.
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