[Federal Register Volume 65, Number 229 (Tuesday, November 28, 2000)]
[Notices]
[Pages 70866-70868]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-30253]



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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration


Notice of Intent To Prepare a Supplement to and To Conduct 
Environmental Scoping on 1992 Final Environmental Impact Statement 
(FEIS) for Master Plan Development [Midfield Terminal Complex] at 
Indianapolis International Airport Located in Indianapolis, IN

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice to announce the intent of FAA to prepare a Supplement to 
the 1992 Final EIS at Indianapolis International Airport and conduct 
environmental scoping.

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SUMMARY: The Federal Aviation Administration (FAA) is issuing this 
notice to advise the public that a Supplement to the 1992 Final 
Environmental Impact Statement (FEIS)--Master Plan Development, 
Indianapolis International Airport, will be prepared. In 1992, a Final 
EIS (FEIS) and a Record of Decision (ROD) were completed for the 
proposed master plan development at Indianapolis International Airport 
(IND). While the majority of the development elements assessed in the 
1992 FEIS have been complex, the midfield terminal complex and 
associated developments have not been constructed.
    However, there have been a number of steps taken towards the 
development of the midfield terminal complex and associated 
developments. In November 2000, the Indianapolis Airport Authority 
(IAA) announced its intention to construct a midfield terminal complex 
and associated development. The FAA determined that it is appropriate 
to prepare a Supplement to the 1992 FEIS (SFEIS) because the IAA's 
proposed development contains more modifications from the same 
development elements proposed and assessed in the 1992 FEIS. Additional 
public scoping will be held in order that all significant issues 
related to the revised proposed actions are identified.

FOR FURTHER INFORMATION CONTACT: Prescott C. Snyder, Airports 
Environmental Program Manager, Federal Aviation Administration, Chicago 
Airports District Office, Room 320, 2300 East Devon Avenue, Des 
Plaines, Illinois 60018. Mr. Snyder can be contacted at (847) 294-7538 
(voice), (847) 294-7046 (facsimile) or by e-mail at 
[email protected].

SUPPLEMENTARY INFORMATION: At the request of the Indianapolis Airport 
Authority, the FAA is preparing a Supplement to the 1992 Final 
Environmental Impact Statement. In November 2000, the Indianapolis 
Airport Authority (IAA) announced its intention to construct a midfield 
terminal complex and associated development at IND. The FAA determined 
that it was appropriate to prepare a Supplement to the 1992 FEIS 
(SFEIS) because the IAA's proposed development contains more 
modifications from the same development elements proposed and assessed 
in the 1992 FEIS.
    The proposed developed assessed in the 1992 FEIS included nine 
primary actions of which, five have been completed and four have not 
yet been initiated. A number of miscellaneous actions were also 
assessed in the 1992 EIS. The elements and the status of the primary 
actions proposed in the 1992 FEIS are as follows:

Completed Actions

 Construct a new 11,200-foot replacement Runway 5L/23R with 
associated taxiway development
     Develop a north taxiway to proposed Runway 5L/23R
     Develop a south taxiway to proposed Runway 5L/23R
     Develop a western taxiway parallel to existing Runway \14/
32\
 Relocated the Indiana Power & Light Company power lines west 
of the airport
 Relocate Bridgeport Road
 Implement the airport's Part 150 noise abatement air traffic 
actions

Uncompleted Actions

 Construct a new midfield terminal complex
 Relocate the Airport Traffic Control Tower
 Construct a new midfield interchange at Interstate 70/
Bridgeport Road (Midfield Terminal Interchange)
 Develop two cross-field taxiways
 Develop an additional high-speed taxiway exist for Runway 14/
34 (Not being assessed in this Supplement).

