Appendix F Cultural Resource Consultation FAA Consultation Letter to the California State Historic Preservation Officer Response Letter from the California State Historic Preservation Officer
STATE OF CALIFORNIA THE NATURAL RESOURCES AGENCY OFFICE OF HISTORIC PRESERVATION DEPARTMENT OF PARKS AND RECREATION 1725 23 rd Street, Suite 100 SACRAMENTO, CA 95816-7100 (916) 445-7000 Fax: (916) 445-7053 calshpo@parks.ca.gov www.ohp.parks.ca.gov February 06, 2012 EDMUND G. BROWN, JR., Governor Reply In Reference To: FAA111230A Douglas R. Pomeroy Federal Aviation Administration San Francisco Airports District Office 1000 Marina Boulevard, Suite 220 Brisbane, CA 94005-1835 RE: Proposed Runway Safety Area Improvement Program, Oakland International Airport, Alameda County, CA Dear Mr. Pomeroy: Thank you for consulting with me on behalf of the Federal Aviation Administration (FAA) in order to comply with Section 106 of the National Historic Preservation Act of 1966 (16 U.S.C. 470f), as amended, and its implementing regulation at 36 CFR Part 800. You are asking that I concur that the above-referenced undertaking will not affect historic properties. The FAA proposes to conduct a number of Runway Safety Area (RSA) improvements at the Oakland International Airport. The primary components of this project include the following: Shift Runway 15-33 by 75 feet to the south, or towards the terminal complex, by repainting runway threshold markings on existing pavement; Relocate the vehicle service road west of Runways 9R-27L and 9L-27R to a location adjacent to the Airport perimeter fence and Harbor Bay Parkway; Relocate the vehicle service road east of Runways 9R-27L and 9L-27R to a location adjacent to the Airport Perimeter Fence and Airport Drive; Reduce the usable Runway 9L-27R length by implementing declared distances ( declared distances are defined as specific lengths of runway pavement that are available for use by pilots in planning takeoffs or landings); Fill portions of non-tidal other waters of the U.S. in the Northwestern end of the Runway 9R-27L RSA beyond the Runway 9R end to comply with FAA standards for RSAs; Fill and grade non-tidal wetland areas in the RSAs beyond the ends of Runways 27L and 27R to comply with FAA standards for RSAs; Install an Emergency Materials Arresting Systems for Aircraft Overruns (EMAS) System measuring approximately 250 feet by 170 feet, with a setback of approximately 580 feet west of the approach end of Runway 9R;
February 06, 2012 Page 2 of 3 FAA111223A Correct various non-compliant conditions regarding surface grades, soil conditions, and frangibility of signs and navigational aids in the lateral RSAs and RSAs beyond the runway ends; Install improvements to the storm water collection and conveyance systems to ensure proper drainage of the RSAs; Relocate the Runway 11 landing threshold 520 feet to the west of its current location; Displace the Runway 29 landing threshold by 115 feet to the west of its current location; Extend Taxiway W to the west of the relocated Runway 11 landing threshold; Construct a connector taxiway between Taxiway W and Runway 11-29, approximately 455 feet northwest of the relocated Runway 29 landing threshold; Construct a bypass taxiway between Taxiway W and Runway 11-29, approximately 455 feet northwest of the relocated Runway 29 landing threshold; Establish a declared distance of 10,000 feet for both arrivals and departures on Runways 11 and 29; Relocate the glide scope antenna and the glide scope antenna critical area 520 feet to the west of their current location, in accordance with FAA design standards contained in the FAA AC 150/5300-13, Airport Design; Relocate the glide slope antenna and glide slope antenna critical area for Runway 26 115 feet to the west of its current location; Fill portions of non-tidal wetlands and non-tidal other waters of the U.S. within the lateral and runway-end RSAs and the new Runway 11 glide slope antenna critical area to comply with FAA standards for RSAs; Replace and relocate the Runway 11 Medium Intensity Approach Lighting System (MALSR) approach lights 529 feet to the west of their current location; Relocate portions of the Runway 29 High-Intensity Approach-Lighting System with a new lighting system. The new system will be mounted on an existing trestle structure; Correct various non-compliant conditions regarding surface grades, soil conditions, and frangibility of signs and NAVAIDS within the RSAs. You define the Area of Potential Effects (APE) as various discontiguous areas within the Airport boundary. The Airport was constructed in 1929 on fill materials and reclaimed tide lands and is currently covered with hardscape and pavement. The APE is also limited to the areas that will be directly affected, as the undertaking will not affect the number or type of aircraft using the airport, and therefore will not result in indirect effects from aircraft noise. Existing staging areas will be used. The anticipated depth of ground disturbance is expected to reach between two-to-four feet below ground level.
February 06, 2012 Page 3 of 3 FAA111230A In addition to your letter, you have provided the following studies in support of this undertaking: Archaeology Inventory and Evaluation Report: Runway Safety Area Improvement Project, Oakland International Airport, Alameda County, California (URS: December 2011) Historic Architecture Survey and Evaluation Report: Runway Safety Area Improvement Project, Oakland International Airport, Alameda County, California (URS: December 2011) The Historic Architecture Survey includes National Register evaluations of the 9-27 runway system (Runways 9L-27R and 9R-27L) and Runway 11-29. The runways were found ineligible for listing on the National Register of Historic Places (NRHP) because of a lack of integrity due to continuous modification. No other recorded or eligible properties are sited within the APE. The Archaeological Inventory Report summarizes identification efforts undertaken within the APE. According to the Report, the Airport was constructed on imported bay fill and reclaimed tidal marshes. The report also notes that most project components requiring excavation will not exceed a depth of four feet below surface level. Given the fact the airport is sited on fill and reclaimed tidal marshes, the consulting archaeologists are of the opinion that excavation associated with the project is unlikely to affect prehistoric cultural resources. Having reviewed your submittal, I have the following comments: 1) I concur that 9-27 runway system (Runways 9L-27R and 9R-27L) and Runway 11-29 are ineligible for listing on the NRHP; 2) I further concur that the project, as described, will not affect historic properties; 3) Please be reminded that in the event of an unanticipated discovery or a change in project description, you may have additional responsibilities under 36 CFR Part 800. Thank you for considering historic resources during project planning. If you have any questions or comments, please contact Tristan Tozer of my staff at (916) 445-7027, or email at ttozer@parks.ca.gov. Sincerely, Milford Wayne Donaldson, FAIA State Historic Preservation Officer