CENTER FOR COMMUNITY ACTION, ET AL V. FAA, ET AL, No. 20-70272 (9th Cir. 2023)
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To comply with their duties under the National Environmental Policy Act (NEPA), the FAA issued an Environmental Assessment (EA) that evaluated the environmental effects of the construction and operation of an Amazon air cargo facility at the San Bernardino International Airport (the “Project”). In evaluating the environmental consequences of the Project, the FAA generally utilized two “study areas” – the General Study Area and the Detailed Study Area. Petitioners are the Center for Community Action and Environmental Justice and others (collectively “CCA”) and the State of California. In attacking the parameters of the study areas, the CCA asserted that the FAA did not conform its study areas to the FAA’s Order 1050.1F Desk Reference.
The Ninth Circuit filed (1) an order amending the opinion initially filed on November 18, 2021, and amended on October 11, 2022; and (2) an amended opinion denying a petition for review challenging the FAA’s Record of Decision, which found no significant environmental impact stemming from the Project. The panel held that the FAA’s nonadherence to the Desk Reference could not alone serve as the basis for holding that the FAA did not take a “hard look” at the environmental consequences of the Project. Instead, the CCA must show that the FAA’s nonadherence to the Desk Reference had some sort of EA significance aside from simply failing to follow certain Desk Reference instructions. The panel held that the CCA had not done so here. The panel rejected Petitioners’ argument that the EA failed to assess whether the Project met California’s greenhouse gas emissions standards.
Court Description: Federal Aviation Administration / Environmental Law The panel filed (1) an order amending the opinion initially filed on November 18, 2021, and amended on October 11, 2022; and (2) an amended opinion denying a petition for review challenging the Federal Aviation Administration (“FAA”)’s Record of Decision, which found no significant environmental impact stemming from the construction and operation of an Amazon air cargo facility at the San Bernardino International Airport (the “Project”). To comply with their duties under the National Environmental Policy Act (NEPA), the FAA issued an Environmental Assessment (EA) that evaluated the environmental effects of the Project. In evaluating the environmental consequences of the Project, the FAA generally utilized two “study areas” – the General Study * The Honorable Eugene E. Siler, United States Circuit Judge for the U.S. Court of Appeals for the Sixth Circuit, sitting by designation. 4 CENTER FOR COMMUNITY ACTION V. FAA Area and the Detailed Study Area. Petitioners are the Center for Community Action and Environmental Justice and others (collectively “CCA”), and the State of California. In attacking the parameters of the study areas, the CCA asserted that the FAA did not conform its study areas to the FAA’s Order 1050.1F Desk Reference. The panel held that the FAA’s nonadherence to the Desk Reference could not alone serve as the basis for holding that the FAA did not take a “hard look” at the environmental consequences of the Project. Instead, the CCA must show that the FAA’s nonadherence to the Desk Reference had some sort of EA significance aside from simply failing to follow certain Desk Reference instructions. The panel held that the CCA had not done so here. CCA next asserted that the FAA failed in its obligation to sufficiently consider the cumulative impacts of the Project. CCA first argued that the FAA only considered past, present, and reasonably foreseeable projects within the General Study Area and should have expanded its assessment to include an additional 80-plus projects. The panel held that the record showed that the FAA specifically accounted for the traffic generated by these 80-plus projects for purposes identifying cumulative traffic volumes. The fact that CCA could not identify any potential cumulative impacts that the FAA failed to consider suggested that there were none. The CCA did not show that the FAA’s cumulative impact analysis on air quality would have been potentially different if it considered the 80-plus projects. Thus, the CCA did not carry its burden to show why the FAA was required to consider the 80-plus projects in conducting the cumulative impacts analysis on air pollution. CCA additionally argued that the EA did not disclose specific, quantifiable data about the cumulative CENTER FOR COMMUNITY ACTION V. FAA 5 effects of related projects, and it did not explain why objective data about the projects could not be provided. The panel held that CCA’s belief that the FAA must provide quantifiable data was based on a misreading of this court’s precedent. The panel concluded that the CCA and the state’s conclusory criticisms of the EA’s failure to conduct a more robust cumulative air impact analysis amounted to disagreements with the results, not procedures. The panel found no reason to conclude that the FAA conducted a deficient cumulative impact analysis. California chiefly argued that the FAA needed to create an environmental impact statement (EIS) because a California Environmental Impact Report prepared under the California Environmental Quality Act (CEQA) found that the proposed Project could result in significant impacts on air quality, greenhouse gas, and noise. First, California argued the FAA should have refuted the CEQA findings regarding air quality impacts. The thresholds discussed in the CEQA analysis that California pointed to are those established by the South Coast Air Quality Management District (SCAQMD). The panel held by the SCAQMD’s own assessment, the Project will comply with federal and state air quality standards. Second, California argued that the FAA should have refuted the CEQA findings regarding greenhouse gas impacts. The panel held that California did not refute the EA’s rationale for why it found no significant impact of the Project’s greenhouse gas emissions on the environment, and did not articulate what environmental impact may result from the Project’s emissions standards exceeding the SCAQMD threshold. The panel also rejected California’s noise concerns. The panel concluded that California failed to raise a substantial question as to whether 6 CENTER FOR COMMUNITY ACTION V. FAA the Project may have a significant effect on the environment so as to require the creation of an EIS. Petitioners alleged certain errors related to the FAA’s calculations regarding truck trip emissions generated by the Project. First, the panel held that there was no authority to support petitioners’ assertion that the EA had to use the same number of truck trips that the CEQA analysis used, or that the FAA was required to explain the difference. The panel held further that petitioners failed to show arbitrariness or capriciousness in the EA’s truck trip calculation method. Second, petitioners provided no reason to believe that the EA did not correctly analyze total truck trips emissions. Finally, the panel rejected petitioners’ argument that the record contained an inconsistency concerning the number of daily truck trips calculated by the FAA. Finally, petitioners asserted that the FAA failed to consider the Project’s ability to meet California state air quality and federal ozone standards. First, the CCA argued that the EA failed to assess whether the Project met the air quality standards set by the California Clean Air Act. The panel held that CCA failed to articulate a potential violation of the Act stemming from the Project. More importantly, the EA did discuss California air quality law. Second, CCA provided no reason to believe that the Project threatened a violation of the federal ozone standards. Finally, the panel rejected petitioners’ argument that the EA failed to assess whether the Project met California’s greenhouse gas emissions standards. Judge Rawlinson dissented. She wrote that the case reeked of environmental racism, defined as “the creation, construction, and enforcement of environmental laws that have a disproportionate and disparate impact upon a CENTER FOR COMMUNITY ACTION V. FAA 7 particular race.” San Bernardino County, California, is one of the most polluted corridors in the United States, and the site of the Project was populated overwhelmingly by people of color. Judge Rawlinson agreed with the petitioners that the difference between the State of California’s conclusion of significant environmental impacts of the Project under CEQA and the FAA’s conclusion of no significant impact could be explained by the FAA’s failure to take the requisite “hard look” at the Project as required by NEPA. Judge Rawlinson wrote that the EA was deficient in numerous ways, and this EA would not prevail if the Project were located near the home of the multibillionaire owner of Amazon.
This opinion or order relates to an opinion or order originally issued on November 18, 2021.
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