The American Road and Transportation Builders Association (ARTBA) submitted comments opposing proposals by the U.S. Fish and Wildlife Service (FWS) that would expand the definition and scope of "critical habitat" under the Endangered Species Act. ARTBA represents transportation construction industry members that could be negatively impacted by overly broad critical habitat designations. Specifically, ARTBA opposed proposals to designate more areas as critical habitat that species do not regularly use and to regulate more activities performed near critical habitat areas. ARTBA asked FWS to ensure economic analyses supporting critical habitat decisions are transparent, unbiased, and based on the best available data.

1. October 9, 2014
Public Comments Processing
Attn: Docket Nos: FWS-R9_ES-2011-0072, FWS-HQ-ES-2012-0096, FWS-R9-ES-2011-0104
Division of Policy and Directives Management
U.S. Fish & Wildlife Service
4401 N. Fairfax Drive
PDM-2042
Arlington, VA 22203
Re: Docket Nos. FWS-R9-ES-2011-0072, FWS-HQ-ES-2012-0096, FWS-R9-ES-2011-0104: Interagency Cooperation—Endangered Species Act of 1973 as Amended; Definition of Destruction or Adverse Modification of Critical Habitat, Listing Endangered and Threatened Species and Designating Critical Habitat; Implementing Changes to the Regulations for Designating Critical Habitat; and Policy Regarding Implementation of Section 4(b)(2) of the Endangered Species Act.
On behalf of the 6,000 members of the American Road and Transportation Builders Association (ARTBA), I respectfully offer comments on three related regulatory proposals issued by the United States Fish and Wildlife Service (FWS) regarding revisions to the critical habitat analysis process.
ARTBA’s membership includes private and public sector members that plan, design, construct and maintain the nation’s roadways, waterways, bridges, ports, airports, rail and transit systems. Our industry generates more than $380 billion annually in U.S. economic activity and sustains more than 3.3 million American jobs.
Because of the nature of their businesses, ARTBA members undertake a variety of activities that are subject to Endangered Species Act (ESA) regulations. ARTBA’s public sector members adopt, approve, or fund transportation plans, programs, or projects which are all subject to multiple federal regulatory requirements. ARTBA’s private sector members plan, design, construct and provide supplies for federal-aid transportation improvement projects. This document represents the collective views of our 6,000 member companies and organizations.
The FWS proposals would alter the scope of what areas of land could be designated as “critical habitat” for endangered species. “Critical habitat” is an environment that is necessary for an endangered order threatened species to subsist. Specifically, the proposals offered by FWS seek to:
 Expand the area eligible to be designated as “critical habitat’ to include areas a species does not use on a regular basis;

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 Expand the definition of “destruction or adverse modification” of critical habitat, allowing additional activities performed on or near “critical habitat” areas to be regulated by the ESA; and
 Better define instances where an area can be excluded from “critical habitat” designation.
Proper determination of critical habitat designation is a very important issue for both state and local governments as well as businesses located in areas impacted by ESA concerns. A determination of critical habitat can literally remove hundreds of miles from the possibility of any type of development. In the transportation arena, this is especially relevant as states promulgate transportation plans year, if not decades, in advance. As such, ARTBA opposes the current FWS proposals, which would expand both the areas considered “critical habitat” and activities which can be regulated by the ESA when performed on or near “critical habitat.”
If an entire area is suddenly put “off limits” by an overly broad critical habitat designation, carefully designed plans for economic development might be unnecessarily placed in jeopardy. At a minimum, all economic analysis necessary for a critical habitat determination should be based on the best economic data available and incorporate an area’s planned transportation improvements. Also, it is important that determinations be made in a neutral fashion without any sort of bias for or against critical habitat designation. For this reason, ARTBA asks FWS to ensure all economic analyses issued include a detailed explanation of how the agencies arrived at their conclusion. This would include any assumptions made by the agencies in favor of critical habitat designation and a complete listing of all sources considered when determining the final economic impact of any recommended imposition of critical habitat.
Further, FWS efforts to expand the scope of “critical habitat” run counter to the proposed rule FWS issued—and ARTBA supported—in February of 2013 attempting to streamline the “critical habitat” process by having economic analysis issued at the same time as the critical habitat designation. By taking two segments of the ESA process and issuing them at the same time, the 2013 proposal will reduce delay while maintaining existing levels of protection for endangered species. FWS should not undo this progress by significantly expanding the scope of “critical habitat.”
Finally, ARTBHA does support the FWS effort to further clarify when areas will be exempt from “critical habitat” designations. ARTBA would urge FWS to be as flexible as possible when developing criteria for excluding areas from “critical habitat.” Specifically, the agency should design criteria which encourage FWS and state agencies to work together to develop conservation plans in the early stages of the transportation project review and approval process which will allow the parties to be certain unexpected ESA issues will not arise later in the process.
In conclusion, critical habitat designations carry significant impacts and FWS should strive to be as thorough, transparent and precise as possible when making these decisions.
Sincerely,
T. Peter Ruane
President & C.E.O