Preservation Coalition v. Federal Transit Administration

356 F.3d 444, 2004 WL 113492
CourtCourt of Appeals for the Second Circuit
DecidedJanuary 26, 2004
DocketDocket Nos. 02-6198, 02-6208
StatusPublished
Cited by2 cases

This text of 356 F.3d 444 (Preservation Coalition v. Federal Transit Administration) is published on Counsel Stack Legal Research, covering Court of Appeals for the Second Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Preservation Coalition v. Federal Transit Administration, 356 F.3d 444, 2004 WL 113492 (2d Cir. 2004).

Opinion

WINTER, Circuit Judge:

The Federal Transit Administration (“FTA”), Niagara Frontier Transit Authority (“NFTA”), and New York State Urban Development Corporation, doing business as the Empire State Development Corporation (“ESDC”), appeal from Judge Skretny’s award of attorneys’ fees to ap-pellee as a prevailing party under the National Historic Preservation Act (“NHPA”). We reverse the award against the NFTA and the ESDC because the NHPA does not apply to them. We hold that the FTA is subject to an award of fees under the NHPA but remand for a recalculation of the award to limit it to work expended in obtaining the court-ordered Supplemental Environmental Impact Statement (“SEIS”).

BACKGROUND

The full factual and procedural background to this case is set forth in the district court’s prior decisions, Preservation Coalition v. FTA, 129 F.Supp.2d 538, and 129 F.Supp.2d 551 (W.D.N.Y.2000). We outline here those facts relevant to a resolution of the issues on the present appeal.

[447]*447a) The Project

Appellants FTA, NFTA and ESDC were responsible for a development styled the Inner Harbor Project. The Project involved an area on Buffalo’s waterfront that included the terminus of the historic Erie Canal. As participants in a joint federal-state project, some or all of the appellants were required under various federal and state laws to consider.the Project’s impact on historic resources and to implement plans to mitigate any harm to those resources. The ESDC was the “lead agency” for environmental and historical review of the project. See Preservation Coalition, 129 F.Supp.2d at 541. However, the FTA, although in many ways a passive participant in the Project, was responsible for federal oversight and for the Project’s compliance with all relevant federal regulations. See, e.g., 16 U.S.C. § 470f (the NHPA requires that “[t]he head of any Federal agency having direct or indirect jurisdiction over a proposed Federal or federally assisted undertaking in any State and the head of any Federal department or independent agency having authority to license any undertaking shall, prior to the approval of the expenditure of any Federal funds on the undertaking or prior to the issuance of any license, as the case may be, take into account the effect of the undertaking on any district, site, building, structure, or object that is included in or eligible for inclusion in the National Register.”).

The pertinent statutes are the National Environmental Policy Act (“NEPA”), 42 U.S.C. § 4321, et seq., the National Historic Preservation Act, 16 U.S.C. § 470, et seq., and Section 4(f) of the Transportation Act, 49 U.S.C. § 303(c). NEPA mandates that federal agencies “use all practicable means, consistent with other essential considerations of national policy, to improve and coordinate Federal plans, functions, programs, and resources to the end that the Nation may ... preserve important historic, cultural, and natural aspects of our national heritage.” 42 U.S.C. § 4331(b)(4).

The regulations implementing the NHPA require agencies involved in projects such as the present one to consult with state historic preservation officers (“SHPOs”), make reasonable and good faith efforts to identify historic properties, determine their eligibility for listing in the National Register of Historic Places, and assess the effects of a project on such properties. This consultation process is commonly referred to as the “Section 106” process after Section 106 of the NHPA. See 16 U.S.C. § 470f.

Under regulations implementing Section 4(f) of the Transportation Act of 1966, a transportation project that impacts a historic site cannot be undertaken unless the agency shows that there is no feasible and prudent alternative to the use of the site and that it has done all possible planning to minimize harm to the site. See 23 C.F.R. § 771.135(a)(1). Under the so-called “archeological exception” to Section 4(f), these restrictions do not apply if the “archeological resource is important chiefly because of what can be learned by data recovery and has minimal value for preservation in place.” 23 C.F.R. § 771.135(g)(2). Consultation with the SHPO is also required as part of the Section 4(f) process. See 23 C.F.R. § 771.135(e).

Because appellants were aware that the Inner Harbor Project might impact historic resources, an archeological exploration of the site was commissioned to determine the likely extent of such resources. Preservation Coalition, 129 F.Supp.2d at 557. On December 18, 1998, following the completion of Stage II excavations of the Inner Harbor Project site, the Field Services [448]*448Bureau of the State Office of Parks and Recreation and Historic Preservation (which serves as New York’s SHPO) concluded that the Inner Harbor Project would have “no adverse effect” on any historic structures. The SHPO’s finding of “no adverse effect” was premised in part on its conclusion that the Section 4(f) “archeology exception” applied to historic resources at the project site. 129 F.Supp.2d at 558. Significantly, the SHPO qualified its conclusions upon the yet-to-be-learned results of upcoming Stage III excavations. Id. While the Stage III excavations continued, appellants issued a Final Environmental Impact Statement (“FEIS”) for the Inner Harbor Project in February, 1999, and a Record of Decision (“ROD”) — the final document in the administrative process- — was issued on June 22,1999.

The present dispute arose in May, 1999, after the issuance of the FEIS, when excavators discovered “a roughly eight foot section of the eastern portion of the Commercial Slip [Wjall [of the Erie Canal terminus] as rebuilt in the 1880s.” Id. at 559. On May 18, 1999, the SHPO informed the ESDC that the Commercial Slip Wall met the criteria for listing in the National Register of Historic Places, and on August 6, 1999, the SHPO informed the ESDC that it would not be feasible to preserve the Wall in an exposed condition. As an alternative to exposed preservation, the SHPO recommended that the ESDC conduct a detailed documentation of the Wall, rebury it, and provide appropriate historical interpretation of the Wall through marking and signage in the project design.

On October 6,1999, appellee brought the present complaint, asserting claims under the NHPA, NEPA, and Section 4(f) of the Transportation Act.

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356 F.3d 444, 2004 WL 113492, Counsel Stack Legal Research, https://law.counselstack.com/opinion/preservation-coalition-v-federal-transit-administration-ca2-2004.