    While the majority of the actions assessed in the 1992 FEIS have 
been completed, the midfield terminal complex and associated 
developments have not been constructed.
    However, there have been a number of steps taken towards the 
development of the midfield terminal complex and associated 
developments. These include: completion of environmental mitigation as 
detailed in the 1992 FEIS (i.e., wetlands and ``Indiana Bat'' habitat); 
construction of replacement Runway 5L/23R, which opened the midfield 
site for development; partial removal of old Runway 5L/23R and 
relocation of navaids; and the preparation of additional studies to 
further define midfield terminal project (Peer Review Process of 
Midfield Terminal Studies, Terminal Area Master Plan, Indianapolis 
International Airport Midfield Terminal Project Definition Manual 
(Project Definition).
    The SFEIS is not seeking environmental approval for any actions not 
related to the development and operation of the midfield terminal 
complex. Also, the development of an additional high-speed taxiway for 
Runway 14/32 is no longer on the airport's Airport Layout Plan (ALP) 
and is not being assessed as part of this evaluation.
    The 1992 FEIS utilized the latest available planning design 
guidelines and forecasts of passengers and operations available at that 
time to define the design elements of the midfield terminal complex and 
associated developments. However, at that time, a number of the design 
elements were unavailable or were preliminary estimates. Since 1992, 
the Indianapolis Airport Authority has conducted a number of studies to 
refine and update the design elements of the midfield terminal complex. 
These studies, including the most recent Project Definition, have 
incorporated the latest planning guidelines regarding gate use factors, 
commercial/retail space, ticket check-in areas, baggage claim space, 
moving sidewalk requirements, aircraft gate requirements, parking and 
automobile requirements. The result is that most of the individual 
design elements from the 1992 FEIS have been refined and updated. 
However, the overall design objectives for the midfield terminal 
complex, built to meet the latest planning guidelines and to 
accommodate future passenger and aircraft demand, remains consistent 
with that stated in and assessed in the 1992 FEIS.
    For this Supplement to the Final EIS (SFEIS), the Proposed Project 
consists of a new midfield terminal complex and associated development 
(relocation of Airport Traffic Control Tower, development of midfield 
terminal interchange, and construction of cross-field taxiways). The 
midfield terminal complex as defined in the 1992 FEIS was anticipated 
to open in 2001 and was designed to accommodate forecasted 2005 levels 
of enplaned passengers and operations; 5,041,000 passengers and 389,557 
operations. The Indianapolis International Airport Midfield Terminal 
Project Definition Manual (Project Definition), completed in April 
2000, updated the opening year

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to 2005 and defined the design elements to accommodate 5,500,000 
enplaned passengers, which was based on updated forecasts for 2010. 
Since the preparation of the Project Definition, the FAA Terminal Area 
Forecasts (TAF) for IND have been updated and report 5,653,123 enplaned 
passengers and 329,358 annual operations for 2010. The enplaned 
passenger projections in the TAF and the Project Definition are within 
three percent of each other. Because the TAF and Project Definition 
forecasts of enplaned passengers are similar and the TAF is the 
official forecast of enplaned passengers and annual operations for the 
facility, the TAF projections will be used throughout this analysis.
    The 1992 FEIS definition of the midfield terminal complex 
anticipated the need for 45 air carrier gates and 28 commuter spaces to 
accommodate the aircraft fleet projected for 2005. The updated 
definition of the midfield terminal complex in the Project Definition 
has 40 air carrier gates and two turbo-prop commuter gates. The 
difference in the number of gates is due to changes in the terminal 
design, which reflects higher gate utilization, increased passenger 
service level requirements, and updated aircraft requirement 
assumptions to reflect changes in updated forecasts of fleet mix. The 
change in the number of turbo-prop gates is due to the switch 
nationally from turbo-prop aircraft to regional jet aircraft for 
commuter operations. This change was not fully anticipated when the 
forecasts for the 1992 FEIS were prepared. Consequently, the number of 
turbo-prop spaces was significantly reduced in the Project Definition 
to reflect updated forecasts for turbo-prop operations. The regional 
jets, which are replacing the turbo-prop aircraft, would utilize the 
same gates as air carrier jet aircraft.
    The overall square footage (680,000 square feet) of the midfield 
terminal complex in the 1992 FEIS is smaller than the midfield terminal 
complex described in the Project Definition (1,210,200 square feet). 
The increase in terminal square footage is a function of the latest 
planning/design guidelines for air passenger terminals, which call for 
more passenger gate space, increased commercial/retail space, larger 
ticket check-in areas, more passenger bag claim space and bag make-up 
areas, moving sidewalk requirements, and aircraft gates to accommodate 
a variety of aircraft types. None of the analysis of environmental 
impacts in the 1992 FEIS was based on the square footage of the 
proposed midfield terminal complex; therefore none of the analysis is 
invalidated by more square footage. It is still anticipated that the 
existing terminal would be closed and demolished.
    Updated automobile parking requirements for 2010 have resulted in 
an increase in the number of surface and garage parking spaces proposed 
for the midfield terminal complex. The updated parking requirements 
include a total of 15,800 parking spaces (2,800 garages and 13,000 
surface), which is 4,800 more spaces than projected in the 1992 FEIS. 
The 1992 FEIS did not define the terminal area apron necessary for the 
midfield terminal complex. The Project Definition has identified the 
proposed layout and size of 572,150 square yards for the midfield 
terminal area apron.
    The 1992 FEIS identified the need and assessed the impact for 
relocating the Airport Traffic Control Tower (ATCT) to a new location 
on the airfield. It did not however, identify the exact location for 
the ATCT. An ATCT siting study was completed in 2000 and found that 
among the five alternative locations Site B (southwest of the midfield 
terminal complex) was the preferred location. This location would not 
provide an unobstructed view of the southeastern end of Runway 14/32 as 
required by FAA Order 5300.13. In order to meet this requirement, one 
of several options will be needed to be implemented. These options 
include: The modification of the Fedex building, the relocation of the 
Fedex ground tower, the displacement of landing and takeoff thresholds 
by 300 feet for Runway 32, and the use of a variety of surveillance 
technologies (e.g., closed-circuit television and ASD radar).
    The automobile access to the midfield terminal complex was defined 
in general terms in the 1992 FEIS as being a new interchange off 
Interstate-70 near Bridgeport Road. No specific plans of the location 
or design were available in 1992. Since the preparation of the 1992 
FEIS, the location and design of the midfield terminal interchange has 
been finalized and disclosed as part of the 1995 Federal Highway 
Administration Draft Environmental Assessment (EA). The FAA has not 
adopted, issued a finding, nor is it at this time a cooperating agency 
in the preparation of this draft EA. This SFEIS will assess the 
environmental impacts associated with the construction of the midfield 
terminal interchange at the location provided in the 1995 Draft EA. 
Service roads and interior circulation roadways were not specifically 
defined in the 1992 FEIS as well. This SFEIS will provide the 
environmental assessment of the location of the airfield service and 
interior circulation roadways.
    In order to provide the necessary aircraft access between both 
sides of the airfield with a midfield terminal, two cross-field 
taxiways were proposed in the 1992 FEIS. To complete this, one existing 
taxiway was to be extended and another taxiway was to be constructed. 
The construction of a new taxiway has been completed (Taxiway P, 1996), 
but the extension to Taxiway R has not been completed due to the 
midfield terminal complex not being constructed. In addition to 
refining the design of the midfield terminal complex, the Project 
Definition has reassessed the operation of the cross-field taxiways. 
The Project Definition found that to provide efficient aircraft taxi-
flow to and from the midfield terminal complex and across the airfield, 
a dual taxiway system would be preferred configuration. To accomplish 
this, the extension of Taxiway R as recommended in the 1992 FEIS would 
be completed and an additional cross-field taxiway just north of 
Taxiway R would be constructed. The proposed cross-field taxiways are 
still within the same general area assessed in the 1992 FEIS and would 
still include the extension of an existing taxiway and the construction 
of another cross-field taxiway.
    The scope of this development is not significantly different from 
that described in earlier scoping completed for the 1992 FEIS that 
considered development of master plan. Nevertheless, new public scoping 
will be held in order that all significant issues related to the 
revised proposed actions are identified. Copies of a scoping document 
with additional detail can be obtained by contacting the FAA 
informational contact person identified above. Federal, State and local 
agencies and other interested parties are invited to make comments and 
suggestions to ensure that the full range of issues related to these 
proposed actions are addressed and all significant issues identified. 
These comments and suggestions should be received by the FAA 
informational contact person, identified above, by December 29, 2000.

Scoping by Mail

    Scoping will be accomplished by correspondence. The FAA is 
soliciting comments by mail during the period November 24, 2000 through 
December 29, 2000. To ensure consideration in the preparation of the 
Supplement to the 1992 Final Environmental Impact Statement, written 
comments must be received by December 29, 2000. Late comments will be 
considered to the

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extent practicable. Letters describing the proposed action and 
soliciting comments have been sent to appropriate federal, state, and 
local agencies, with information describing this proposal attached. 
Letters have also been sent to organizations that are known to have an 
interest in this proposal to provide them the opportunity to comment.

    Issued in Des Plaines, Illinois, on November 16, 2000.
Pene' A. Beversdorf,
Acting Manager, Chicago Airports District Office, FAA, Great Lakes 
Region.
[FR Doc. 00-30253 Filed 11-27-00; 8:45 am]
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